Moving ahead Planning tomorrow s railways

Transcription

1 Route Plans 2010 Route Plan G East Coast & North East Moving ahead Planning tomorrow s railways Our railways play a vital role in building Britain s future

2 Planning tomorrow s railways Our 500 million investment in King s Cross station will transform the experience of passengers using the station. We are delivering hundreds of projects across the network to build a bigger, better railway for passengers, freight and the whole of Britain.

3 Route Plan G East Coast & North East

4 Route Plan G East Coast & North East, South Route G (North) YORK M A Route H Route H Colton Jn O BRADFORD INTERCHANGE Holbeck Jn SWINTON LEEDS Route H Route H 07 Outwood L S WAKEFIELD WESTGATE Hare Park Sandal & Agbrigg Jn South AB J Fitzwilliam Elmsall MOORTHORPE 06 Adwick Bentley Route H Route H WORKSOP Bridge Jn Decoy North Jn Black Carr Jn Retford Western Jn NEWARK CASTLE Whisker Hill Jn 05 AA H T Hambleton Jns Temple Hirst Jn Joan Croft Jn Shaftholme Jn Y J Route H K DONCASTER Doncaster Europort RETFORD I M 20 Newark Crossing Jns SELBY Clarborough Jn Trent Jns Route H Saxilby Pyewipe Jn 99 Boultham Jn Collingham NEWARK NORTH GATE Q 22 LINCOLN CENTRAL West Holmes Jn HULL BARNETBY GAINSBOROUGH CENTRAL GAINSBOROUGH LEA ROAD Hykeham Swinderby Route H Brigg Kirton Lindsey Ruskington 23 Wrawby Jn Metheringham Market Rasen 21 Route I NOTTINGHAM Route I Nottingham Branch Jn GRANTHAM E STAMFORD Helpston Jn PETERBOROUGH Crescent Jn SLEAFORD G Sleaford Jns F Stoke Jn Spalding Werrington Jn D D V ELY Route I BOSTON SKEGNESS Key Primary Secondary London & SE Commuter Freight only The line shading indicates strategic route sections which are numbered on the map Nene Valley Railway Route E Route I Route E Huntingdon St Neots Biggleswade X I Hitchin STEVENAGE Langley Jn Knebworth Welwyn North WELYWN GARDEN CITY Welham Green Brookmans Park Potters Bar Hadley Wood New Barnet Oakleigh Park New Southgate Wood Green North Jn 01 Harringay Jn High Speed One Section 2 Route I LONDON ST PANCRAS INTERNATIONAL Route B L N G A Sandy Arlesey Hatfield W Z Copenhagen Jn Fletton Jn Route D C CAMBRIDGE Shepreth Branch Jn B Foxton Route D Shepreth H Meldreth 04 ROYSTON Ashwell & Morden Baldock Letchworth Cambridge Jn 03 HERTFORD NORTH Alexandra Palace Hornsey Harringay Route E FINSBURY PARK Finsbury Park South Jns Drayton Park HIGHBURY & ISLINGTON Route E K LONDON KING S CROSS Watton-at-Stone Bayford Cuffley Crews Hill Gordon Hill Enfield Chase Grange Park Winchmore Hill Palmers Green Bowes Park Essex Road Old Street MOORGATE 02

5 Route Plan G East Coast & North East, North COCKENZIE Route P E POWER STATION Musselburgh Prestonpans EDINBURGH Portobello Jns Wallyford Longniddry U 11 Route P Route P Monktonhall Jn Drem Jn 12 Drem DUNBAR B TORNESS NUCLEAR POWER STATION Oxwellmains cement works P NORTH BERWICK BERWICK-UPON-TWEED Chathill Alnmouth Acklington Route N CARLISLE Carlisle South Jn Route H R London Road Jns Wetheral Brampton Petteril Bridge Jn Route N Route H S Haltwhistle Melkridge Open Cast 99 Bardon Mill Haydon Bridge Corbridge HEXHAM 13 Riding Mill Weardale Railway Stocksfield (private railway) BISHOP AUCKLAND Widdrington Butterwell Jn Benton Jn Manors Newcastle East Jn NEWCASTLE King Edward Bridge Jns METRO T Wylam CENTRE Prudhoe Shildon Newton Aycliffe Pegswood Morpeth Jns Morpeth 10 Cramlington Blaydon Dunston Norwood Jn Chester-le-Street DURHAM Tursdale Jn Ferryhill South Jn Q Heighington 14 North Road O Darlington Jns DARLINGTON Darlington South Jns N Low Fell Jn 99 Lynemouth Ashington Jn 91 Blyth Newsham High Level Bridge South Jn Park Lane Jn Pelaw Jn Heworth Greensfield Jn Leamside branch (non operational) Jarrow Branch Tyne & Wear Metro Park Lane University Millfield Pallion SOUTH HYLTON 99 Fellgate Port of Tyne P Boldon Jns Brockley Whins East Boldon Seaburn W 99 V Stadium of Light St Peters SUNDERLAND Sunderland Docks 99 Seaham Magnesia Works Hartlepool Docks HARTLEPOOL Seaton Carew SEATON NUCLEAR POWER STATION Billingham Seal Sands 17 AE 99 British Stillington Branch Steel Tees Dock Redcar Norton Jns South Bank Saltburn West Jn 90 Redcar Central U Lackenby Wilton Longbeck SALTBURN Boulby Redcar East STOCKTON Marske Z MIDDLESBROUGH 19 Skinningrove Hartburn Jn Marton Stockton Cut Jn Thornaby Bowesfield Jn Gypsy Lane Eaglescliffe South Jn WHITBY Eaglescliffe Y R Nunthorpe Castleton Ruswarp 18 Tees-side Moor Lealholm Egton Sleights Airport Yarm Great Danby Glaisdale GROSMONT Dinsdale Allens Ayton Commondale North Yorkshire West Battersby Jn Moors Railway Kildale 15 F AD BATTERSBY 09 C X Key Primary Secondary Rural Freight only The line shading indicates strategic route sections which are numbered on the map Wensleydale Railway Route H 16 Castle Hills Jn Northallerton East Jn Northallerton High Jn NORTHALLERTON 99 Longlands Jn Thirsk 08 AC Route H Skelton Jn YORK M A O Route G (South)

6 Key to route diagrams KEY STATION Station name 10 A KEY STATION 13 Station name Junction Station name Station name A B name Junction name Junction name KEY STATION KEY STATION A 1 A 01 Capacity and operational constraints Location: capacity or operational constraint Issues on the route Location: issue on the route Key planned projects Location: planned project on the route Strategic route sections Listed in the appendix of the route plan Track descriptions The colour of the line denotes the route classification Primary London and South East commuter Secondary Rural Freight only The line shading indicates strategic route sections which are numbered on the map KEY STATION KEY STATION Station name Junction name Other symbols Key station location Key station on this route Key station on another route Other station location Other station on this route Junction / other landmark The width of the line denotes the number of tracks Multiple track Double track Single track Other lines are shown as follows: Line on other route Non Network Rail infrastructure Non operational line

7 5 Section 1: Today s railway Route context This route comprises the East Coast Main Line (which links London King s Cross to Leeds, Newcastle and Edinburgh), some adjacent local routes in London, Hertfordshire, Lincolnshire, North Yorkshire, and East Lothian, and all railway lines in the North East of England. The East Coast Main Line (ECML) is the electrified high-speed route linking London and the south east with parts of the East Midlands, the Yorkshire & Humber and North East regions, and eastern Scotland. It provides the most direct link between the English and Scottish capital cities, and is designated as being of Trans European Network (TEN) status. It carries key commuter flows to the north of London, as well as some of the UK s fastest growing long distance high speed flows (between London and Leeds and between Birmingham and Leeds). North of Doncaster, it forms a vital part of the cross-country and cross-pennine long distance networks, which link Scotland, the North East and Yorkshire with Liverpool, Manchester, the West Midlands, the Thames Valley, and the south-west of England. The route also handles regional commuter and local passenger services. These include the heavily used Moorgate Branch and Hertford Loop within the London commuting area, and the Shepreth Branch (linking Hitchin to the West Anglia Main Line) which carries frequent services between Cambridge and King s Cross. The line between Newark and Lincoln carries local services linking Lincoln to Nottingham, and allows passengers from Cleethorpes, Grimsby and Lincoln to connect to main line services at Newark North Gate. Within the North East region, the route provides passenger links between locations on the rivers Tyne, Wear and Tees into Newcastle and Darlington, thereby providing rail connections to other parts of the country. It also handles long distance flows from Tyneside to Carlisle and western Scotland, and between the Tees Valley and the North West (via Northallerton and Leeds). There are also branches to Bishop Auckland and Saltburn. The Middlesbrough to Whitby line is a designated community railway, led by the Esk Valley Railway Development Company. Particularly within the North East region, rail competes with an extensive road network which accesses many of the communities better than the rail network, as the latter is often focused on former mining and industrial areas. The route also carries heavy tonnages of freight traffic, particularly over the northern sections. It forms a key artery on the eastern side of the country, paralleling the A1 trunk road. As such, it is of vital importance to the economic well-being of a significant area of Great Britain. In particular, the line between Wrawby Junction and Gainsborough (via Brigg) is an important route for freight traffic to and from Immingham, whilst the Newcastle and Carlisle line provides a link for coal from Scotland to the Yorkshire power stations. At the southern end, of the route, the Hertford Loop has a significant role for freight. Within the North East region, there is a substantial volume of freight traffic, particularly from the Tees Valley, but traffic is growing from the Port of Tyne and on the freight-only Blyth & Tyne network. Many lines within the route are used by freight traffic which is diverted off the congested East Coast Main Line (ECML), and it is intended that the route from Peterborough to Doncaster via Lincoln (the former Great Northern/Great Eastern Joint Line) be upgraded specifically for the purpose of providing an alternative freight route. This line also carries local passenger services, linking Peterborough to Spalding, Sleaford and Lincoln, and Lincoln to Gainsborough and Doncaster. Long-term strategic issues on Route G were explored by the ECML Route Utilisation Strategy (RUS), which was published on 29 February Network Rail led the development of the ECML RUS on behalf of the industry. Meanwhile, the DfT has published four Regional Planning Assessments (RPAs) which are relevant to the route, covering the North East, Yorkshire & Humber, East Midlands, and East of England. The Scottish Planning Assessment includes the route between the Scottish border and Edinburgh. All of these RPAs informed the RUS. Today s route The key components of the route are described below. The relevant Strategic Route Section is shown in brackets: the main line from King s Cross to Edinburgh which forms the core of the route (G.01, G.05, G.07, G.08, G.09, G.10 and G.11) the line from Doncaster to Leeds (G.06) a loop off the ECML via Hertford North which is mainly used by suburban and freight services (G.03) a branch from Finsbury Park to Moorgate, used only by inner suburban services on Mondays to Fridays (G.02)

8 6 a branch linking Hitchin to the West Anglia Main Line south of Cambridge (G.04) the North Berwick branch (G.12) the Peterborough Spalding Sleaford Lincoln route (G.23) the Newark Lincoln Market Rasen Barnetby route (G.21) the Gainsborough Central Brigg Barnetby route (G.22) the Lincoln to Black Carr Junction (Doncaster) route (G.20) the line from Northallerton to Newcastle via the Durham Coast, which passes through Stockton, Hartlepool and Sunderland, and includes the South Hylton branch of the Metro network (G.17) the Newcastle MetroCentre Hexham Carlisle route (G.13) the Darlington Middlesbrough Redcar Saltburn route (G.18 and G.19) the single track branches from Darlington to Bishop Auckland and Middlesbrough to Whitby (G.14 and G.15) freight only lines: the through line from Norton Junctions to Ferryhill (sometimes used for passenger train diversions), the Blyth & Tyne freight network, and a number of freight branches (G.90, G.90 and G.99). Current passenger and freight demand The route is seeing a continued increase in demand in the long distance high speed, commuter and regional passenger markets, as well as in freight services. Long distance high speed (LDHS) services using London King s Cross regularly serve Leeds, York, Newcastle and Edinburgh, with some services operating beyond these points to destinations in Yorkshire or Scotland. There are also eight trains per day each way between Hull and London (on weekdays), and an increased service of four trains each way per day was recently introduced between Sunderland and London. The largest commuter market is that into London, with inner and outer suburban trains operating to/from King s Cross, and inner suburban services operating to/from Moorgate (on weekdays only). These serve north London, central Hertfordshire, parts of Bedfordshire, west Cambridgeshire, and west Norfolk. In addition, there is a significant long distance commuter market from further north, using stations such as Peterborough, Grantham and Newark. The route is also used for other commuting journeys, principally into Leeds, Middlesbrough, Newcastle and Edinburgh. North of Doncaster, the route also hosts CrossCountry s LDHS services, which link Scotland and the North East to the Midlands, the Thames Valley, and South West England. CrossCountry is one of the main providers of long distance high speed services outside London, and is geographically the most extensive operator of passenger services in the UK, covering around 1,500 route miles and calling at over 100 stations. As CrossCountry s services traverse many of Network Rail s strategic routes, planning has to be considered across route boundaries in order to deliver maximum industry benefits. Another important inter-regional connection that operates across the route is TransPennine Express services from Manchester Airport to Newcastle and Middlesbrough, which use the ECML between York and Newcastle, and the route from Northallerton to Middlesbrough. The non-london local services that operate on the route include services from Peterborough to Lincoln, Nottingham to Lincoln, Newark to Grimsby/ Cleethorpes, Lincoln to Doncaster, Doncaster to Leeds, York to Selby/Hull, Bishop Auckland to Darlington, Darlington to Saltburn, Middlesbrough to Whitby, Middlesbrough to Newcastle (via Hartlepool), Newcastle to Hexham/Carlisle, Newcastle to Morpeth/Chathill, and Edinburgh to North Berwick. Apart from at peak hours, the lines within the North East region see low usage per head of population, despite several lines having a frequent level of service. This reflects the existence of a comprehensive bus network in the area, which in many cases penetrates closer to key areas of demand. The exception is the busy Sunderland to Gateshead MetroCentre corridor, some of which forms part of both the national rail network and the Nexus Metro system. However, some peak hour services at Middlesbrough and Newcastle are now experiencing crowding, which reflects increasing congestion on the road networks. A number of regional express and rural passenger services interact with the route at various points between Peterborough and Doncaster, whilst PTE, regional express and various other local services interface with it at Sleaford, Gainsborough, Doncaster, Leeds, York and Edinburgh. As there are few freight terminals on the ECML itself, most freight trains operating over it are transiting between other areas of freight activity. The majority use the route to access the east coast ports, Yorkshire, the Tees Valley and Scotland. A key use is for coal from north east England and

9 7 Scottish opencast sites, and from east coast and Scottish ports, destined for the Aire and Trent Valley power stations. There is also sand traffic from East Anglia to Yorkshire and construction traffic at Biggleswade, Heck and Langley. Container and other intermodal traffic from Felixstowe and the Thames estuary ports is a particular growth area. The highest density of freight terminals on Route G is in the North East with a more dispersed pattern elsewhere. The freight markets in the North East are quite varied, with lines serving the ports on the rivers Tyne and Tees, and Seaham Harbour. The route also serves the industrial complexes in the Tees Valley, the potash mine at Boulby, and the Blyth area. A further freight use for lines in the North East is for the diversion of some trains off certain congested sections of the East Coast Main Line (ECML) between Northallerton and Newcastle, with such trains running via Eaglescliffe and Norton Junctions, and either rejoining the ECML at Ferryhill or running via the Durham Coast. Current services The route s passenger services are provided by CrossCountry, East Coast, East Midlands Trains, First Capital Connect (FCC), First Hull Trains, First Keolis TransPennine Express (TPE), First ScotRail, Grand Central, National Express East Anglia (NXEA), Nexus Metro, Northern Rail, the North Yorkshire Moors Railway, and West Coast Railway Company. DB Schenker, Fastline Freight, Freightliner Limited, Freightliner Heavy Haul Limited, Direct Rail Services (DRS) and First GBRf operate the freight trains. The normal weekday level of operation of LDHS trains in and out of King s Cross comprises approximately 2tph to/from Newcastle (with many extending to/from Edinburgh), 2tph to/from Leeds, and a train broadly every two hours to/from Hull. This level of service increases to 5 or 6tph at peak times, though the stopping pattern varies to align with demand. There are four trains per day each way to/from Sunderland. Some of the Leeds trains extend to/from Bradford, Skipton or Harrogate, whilst some of the Edinburgh trains extend to/from Glasgow Central, Inverness or Aberdeen. Most of the services are operated by East Coast, though Hull Trains provides all but one of the Hull services, and Grand Central operates the Sunderland trains. There is an extensive FCC outer suburban service south of Peterborough, including trains joining/leaving the ECML at Hitchin in order to serve Cambridge and King s Lynn via Royston. Inner suburban services operate from Moorgate to Welwyn Garden City, Hertford North and Letchworth. These services use King s Cross at weekends and in the late evening. The weekday service is increased in the morning and evening peaks. CrossCountry operates a range of long distance services, with hourly through services between Plymouth and Edinburgh (via Leeds), Reading and Newcastle (via Doncaster), and Birmingham and Stansted Airport (via Peterborough). Its services are used by business travellers, leisure travellers and commuters. A high proportion of CrossCountry customers connect into and out of other services and TOCs. Parts of the ECML between Peterborough and Grantham carry CrossCountry and East Midlands Trains services, which connect Peterborough to destinations in the Midlands, the East of England, and the North West. These include Birmingham, Leicester, Nottingham, Liverpool, Manchester, Lincoln, Cambridge, Stansted Airport and Norwich. Meanwhile, local services around Lincolnshire carried by the route include a 1tph Peterborough to Spalding or Lincoln service, a 5tpd Lincoln to Doncaster service, a 1tph Lincoln to Leicester service, and an approximately two-hourly Grimsby to Newark North Gate service. East Midlands Trains also operates 1tpd each way between Lincoln and London St. Pancras, via Newark Castle, Nottingham and Leicester. Trains do not currently run between Spalding and Sleaford in the early mornings or evenings, whilst passenger services operate on the Gainsborough to Wrawby Junction (via Brigg) line on a Saturday only. Between Doncaster and Leeds, in addition to the London trains described above, there are three Northern Rail PTE-supported services per hour (operating over various sections), an hourly CrossCountry service from Sheffield that joins the route at South Kirkby Junction, and an occasional East Midlands Trains service between St. Pancras International and Leeds. In a typical hour, the section through York sees (in each direction) two East Coast services to/from King s Cross, two CrossCountry services, three TPE trains between the North West and the North East or Scarborough, and three Northern Rail services (to Blackpool, Harrogate, and Selby/Hull). The 4tpd (in each direction) of Grand Central services also call at York en route between King s Cross and Sunderland. Many of the local lines within the North East region see passenger traffic at a level of no more than 2tph. However, from Pelaw (in Gateshead) to Sunderland, the route carries the frequent Tyne &

10 8 Wear PTE (Nexus) Metro trains (which run on to South Hylton), in addition to the hourly Northern Rail service between Newcastle and Middlesbrough via Hartlepool. Some freight services also run on the Stockton to Newcastle line, primarily those serving the Port of Tyne and Seaham docks, plus those that have been routed away from the ECML. The portion of the Northallerton to Newcastle (via the Durham Coast) line south of Sunderland additionally carries Grand Central s 4tpd (in each direction) King s Cross to Sunderland service, which calls at Hartlepool and Eaglescliffe. The Newcastle to Carlisle lines sees 4tph between Newcastle and the Gateshead MetroCentre, reducing to 2tph to Hexham. Of these, 1tph runs on to Carlisle, with some of these extending to/from destinations in Scotland or Cumbria. The line also sees some Anglo-Scottish coal traffic (especially when the Settle & Carlisle line (Route H) is closed for engineering works) and a variety of bulk product freight. Its limited gauge clearance precludes most intermodal traffic. In the Tees Valley, there is an extensive freight train operation running alongside a frequent local train service and regional express trains. Regular local passenger services comprise 2tph operating between Saltburn and Darlington (extending approximately every two hours to/from Bishop Auckland), plus the hourly service from Middlesbrough to Newcastle via the Durham Coast. There is also an hourly TPE train from Middlesbrough to Manchester Airport, which links Teesside to York, Leeds and Manchester, and gives connectional opportunities for many other destinations. Meanwhile, there are typically four trains each way per day throughout between Middlesbrough and Whitby, with an additional seven trains per day each way between Middlesbrough and Nunthorpe (achieved mainly by extending other local services). North Yorkshire Moors Railway seasonal services from Pickering to Whitby join the Middlesbrough to Whitby line at Grosmont. forms a valuable north-south link. There is typically one coal train per hour between the Port of Immingham and one of the Aire Valley power stations (Drax, Eggborough and Ferrybridge). These use the ECML between Joan Croft Junction and Hambleton Junction. Other coal services use the northern half of the route as far south as Doncaster. These originate from opencast sites in Fife and the North East, the port at Blyth, the Port of Tyne, and Teesside. The steel industry is another major source of traffic, mainly associated with the steelworks at Scunthorpe. Other bulk traffic includes petro-chemicals from the Immingham area and Teesside, and aggregates on the southern half of the route. Infrastructure services operate from Doncaster and Peterborough. The fastest growing traffic is intermodal, mainly comprising freight from the deep sea container ports of Southampton, Felixstowe and Tilbury, and European traffic via the Channel Tunnel. The route provides access to several terminals in Yorkshire, and to Wilton container terminal on Teesside. The Tees Valley sees intensive freight activity relating to the ports, the various petro-chemical plants, and potash traffic from Boulby. There is regular movement of quarried material from Shap (in Cumbria) to Teesside via the Newcastle to Carlisle line. North of Newcastle, the route includes the Blyth & Tyne railway, which currently sees a low (but increasing) level of freight activity relating to the production of aluminium and imported coal. The Gainsborough Brigg Wrawby Jn line sees heavy use by coal traffic between Immingham and the power stations at Cottam and West Burton, together with diverted traffic if the South Humber main line is closed. Towards the far northern end of the route, an hourly Northern Rail local service operates between Newcastle and Morpeth, which extends twice each way per day to Chathill. In the morning peak, Northern Rail also operate some Saltburn to Newcastle via Darlington services along the ECML. Meanwhile, the North Berwick branch is served by one First ScotRail train per hour to/from Edinburgh (increasing to two trains per hour in the peak and on Saturdays). The whole of the core ECML (including the Doncaster to Leeds line and the Hertford Loop) sees considerable use by freight traffic, for which it

11 9 Figures 1, 2 and 3 show the current typical level of direct services to/from London, Newcastle and Middlesbrough from principal stations. Figure 1 East Coast Main Line current train service level (trains per hour) Station Moorgate King s Cross Welwyn Garden City 5 peak / 3 off peak 4 peak / 2 off peak Hertford North 7 peak / 3 off peak Late evening / weekend only Stevenage 1 7 peak / 5 off peak Peterborough n/a 9 peak / 5 off peak Doncaster n/a 3 on most hours Leeds n/a 2 York n/a 2 Newcastle n/a 2 Edinburgh n/a 1-2 Figure 2 Newcastle current train service level (trains per hour) Originating / destination station tph to Newcastle (including Nexus platforms) Carlisle 1 Hexham 2 Metrocentre 4 Sunderland 6 Middlesbrough 1 Leeds 2 York 5 Edinburgh 2-3 Darlington 4-5 Figure 3 Middlesbrough current train service level (trains per hour) Originating station tph to Middlesbrough Saltburn 2 Thornaby 4 Darlington 2 Newcastle 1 Sunderland 1 Hartlepool 1 Leeds 1 Manchester 1

12 10 Figure 4 shows the total annual tonnage levels on the route. Figure 4 Tonnage Traffic volumes are summarised in Figure 5. Figure 5 Current use Passenger Freight Total Train km per year (millions) Train tonne km per year (millions) 15,293 7,101 22,394

13 11 Current infrastructure capability The following maps provide an indication of the predominant capability on each section of the route. As part of the Infrastructure Capability Programme a number of Network Changes to Route Availability and Gauge, which may affect some of the detail of these maps, have been issued for consultation. Details of the Network Changes being consulted can be found on the Network Rail website and details of Network Changes established can be found on the Network Rail website. Current capability is shown in the Network Rail Sectional Appendix. Figure 6 Linespeed Figure 7 Electrification

14 12 Figure 8 Route availability Figure 9 Gauge

15 13 Current capacity Much of the route currently operates at or just below capacity for much of the day, due to the service mix and stopping patterns. This is against a background of both passenger and freight growth. The route has capacity constraints at a number of key locations, including: King s Cross the 11 platforms are extensively used at peak times and three are unable to accommodate more than eight car trains Finsbury Park to Alexandra Palace the five tracks used by passenger trains are near to capacity in the peak Digswell to Woolmer Green two track section constrains capacity and exacerbates delays in perturbed running Hitchin at grade junction to/from Cambridge line creates capacity constraint and again exacerbates delays Huntingdon to Peterborough 16 miles of two and three track railway with high levels of trains Peterborough with only five platforms, routeing of trains can become constrained and operations can easily become perturbed Spalding to Sleaford due to current signal box opening hours, this section is not available in the early mornings and evenings, thus restricting the Peterborough to Lincoln service to limited hours of operation Grantham to Doncaster two track section sees a mixture of fast and semi-fast passenger services interspersed with freight traffic and has some short loops Doncaster restricted layout of through platforms and large number of crossing movements Doncaster to Leeds on this two-track section capacity is constrained by the combination of fast and stopping passenger trains and freight services York four tracks reduce to three in the southern approaches to the station which, together with current signalling control arrangements, cause pathing and performance problems Northallerton to Edinburgh long two track section with limited looping facilities, being particularly constrained between Ferryhill and Newcastle Pelaw to Sunderland this section is close to capacity in some hours due to the mix of Metro trains, heavy rail passenger services and freight traffic Newcastle to Hexham the mix of traffic causes some capacity issues Norton-on-Tees to Ferryhill capacity is limited on this freight route due to signalling and speed constraints Dunbar there is only one platform, which forces northbound stopping services to cross onto the southbound passenger loop there are a limited number of outer suburban platforms between King s Cross and Cambridge/ Peterborough with 12-car capacity power supplies to the overhead electrification during busy periods are at capacity at the south end of the route and north of Newcastle the Moorgate branch is limited to six car trains and has five minute headways. The lack of a regular pattern for long distance services to/from London leads to a sub-optimal use of capacity. The lack of routes paralleling the ECML with adequate loading gauge, electrification and linespeed reduces the opportunity for freight services to be routed away from the capacity constrained sections. Use of the Hertford loop is limited by its existing signalling and by the track layout at Stevenage. There are fewer significant capacity issues on the local lines within the North East region, on account of the relatively low usage, with the exceptions being the issues on Pelaw to Sunderland, Newcastle to Hexham, and Norton-on-Tees to Ferryhill mentioned above.

16 14 Figure 10 shows the current peak train service level on key sections of the route. Figure 10 Current train service level (peak trains per hour) Route Section Number of trains London King s Cross Holloway Junction 18 Finsbury Park Alexandra Palace 28 Digswell Woolmer Green 16 Hitchin Peterborough 10 Peterborough Helpston Junction 10 Doncaster Leeds 8 Colton Junction York 12 Durham Newcastle 9 Drem Edinburgh 6 Sunderland Pelaw 7 Eaglescliffe Thornaby 7 King Edward Bridge Metrocentre 5 Metrocentre Hexham 3 Hexham Carlisle 2 Middlesbrough Redcar 4

17 15 Current performance Figure 11 shows the forecast 2009/10 Public Performance Measure (PPM) for the main franchised TOCs running along the route. The capacity constraints listed above cause performance problems when services are running out of course. The mix of high speed passenger trains, with varying stopping patterns, and slower passenger and freight services, also make it difficult to contain delays on the two track sections. The two track sections are also a problem when an incident affects one or both lines as there are few viable diversionary routes, especially for electric trains. When one line is blocked, single line working can be instituted over the other track. On much of the route between Northallerton and Berwick-upon- Tweed, the signalling system allows this method of operation to be introduced relatively easily and so delays are normally contained. However, on other sections special signalling arrangements need to be employed, leading to delays mounting up very quickly and requiring the service to be thinned out significantly. As with other routes with overhead electrification, failure of the equipment can cause major performance incidents from time to time. With the lack of suitable diversionary routes mentioned above, the effects can be quite significant. Although capacity constraints are a major source of poor performance, the main causes of delay on local routes in the North East region are track defects, trespass, vandalism, and cable theft. However, for some time we have also been experiencing significant delays in the Bowesfield to Thornaby area due to a severe speed restriction imposed over the Tees Bridge. A replacement bridge has now been completed and installation of the track across the bridge is expected to be carried out during the next few weeks allowing the speed restriction to be removed. Figure /10 PPM TOC Forecast MAA As at period CrossCountry 90.4% 11 First Capital Connect 89.4% 11 First ScotRail 90.5% 11 National Express East Coast 87.7% 11 East Midlands Trains 92.5% 11 Northern Rail 91.3% 11 TransPennine Express 91.9% 11

18 16 Section 2: Tomorrow s railway: requirements HLOS output requirements Note #: included in aggregate target across a number of regional hubs Figure 16 shows how the HLOS load factor targets for King s Cross, Moorgate and Newcastle stations are met by the proposed strategy. On the ECML, although the measures to meet the peak capacity increases contribute to the total additional passenger kilometres to be accommodated, there is also the need to significantly increase provision for the long distance passenger market through additional services. In addition to the outputs described above, the HLOS for England and Wales includes implementation of Key Output 2 of the Thameslink Programme (though this will not be completed until early CP5) and infrastructure works to allow introduction of the Intercity Express Programme. Meanwhile, improvement in Anglo-Scottish journey times and protection of service provision are key priorities of Transport Scotland. Future demand in CP4 The HLOS specifies peak demand at the south end of the route heading into London rising by approximately two percent per year. However, flows from some stations are expected to grow much more as a result of an increase in planned housing in their catchment areas. Growth on services on the Hitchin to Cambridge line is expected to be the highest. Peak growth will account for about one sixth of the passenger kilometre HLOS growth target for the route. Demand for off-peak travel in the inner and outer suburban areas is expected to continue to grow, particularly for journeys to London, where rail competes strongly with other modes. Demand for longer distance travel is also expected to continue increasing. Again, growth on London flows is expected to be the highest. The ECML Route Utilisation Strategy (RUS) predicted that this market will grow by approximately three percent per year. It is anticipated that the majority of the HLOS target increase in passenger kilometres for the route will be generated by further long distance journeys to/from London. Additional growth is developing following the transfer of Eurostar services to St Pancras International (adjacent to King s Cross) in November These mainly operate to/from Paris, Brussels and Lille, but offer interchange at these locations with services to many other European destinations. Beyond this, Key Output 1 of the Thameslink programme will further increase demand to be handled in the peaks by some 12- car length trains on FCC services - as has the commencement of high-speed services from St Pancras International to several destinations in Kent in December Passenger growth on the Stansted Cambridge Peterborough Leicester Birmingham corridor is expected to increase considerably due to population growth in East Anglia and the continued expansion of Stansted Airport, thereby increasing the amount of interchange at Peterborough. Most recent counts on CrossCountry services indicated an overall growth rate of eight percent per year. Whilst CrossCountry has invested in more trains with more seats across its franchise, resulting in an increase in capacity of 35 percent, the timetable structure means there is an imbalance between capacity and demand on some routes. In particular, steady strong growth on the Edinburgh Plymouth (via West Yorkshire) service is leading to significant crowding issues on a number of services, while their Newcastle Reading (via Doncaster) services remain relatively lightly loaded. A key feature of CrossCountry services is the opportunity to interchange and connect to services operating on the ECML, Midland Main Line (MML) and West Coast Main Line (WCML). On local lines in the North East region, standard industry forecasting techniques predict very low growth in demand for journeys, but passenger travel grew by almost five percent per year between 2003 and Therefore the ECML RUS used a different methodology, which gave a growth of up to four percent per year over the next decade. This reflects a view that growth in employment would continue to generate new commuting trips into the main urban areas, and wider economic growth would encourage new business and leisure journeys. The Freight RUS was published by Network Rail in March 2007 and established by the Office of Rail Regulation in May A key input to the strategy was a set of ten year demand forecasts that were developed and agreed by the industry through the RUS Stakeholder Management Group. It is anticipated that the greatest growth areas for freight on the route will be in intermodal traffic and coal. Other commodities will remain as important traffic for the route, with growth in most being expected. The completion of W10 gauge clearance

19 17 from Felixstowe and Bathside Bay to four terminals in Yorkshire (at Doncaster, Leeds Stourton, Selby and Wakefield) will drive a significant increase in container traffic on the constrained section of the route between Peterborough and Doncaster, while the growth of Thames estuary ports will also provide an increase in traffic. Coal traffic to the Aire and Trent valley power stations will also cause additional freight traffic on the route. A continuation of freight growth is expected at both Teesport and Port of Tyne, with a variety of bulk products and container traffic, while the Port of Blyth is expected to generate further bulk traffic. Meanwhile, Teesport has planning consent for facilities to handle deep sea container ships, further increasing the potential for growth in intermodal freight traffic. Future demand beyond CP4 Looking at the Network as a whole, the 2007 Government White Paper Delivering a Sustainable Railway anticipated a doubling of both passenger and freight traffic over the next 30 years, whilst recognising that there could be wide local variations. However, LDHS operators have expressed a view (based on trends of recent years) that this will happen on the ECML considerably sooner, leading to the conclusion that continued attention will be required to improve the capability of the route. Completion of the Thameslink Programme will enable through-running of suburban services from the ECML across London to destinations in south London and south-east England, creating new direct journey opportunities, thereby stimulating further growth. Equally, with substantial development proposed for Cambridge and its surrounding area, it can be expected that longerdistance commuting will continue to grow strongly. increase in gauge clearance on the network to W9/W10 or above, and the expansion of the east coast ports, will continue to stimulate strong intermodal growth. Running of additional passenger services on the ECML alongside such freight growth may give rise to a need for further enhancements, and increasing use of the parallel route via Eaglescliffe, Stockton and Ferryhill. This parallel growth of passenger and freight demand may also drive the possible reinstatement of the disused Leamside route from Ferryhill to Pelaw Junction (Gateshead) via Washington, thereby creating another diversionary route off the ECML and offering the opportunity for new local services. The 2019 and 2030 freight forecasts produced through the Strategic Freight Network process show significant freight growth beyond CP4 and in freight train path requirements on the following lines: The ECML between London and Scotland (and in particular the section between Peterborough and Doncaster) Doncaster to Hare Park Junction (south of Wakefield) Northallerton Middlesbrough. The concept of the Seven Day Railway is very important to both passenger and freight train operators. Key elements in achieving this capability can involve increased sections of bi-directional signalling, and the upgrading of key diversionary routes for additional and larger gauged traffic. The train operators and Network Rail are working together during CP4 with the aim of developing and implementing appropriate Seven Day Railway initiatives. CrossCountry aims to focus on the need to accommodate demand generated by the expansion of Stansted Airport, which is anticipated to continue beyond It is likely that demand for local passenger journeys in the North East region will continue to grow at a similar rate to that expected during CP4. This is unlikely to give rise to a need for many new services, though there may be opportunities to make use of additional peak hour rolling stock and unused network capacity to provide a small number of additional services on some routes. We have agreed the 2030 freight forecasts with the FOCs. All the evidence suggests that present patterns in demand, coupled with the expected

20 18 Figure 12 below shows the HLOS output requirement for the total demand to be accommodated on the former strategic routes which make up Route G (East Coast & North East). Figure 12 Total demand to be accommodated by Strategic Route Route Annual passenger km (millions) forecast in 2008/09 Additional passenger km (millions) to be accommodated by 2013/14 East Coast Main Line 6, North East Routes South Cross-Pennine, South Yorkshire and Lincolnshire Figure 13 Peak hour arrivals to be accommodated by Strategic Route London Terminals and Regional Hubs Peak three hours High peak hours Assessed demand in 2008/09 Extra demand to be met by 2013/14 Maximum average load factor at end CP4 # Assessed demand in 2008/09 Extra demand to be met by 2013/14 Maximum average load factor at end CP4 # King s Cross 18,300 2,300 67% 8,000 1,100 76% Moorgate 13, % 7, % Newcastle 13% increase on 2008/09 41% 16% increase on 2008/09 46% # Maximum average load factor is calculated collectively across all London termini.

21 19 Section 3: Tomorrow s railway: strategy Figure 14 summarises the key milestones during CP4 in delivering the proposed strategy for the route. Further explanation of the key service changes and infrastructure enhancements are set out in the following sections. Figures 15 and 16 below show how the HLOS load factor targets for locations on the route are met by the proposed strategy. The measures will also contribute to the total additional passenger km to be accommodated. Figure 14 Summary of proposed strategy milestones Implementation date Service enhancement Infrastructure enhancement Expected output change 2010 onwards Lengthening of some regional commuter services, and additional peak hour services between Doncaster and Leeds Progressive lengthening of London outer suburban services Platform extensions between Doncaster and Leeds Platform lengthening at six stations, power supply upgrade, additional stabling and additional platforms at Cambridge (Route D) and Peterborough Increased capacity on Leeds and Newcastle commuter services to meet HLOS growth (subject to rolling stock provision) Increased capacity on outer suburban commuter services, in order to meet HLOS growth at King s Cross No specific service changes Value for money enhancements in association with planned renewal Improved capacity, journey times and performance 2011 Additional freight services Reinstatement of Boldon East Curve Increased freight train capacity for bulk services to/from Tyne Dock by avoiding the congested section of the ECML between Newcastle and Northallerton Additional long distance high speed services to/from London and freight paths 2013 Introduction of pre-series IEP trains 2013 Additional London inner suburban services in shoulder peaks A programme of infrastructure works between King s Cross and York Track, station and depot works, plus a power supply upgrade Improved infrastructure between Alexandra Palace and Finsbury Park Increased passenger and freight capacity, improved performance and shorter journey times between London, Yorkshire, North East and Scotland Improved journey times and increased capacity on services operated by pre-series trains Increased capacity on inner suburban services and improved performance

22 20 Figure 15 Capacity enhancements to meet HLOS peak capacity in CP4 Description Additional 1 LDHS tph King s Cross to York/Lincoln Progressive lengthening of outer suburban services from 8-car to 12-car Additional vehicles involved Station served Capacity Impact 0 # King s Cross 1, King s Cross 3,700 2, Capacity Impact TransPennine Express train lengthening Lengthening of train services used for North East commuting 1 Newcastle Newcastle 1,100 1,000 Figure 16 Impact on HLOS peak capacity metric London Terminals and regional Hubs Peak three hours Demand end CP4 Capacity start CP4 Capacity end CP4 Load factor end CP4 High peak hours Demand end CP4 Capacity start CP4 Capacity end CP4 Load factor end CP4 King s Cross 20,600 34,200 39,500 9,100 14,800 17,400 Moorgate 13,700 17,200 17,200 66% 7,800 7,800 7,800 Other London termini 527, , , , , ,400 75% Newcastle* 9,800 11,100 3,800 4,900 Other regional hubs 31,300 61,500 66,600 40% 14,300 22,000 26,500 46% # Vehicles previously procured through ECML franchise. * included in aggregate target across a number of regional hubs Strategic direction The ECML RUS was published on 29 February The key drivers for the development of the East Coast & North East route are: Please note that the figures presented in Figures 14 and 15 are subject to discussion and agreement with the relevant train operating companies. growth on long distance high speed services to/from London reduced journey times between London, the Yorkshire and Humber and North East regions, and Scotland growth in commuter journeys to London from the outer London area, Hertfordshire, Cambridgeshire, Peterborough, west Norfolk and parts of the East Midlands growth in commuter journeys into Leeds, Newcastle and Middlesbrough increased freight demand leading to path requirements on certain key sections, particularly Peterborough to Doncaster improved reliability of services increased hours of operation of passenger and freight services on key routes.

23 21 The overarching strategy for the route proposed in the ECML RUS is: progressive lengthening of London and regional commuter services wherever possible to make best use of existing route capacity provision of additional long distance high speed services to/from London in the short to medium term, to allow better segregation of flows and improve journey times on the longer journeys increased train length and seating capacity on long distance high speed London services in the medium term, mainly as a result of the Intercity Express Programme (IEP) operation of a standard hour timetable to make best use of capacity for all passenger and freight operations and improve connectivity for passengers infrastructure improvements to reduce the number of bottlenecks thereby improving capacity and performance, and reducing journey times. include some additional stations. Meanwhile, other areas of study with North East regional stakeholders include the possible reintroduction of passenger services on parts of the Blyth & Tyne freight network, and the potential reinstatement of the disused Leamside route from Ferryhill to Pelaw Junction (Gateshead) via Washington. This proposal has been the subject of feasibility studies funded by the Tyne & Wear Passenger Transport Authority. The only other anticipated driver of service change in the North East region will be the various options which we are developing with local stakeholders. Future train service proposals Figure 17 indicates the forecast change in tonnage to Figure 17 Tonnage growth The ECML RUS also examined several proposals made in the DfT s Regional Planning Assessment (RPA) for the North East, namely: provision of a new Sunderland Darlington service improved journey times on the Durham Coast, Tees Valley services, and the Newcastle Carlisle line improved links between the Durham Coast, Yorkshire and London provision of one or more new stations on the Durham Coast line. The RUS found that introducing new passenger services in the North East region did not provide sufficient value for money. In some cases, this was due to the cost of the additional rolling stock and additional train crew costs. However, there may be an opportunity to use the additional rolling stock required for peak hour growth to make some service changes. Opportunities to improve linespeeds in the North East region will be examined when renewals are undertaken. However, the RUS could not recommend any additional stations on the Durham Coast route. This should be reviewed if and when a significant change in travel to work patterns occurs, or if a third party is interested in funding the cost of a station. We are working with stakeholders in the Tees Valley on options to provide a 15-minute frequency and faster service between Saltburn and Darlington, thereby linking a number of development sites with a metro type service. The scheme would also

24 22 In the context of expected growth in long distance travel to/from London, the RUS has explored the opportunities and issues associated with an increase in hourly long distance high speed passenger paths (to six each way in the off peak and eight in the peak) and operating the off peak services in a standard hourly (or two-hourly) pattern. This work takes place against a background of aiming for a standard pattern of service, improving longer distance journey times, and the need for more 60 and 75mph freight paths. The most critical section for the off peak services is between Peterborough and Doncaster, where the Freight RUS identified a step change in freight path requirements. The RUS proposed that the additional off-peak passenger path is used to serve the intermediate stations between Peterborough and Doncaster (i.e. Grantham, Newark North Gate and Retford). This would provide a number of benefits: acceleration of Leeds, Newcastle and Scottish services, by reducing the number of these intermediate calls provision for growth on the longer distance flows, by using capacity on existing services that is currently used by passengers travelling between London and Grantham, Newark and Retford allowing growth and avoiding crowding for passengers from these intermediate stations, by providing services that are more focussed on this medium-distance market. A standard pattern would regularise connectional opportunities, and allow other services that interact with the route (e.g. Grimsby to Newark North Gate) to maintain a clock face pattern. Accordingly, a standard hour timetable for the ECML has been developed and has recently gone out for consultation. It is proposed for introduction in May 2011, and incorporates additional off-peak LDHS services in line with the RUS recommendations. CrossCountry Since December 2008, CrossCountry has operated a generally half-hourly standard pattern timetable across most of its network. However, on the ECML, as there is not yet a standard hour timetable, there are some off-pattern services, and only an hourly service on the busiest flows via West Yorkshire. CrossCountry therefore aspires to divert more trains via Leeds. As explored in the Yorks & Humber RUS, this is expected to bring benefits including crowding relief and improved connectivity between West Yorkshire, the West Midlands and the Thames Valley. CrossCountry has an option in its franchise agreement to extend the present hourly Birmingham to Leicester service to Stansted Airport (via Peterborough and Cambridge). This will be implemented progressively as recommended in the East Midlands RUS, firstly by extending Birmingham Leicester trains every two hours to Cambridge. This will increase connectivity to both the east and the west at Peterborough. East Coast East Coast took over operation of the East Coast LDHS franchise from National Express in November 2009, with service levels initially based on the December 2008 timetable. Service levels for the London long distance high speed market have been expanded in the recent past with the introduction of a 2tph off peak service between King s Cross and Leeds in May The pattern and level of service is planned to increase in future as recommended in the RUS, including the planned introduction of additional services (between King s Cross and Lincoln and King s Cross and York). First Capital Connect In the short term, the increase in outer suburban commuter demand has been met through the implementation of an enhanced outer peak timetable by FCC. This took effect from May Further growth in the outer suburban commuter market will be met through progressive train lengthening to 12 cars, building on the service levels in the May 2009 timetable. Growth on inner suburban services will be addressed initially through operating all peak hour services as six car trains. The next stage will be to increase the number of shoulder peak services by up to three in each peak hour, as train lengthening is not possible due to restricted platform lengths on the underground section between Drayton Park and Moorgate. TfL aspires to an all-day frequency of at least 4tph on inner suburban services to both Hertford North and Welwyn, and they are working with FCC and Network Rail towards delivering this. Any increase in off-peak services on the Hertford Loop would need to recognise the need to maintain capacity for freight. First Keolis TransPennine Express TPE aspires to improve journey times on the northern Cross-Pennine route, to introduce an hourly through service between Newcastle and Liverpool, and to operate a regular clock-face