Moving ahead Planning tomorrow s railways

Route Plans 2010 Route Plan J London and West Moving ahead Planning tomorrow s railways Our railways play a vital role in building Britain s future

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.

Route Plan J London and West

Route Plan J London and West DROITWICH SPA Route M Route L AVONMOUTH DOCKS Pilning Patchway Patchway Westerleigh Jn Jn B J Filton Jn BRISTOL TEMPLE MEADS Route K MEREHEAD BRANCH WORCESTER FOREGATE STREET GLOUCESTER WHATLEY QUARRY 99 BRISTOL PARKWAY BATH SPA WORCESTER SHRUB HILL Norton Jn Standish Jn BRADFORD-ON-AVON Hawkeridge Jn Westbury North Jn WESTBURY Fairwood Jn 99 FROME Blatchbridge Jn Bruton Witham East Somerset Jn Castle Cary I F Castle Cary Jn Route K Stonehouse 10 Clink Road Jn Abbotswood Jn I Stroud Wootton Bassett Jn G Route K Westbury East Loop Jn CHELTENHAM SPA Pewsey Kemble I K H SWINDON Swindon Jn Bedwyn 06 J F Heywood Road Jn Route K Route K Pershore MORETON-IN-MARSH A G Hungerford BANBURY Evesham Honeybourne Long Marston 11 Kingham Shipton Ascott-under-Wychwood E G Charlbury Finstock Combe Hanborough Wolvercot Jn 04 Kintbury NEWBURY J OXFORD Kennington Jn Radley 07 Culham Appleford Key Primary Secondary London & SE Commuter Rural Freight only The line shading indicates strategic route sections which are numbered on the map Route M BICESTER TOWN Islip Oxford North Jn 98 Cowley BICESTER NORTH Route M PRINCES RISBOROUGH AYLESBURY DIDCOT POWER G STATION Didcot Foxhall Jns 98 Jn J MARLOW 3 DIDCOT Cholsey BOURNE PARKWAY HENLEY-ON-THAMES END Goring & Streatley 03 13 Shiplake Cookham Pangbourne 12 Wargrave C Furze Platt Tilehurst READING Twyford Taplow SLOUGH Iver Reading West Jn 05 Oxford Road Jn D M Reading Maidenhead Burnham Langley Airport Reading New Thatcham Jn Aldermaston Westbury West Jn 3 02 Line Jn 98 Southcote 14 Colnbrook Midgham Theale C Jn E BAA Mortimer Infrastructure WINDSOR Bramley D 5 & ETON 09 Route C Basingstoke G.W.R. Jn CENTRAL HEATHROW T5 Route C Route C BASINGSTOKE Newbury Racecourse D 15 F 5 H L 4 West Drayton 1 Hayes & Harlington 16 Brentford branch HEATHROW T 1, 2 & 3 HEATHROW T4 Northolt Jn GREENFORD G South Greenford Castle Bar Park Drayton Green N 2 Southall B Hanwell 98 08 Ealing Broadway B G West Ealing 01 Acton Main Line Route E Route B Route M A LONDON PADDINGTON Route K Cogload Jn

Key to route diagrams KEY STATION Station name 10 A KEY STATION 13 Station name Junction Station name Station name A B name 1 04 99 Junction name Junction name 01 02 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

5 Section 1: Today s railway Route context The backbone of the Great Western Main Line (GWML) is the high speed section from London Paddington through the Thames Valley and Swindon to Bristol Parkway, and on to the Severn Tunnel (for Wales). Designated as Trans European Network (TEN) High Speed status this key element of the east to west route provides fast interurban links between the English and Welsh capital cities. In addition to the long spine of the main route is the Berks and Hants section from Reading through Westbury to Taunton, which forms part of the key freight route from the Mendips quarries to a range of terminals throughout London and the south-east. The London and West route also takes in the section which turns to the north at Didcot for Oxford and the Cherwell Valley, after which the Cotswold line runs north-westerly from Oxford through Moreton-in-Marsh towards Worcester, and the branch line to Bicester Town runs north-easterly from Oxford. The route plays a crucial role in the core cross country intercity network, linking the south coast via Basingstoke, Reading and Oxford with the Midlands, Greater Manchester, the east Midlands, Yorkshire, the North East and Scotland. As well as providing the express rail link to Heathrow Airport, four short Thames Valley branch lines feed the Great Western Main Line section of route between Paddington and Reading, from Greenford, Windsor & Eton Central, Marlow and Henley-on-Thames. Immediately west of Reading the Basingstoke line feeds Reading as well as the GWML more widely. The Stroud Valley section of the route diverges from the GWML at Swindon for Gloucester via Kemble. WCML where it has a hub role for MOD traffic, and as a consequence of handling the large volumes of coal passing to the major power station from a variety of originating points. Today s route The route comprises a variety of distinct sections, which are described below. The relevant Strategic Route Section is shown in brackets: Great Western Main Line (GWML), which includes the route from Paddington to Bristol Parkway via Reading and Swindon, and on to Patchway and Pilning (for the Severn Tunnel) (J.01, J.02, J.03 & J.04) the Berks and Hants section from Reading through Newbury and Westbury (J.05 & J.06) the cross country route radiating from Birmingham to the south-east, which includes Oxford to Basingstoke via Didcot (Parkway station, or the avoiding line) and Reading (station or west curve) (J.07 & J.09) branch lines to Greenford (J.08), Heathrow Airport (J.16), Windsor & Eton Central (J.14), Bourne End and Marlow (J.13), Henley-on- Thames (J.12), and Bicester Town (J.15) the Cotswold Line from Oxford (Wolvercot Junction) to Norton Junction near Worcester (J.11) Old Oak Common West Junction to Park Royal and Greenford, thence to Northolt Junction and towards the Chiltern line (part of J.08) the Stroud Valley line from Swindon towards Gloucester (J.10) the London area freight only branches from Southall to Brentford, from West Drayton to Colnbrook, and from Oxford (Kennington Junction) to Cowley (J.98 & J.99) the freight only branches in the south-west to the quarries at Whatley and at Merehead (J.98 & J.99). To the west of Reading the Berks and Hants section is combined (from Southcote Junction) with the Southampton to West Coast Main Line (Soton WCML) key freight corridor linking the southwestern main line at Basingstoke, from the port of Southampton, to the Midlands, the northwest and Scotland. This part of the Strategic Freight Network then shares the GWML with all east west flows, as well as the southern part of the principal cross country south coast corridor, on the critical four track section along the Thames Valley to Didcot, and thence northwards to Oxford. Didcot is a focal point for freight movements on the GWML both for staging of traffic on the Soton

6 Current passenger and freight demand The Department for Transport s (DfT) Thames Valley and South West Regional Planning Assessments (RPA) for the railway identify the role of rail as supporting London s role as a world city and the local economies of other key urban centres by enabling rail commuting linking employers to sources of skilled labour; supporting the growth and integration of the London and South East, and the South West economies through provision of rail services linking London to the key centres, and contributing to the provision of surface access to Heathrow Airport. The Great Western Route Utilisation Strategy (RUS) Consultation Draft was published in September 2009, and addressed the whole of the route. The Final version of the Great Western RUS was published in March 2010. The main markets for rail are identified as long and short distance commuting into London and to a lesser extent Reading, Oxford and Bristol; interurban travel between main centres on the route, such as Bristol towards London and Birmingham, and access to airports. Significant passenger volumes also pass over the route from the south coast and west country to Birmingham and beyond. Reading has a major interchange role to enable access between much of the western home counties and the southwest region and direct train services to Gatwick Airport as well as road services to Heathrow Airport. In addition to the main towns served directly by the Reading to Taunton route, there are large areas of the south-west which are remote from a station, and long distance trains call at smaller stations such as Castle Cary to address demand for railheading in south Somerset. The GW RUS predicts continued growth on the Long Distance High Speed (LDHS) services, by 31 percent between 2008 and 2019 in the peak, and 42 percent for all day services. In the short to medium commuter market to London, peak demand is predicted to grow by 21 percent between 2008 and 2019 and by 25 percent all day. This forecast predominantly represents demand from stations to the east of Reading to central London such as Maidenhead, Slough and West Drayton. Peak arrivals at Reading are predicted to increase by 28 percent between 2008 and 2019 which equates to a rate of 2.3 percent per annum. All day demand is predicted to increase at a higher rate of 31 percent in the same forecast period, equating to an annual increase of 2.5 percent. The London and West route is very much a mixed traffic railway. Significant volumes of freight are carried over the route. Aggregates traffic dominates the route to the east of Reading with flows from the Mendip Hills and the east Midlands to London area terminals at Paddington, Acton, Brentford, Hayes, West Drayton, Thorney Mill, Colnbrook and others to the south and east of London. Didcot Power Station is the dominant influence for coal movements on the core west east GWML corridor, being largely fed from the port of Bristol. The south coast port of Southampton generates significant volumes of intermodal container traffic, which traverse the route between Basingstoke and Oxford and are obliged to cross the main west to east GWML corridor at Reading, for the west Midlands, the north and Scotland and to a lesser extent to south Wales. Avonmouth and Wentloog terminals also generate container movements, mainly on the east west corridor of GWML. Train loads of containerised waste to landfill sites at Appleford and Calvert originate from Brentford, and Bristol respectively. Current services The passenger services operated by First Great Western (FGW) can be broken down into two distinct groups. Interurban services over longer distances deploy large, eight-coach formations running at up to 125mph, and which cater for a significant long distance London commuter market, and predominantly run fast between Reading and London. In the Thames Valley, somewhat smaller trains on suburban duties run at up to 100mph, serving a large number of stations within greater London and the home counties. FGW interurban services are evenly divided between London Paddington and south Wales and between London and the greater Bristol area via Bath, and to Oxford and the Cotswold line, and (less frequently) to Cheltenham via the Stroud Valley. FGW also operate the broadly hourly London Paddington to Plymouth/Penzance services. All these services share the intensively used main lines between London Paddington and Reading together with Heathrow Express non-stop services to London Heathrow (Terminal Five). FGW suburban operations in the Thames Valley generally using the relief lines can be sub-divided into those catering for the inner suburban services to the east of Slough, and outer suburban services to Maidenhead, Didcot and Oxford, and between

7 Reading and Newbury and Bedwyn, and Basingstoke. Four branch lines join the section between London and Reading. Greenford line trains currently run through beyond West Ealing to London Paddington. A frequent shuttle service links Slough with Windsor & Eton Central. Hourly all day services link Maidenhead with Bourne End and Marlow, and Twyford with Henley-on-Thames, and these three branches connect into London to Oxford stopping trains in either direction. A limited number of peak hour through trains to London are provided from Bourne End and Henley-on-Thames. FGW (jointly with Heathrow Express) operate the Heathrow Connect stopping services from London Paddington to London Heathrow (Terminal Four), also using the relief lines. Chiltern Railways operate one service each day to and from Paddington via Park Royal. On the Kennet Valley section between Reading and Newbury and Bedwyn the broadly hourly commuter services provided by First Great Western are operated with two-car or three-car formations and a more intensive service is operated during morning and evening commuter peaks. Some calls are made at the bigger stations in the Kennet valley by through services between Exeter St Davids and London Paddington. the Channel Tunnel and Purfleet Docks respectively. Daily trains between Dagenham in east London and Bridgend cater for Ford traffic. A rail terminal at Swindon Hawksworth handles imported steel for car manufacture. Up to five trains per week convey petroleum from west Wales to the major bulk fuel terminals on the London and West route at Westerleigh (serving the greater Bristol area) and Theale (serving the western home counties). There is one oil train per day from Lindsey Oil Refinery (Immingham) to Colnbrook. The yard at Westbury plays an increasingly important role in handling spent ballast and other recyclable materials from infrastructure renewal activities. DB Schenker, Direct Rail Services, Freightliner Heavy Haul Limited and Freightliner Limited operate freight services throughout the route. Figure 1 shows the service frequencies between principal stations. Figure 2 shows the current level of service to London from principal stations. FGW operate local stopping services along the Cherwell Valley to serve the intermediate stations between Oxford and Banbury, and also operate to Bicester, where a substantial frequency improvement was introduced during 2009. A very limited peak hour only stopping service at the minor Cotswold Line halts is also provided by FGW, in addition to the almost hourly through Worcester, Malvern and Hereford services, which are generally operated as through trains from London Paddington. CrossCountry services to the north and Midlands which provide direct links with the south coast via Reading and Oxford. A standard pattern applies in which the south coast is linked hourly across Birmingham to Manchester via Oxford and Reading, which are also linked hourly across Birmingham to the east Midlands, south Yorkshire and the northeast with some extensions into Scotland, jointly giving a half hourly service between the Thames Valley and Birmingham. Automotive manufacturing on the route is centred on Swindon (Honda at South Marston) and Oxford (BMW at Cowley). Train loads of export cars run via

8 Figure 1 Current train service level (trains per hour) Regional/Rural Services Trains per hour each way Slough Windsor 3 Marlow Bourne End Maidenhead 2 peak / 1 off peak Henley-on-Thames Twyford 2 peak / 1 off peak Basingstoke Reading 3 (includes CrossCountry services) Bicester Oxford 11 trains per day Cheltenham Spa Swindon 1 Figure 2 Current train service level (trains per hour) Originating traffic Greenford Heathrow Airport Bourne End Henley-on-Thames Reading (local stoppers) Bedwyn Oxford Cotswold line Cheltenham Spa Trains per hour to Paddington 2 peak/2 off peak 6 peak/6 off peak 1 peak/0 off peak 2 peak/0 off peak 2 peak/2 off peak 1 peak/1 off peak 4 peak/4 off peak 1 peak/1 off peak 1 peak/1 every 2 hours off peak

9 Figure 3 Tonnage Figure 3 shows the total annual tonnage levels on the route. Figure 4 summarises traffic volumes on the route. Figure 4 Current use Passenger Freight Total Train km per year (millions) 26 3 29 Train tonne km per year (millions) 8,163 3,728 11,891 Current infrastructure capability The following maps provide an indication of the predominant capability on each section of the route. Current capability is shown in the Network Rail Sectional Appendix. 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.

10 Figure 5 Linespeed Figure 6 Electrification

11 Figure 7 Route availability Figure 8 Gauge

12 Figure 9 Current train service level (peak trains per hour) Route Section Main Lines Relief Lines Paddington Heathrow Airport Junction 18 11 Heathrow Airport Junction Reading 12 9 Reading Didcot 10 4 Didcot Oxford 9 Didcot Swindon 8 Swindon Gloucester 3 Swindon Bristol Parkway 4 Reading to Newbury 4 Newbury to Westbury 3 Westbury to Castle Cary 2 Castle Cary to Taunton 1 Current capacity Figure 9 shows the current peak hour train service levels on the route. Paddington station operates to near capacity throughout the day and to full capacity at peak times with accessibility for long interurban style trains restricted by a number of shorter platforms on the north side of the station and the dedication of two platforms for the electric Heathrow Express service. Platforms 3 to 12 are electrified. Between Paddington and Reading the route is operating at near capacity for large parts of the day with a Capacity Utilisation Index (CUI) of about 80 percent. Whilst the Strategic Rail Authority s GWML RUS published in 2005 confirmed that the number of train services that weave between the main and relief lines has significantly reduced in recent years, further segregation of the main and relief lines will be needed to deliver main line capacity improvements. Operation of rolling stock of varying speed capabilities, and station calls on the main lines inhibits the provision of additional train paths to meet current and future demand. Relief line capacity is constrained by a number of factors including the close proximity of some stations, the variable stopping patterns of local passenger trains and the mix with freight trains. Nearly all freight through the inner London area of the route requires access to and from the Acton Yard complex via a single lead connection crossing the relief lines. This severely restricts the ability to provide additional paths to meet forecast growth. The Reading station area is a critical crossroads on the east west and north south axes for both passenger and freight flows and the lack of available platform and through-capacity, allied with the aforementioned Paddington constraints, prevents train service growth to meet current and future passenger demand. The area is further restricted at Reading West Junction where long north south axis freight services have to cross the GWML at grade. The highest take-up of train paths on the Berks and Hants section to Taunton is at the eastern end of the route between Reading and Newbury, where long distance services to the west of England have to fit between intensive passenger and freight movements (between Reading and Southcote Junction) from the immediately adjacent Basingstoke section of GWML. This influences how capacity is then shared westwards along the whole route towards Taunton. The variance in linespeeds on the Berks and Hants route constrain any journey time improvements. Between Didcot and Oxford the mix of non-stop passenger and freight services with local services calling at lightly used stations reduces the ability to maximise capacity (CUI is about 87 percent). About half of all FGW services from the south terminate at the northbound (Down) platform, and move to sidings north of the station. The current layout at Oxford station necessitates empty stock movements from these sidings to cross the through lines at the north end of the station to the southbound (Up) platform to form departures, which restricts flexibility of operation. It also tends to reduce the potential for fast freight trains to pass at speed throughout the station area without being regulated. The upgrading of goods lines north of Oxford station (during 2009) represents a first stage of enhancement, within the limits of the current lifeexpired signalling systems, which has materially improved capacity for Bicester line journeys and aided performance through better train regulation possibilities. The intermittent four-tracking between Didcot and Swindon is insufficient to meet the forecast mix and

13 volume of passenger and freight traffic over the route. Elsewhere capacity is constrained by a number of lengthy single line sections, notably three on the Cotswold line between Wolvercot Junction and Norton Junction, and between Swindon and Kemble on the Stroud Valley section. The Swindon to Gloucester line through the Stroud Valley (and thence via Lydney and Chepstow) is also the main diversionary route to and from south Wales if the normal route via the Severn Tunnel is closed. The headway through the 4 miles 628 yards long Severn Tunnel constrains the ability to enhance services to and from south Wales. Formerly seven minutes, this has now been reduced to five minutes following completion of Newport Area Signalling Renewal (Phase 1) in the area between Severn Tunnel Junction (in Wales, Route L) and Pilning which is the western extremity of the London and West route, and is now more closely aligned to signalling headways either side of the tunnel. First Great Western's PPM MAA is forecast to be 92.2 percent, ahead of the target of 92.0 percent. In two years, FGW's PPM has improved by almost nine percentage points, reflecting the benefits of improvements in Network Rail's infrastructure and operations, and a reduction in delay caused to themselves. CrossCountry's PPM also continues to improve, despite the challenges of operating across the country, and the capacity constraints and pinchpoints encountered. Growing volumes of freight and passenger movements at Westbury have given rise to its identification as a localised pinch point for performance, and the GW RUS recommends the development of an additional platform face to better address needs at and around the station and its access to the yard. This would also play a part in mitigation works ahead of the future major Reading remodelling when more diverted trains will require pass through the Westbury complex. Current performance The last two years have seen a solid improvement in performance on the route, with reductions in delays and improvements in punctuality for all operators. As a result of the Temporary Speed Restriction reduction strategy and large volumes of track renewals, track delays in particular have been significantly improved. Challenges remain in terms of the volume of reactionary delay, due to the route's high capacity utilisation, although the spring 2009 creation of new Integrated Control Centres in Swindon and Cardiff, designed around optimising communications flows, has helped to improve incident management. Figure 10 shows the forecast 2009/10 Public Performance Measure (PPM) for the main operators on the route. Figure 10 2009/10 PPM TOC Forecast MAA As at period First Great Western 92.2% 11 CrossCountry 90.4% 11

14 Section 2: Tomorrow s railway: requirements HLOS output requirements Figure 11 below shows the HLOS output requirement for the total demand to be accommodated on the former strategic routes which make up Route J: London & West. Figure 11 Total demand to be accommodated by Strategic Route Routes Annual passenger km (millions) in 2008/09 Additional passenger km (millions) to be accommodated by 2013/14 Reading to Penzance 1,178 158 GWML 4,327 637 Figure 12 Peak hour arrivals to be accommodated by Strategic Route Peak three hours High peak hours Cities 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 Paddington 24,100 2,900 67 11,500 1,400 76 Maximum average load factor at end CP4 (%) Note: the load factor requirement in the HLOS applies as an average across 12 London stations. The detailed plans, and their effect on the HLOS capacity metric, will be subject to change in the light of future decisions on rolling stock deployment.

15 Future demand in CP4 The Government s White Paper Delivering a Sustainable Railway published in July 2007 forecasts significant growth on the route. Forecast demand for peak hour arrivals at Paddington (0800 0859) rising to 12,900 by the end of 2013/14 from 11,500 in 2008/09. Access to London, including Heathrow Airport, within a two hour journey time is seen as extremely important within the business community and is achievable from most stations on the route. London Heathrow is the largest airport in the country and with the new Terminal 5, which opened in 2008, the airports capacity grew to accommodate a further 30 million passengers per year. The GW RUS predicts passenger growth of 15 percent by 2013. Continuing growth in demand for rail access to the airport has been met by additional Connect stopping trains which supplement fast Heathrow Express services between London Paddington. Capacity on the airport branch for London trains is now effectively fully utilised. There is strong demand from the business community for improved western rail access to the airport to reduce their substantial road transport costs. To meet this demand the Airtrack project will (subject to gaining the necessary approvals) commence construction in late-cp4 and when built will enable a new rail link between Heathrow T5 and Reading to be provided, using the South Western lines through Ascot. Planned regeneration of commercial and residential property around the Paddington, Reading, Didcot, Oxford and Bicester station areas is forecast to increase demand for commuting into these centres. Road congestion in the major towns and cities on the route is forcing local authorities to seek alternative modes of transport to provide a solution, of which rail service enhancement is considered a key option. With the Olympic Games being held in London in 2012 demand will manifest itself on two fronts. Firstly the demand for construction materials from the Mendips will see an increase in freight tonnage during the construction phase and secondly, passenger demand is likely to increase during and after the events. Whilst the main athletics events will take place in the London area and sailing events at Weymouth, rowing events will be centred at Dorney Lake, between Slough and Windsor. The Department for Transport s South West Regional Planning Assessment 2007 forecasts that demand for journeys towards London in the morning peak will be met throughout the route, up to 2016, by increased service provision. However, by 2026 seating demand is forecast to be in excess of capacity from as far as east of Castle Cary, and by as much as 14 percent. Significant growth is predicted to 2019 on flows between the Great Western RUS area and south Wales and between the Great Western RUS area and the west midlands. All day passenger demand in this market is predicted to grow by over 30 percent between 2008 and 2019. The greatest growth is expected between Bristol and south Wales at 35 percent, followed by a 32 percent growth predicted between Bristol and the west midlands. Strong deep sea container growth is forecast to continue now that W10 gauge clearance between the Port of Southampton and the WCML (passing between Reading and Oxford) has been funded through the Transport Innovation Fund (TIF). Once delivered in 2011, the forecasts identify growth of six to eight trains per day in each direction to and from the Port by 2014/15, and will put the busy twotrack section between Didcot and Oxford under more pressure. The construction of Crossrail will generate significant volumes of freight movements both for aggregate and cement traffic to site, and extracted materials from tunnelling from site. Much of this traffic will require to be moved on the section between Old Oak Common (West) and Greenford (and thence via Drayton Green) in order to gain access to Acton Yard for onwards distribution. As a consequence the capability of this section will require to be enhanced in order to accommodate heavier trains, so as to contain the volume of movements over the congested section of the relief lines between West Ealing and Acton. Growth in aggregates freight traffic will occur to meet the house building programme demands in the south east of England, the construction of the Olympic Games sites and Crossrail. Network Rail s Freight RUS, published in March 2007, indicates that by 2014/15, up to two additional trains per day will be required to meet the predicted growth in construction traffic. The Freight RUS was published in March 2007 and established by the Office of Rail Regulation in May 2007. A key input to the strategy was a set of tenyear demand forecasts that were developed and agreed by the industry through the RUS Stakeholder Management Group. The forecasts indicate that the majority of freight growth in the

16 area will be in the London area mostly concentrated on the main line westwards from Acton. Growth in intermodal freight traffic to and from the Heathrow Airport complex is anticipated, and in addition to existing bulk flows to terminals on the freight-only branch line from West Drayton to Colnbrook (to the west of Heathrow) a new terminal is envisaged to be developed which would be fed off the Colnbrook branch at Thorney Mill. The promoters of the Slough International Freight Exchange (SIFE) envisage submitting a planning application in summer 2010 with a view to opening by 2013 2014. Future demand beyond CP4 Demand growth is expected to continue well into CP5, for both freight and passenger businesses. Beyond that, the Government s July 2007 White Paper challenged the industry to plan for a doubling of demand in the subsequent 30 years. 68 percent between London and Cardiff, and 51 percent between London and Bristol. The Governments 2007 Rail White Paper predicts a doubling of freight demand over the next thirty years. Forecasts of freight demand in the longer term have been agreed with the industry. These continue growth beyond the period of the Freight RUS. On the GWML this is mainly expected to materialise as long-distance intermodal traffic passing on the Soton WCML axis, in which the completion of the Reading remodelling programme is critical to deliver more paths of which many will exploit the increased gauge availability currently being implemented. Capacity analysis carried out by the GW RUS shows sufficient supply to cater for forecasted growth on the current Long Distance High Speed (LDHS) services with introduction of higher-capacity Super Express Trains running to an enhanced timetable structure from 2016/2017 onwards, The implementation of Crossrail by 2017, to Maidenhead and Heathrow Airport, will provide through services to and from the City of London and will impact on travelling patterns along the route particularly at the Ealing Broadway and Paddington interchanges. The Thames Valley RPA concludes that with the additional seating capacity provided by Crossrail there would not be significant crowding on inner suburban services before 2026. Forecast growth in passengers using Heathrow Airport has identified the need for further airport expansion leading to the proposal for a third runway. The challenge for rail will be how it can contribute to providing national links to key centres. Future IEP deployment, with longer trains offering more seats, is predicted to cater for demand to 2019 on the high speed routes on London and West. Similarly, larger Crossrail trains as well as greater frequencies will address future demand in the inner suburban area. The GW RUS notes that additional vehicles will be needed to handle growth on the Reading Gatwick corridor beyond 2019. Looking further ahead the Network RUS considered demand forecasts to 2036, under a number of different scenarios. Between London and Swansea a minimum of 56 percent growth is predicted,

Section 3: Tomorrow s railway: strategy 17 Figure 13 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. Figure 13 Summary of proposed strategy milestones Implementation date Service enhancement Infrastructure enhancement Expected output change 2011/12 Introduction of additional vehicles for Thames Valley peak services Additional seats into Paddington in three hour peak period to meet forecast demand, with the load factor reduced to 67 percent 2011/12 Cotswold line part redoubling Improved reliability and additional capacity enhanced train service (Ongoing until March 2016) Reading station area redevelopment with four additional platforms for GWML services, one new platform and platform extensions for Waterloo line services and grade separation with major track reconfiguration to the east and west of the station. A new train maintenance depot will be constructed to the west of the station replacing the existing depot, which will be demolished to accommodate the new track layout. Additional capacity, improved train service to meet forecast demand and improved reliability for both east west and north south passenger and freight services. Passive provision for both Crossrail and Airtrack is built into the project. (Ongoing until March 2017) Crossrail services replace suburban services between Maidenhead/ Heathrow and central London by 2017 Crossrail construction and implementation including platform extensions to cater for 200m electric trains at Acton Main Line, Ealing Broadway, West Ealing (including a new bay platform for Greenford services), Hanwell, Southall, Hayes & Harlington, West Drayton, Iver, Langley, Slough, Burnham, Taplow and Maidenhead. Improved connectivity to central London. Station upgrades with platform extensions. Early delivery of the platform extensions would contribute to the HLOS capacity metric requirement for Paddington possible cascade of displaced Turbo fleet to cross-bristol service

18 Figure 14 Capacity enhancements to meet HLOS peak capacity in CP4 Description Additional vehicles required Station served 0700 0959 Capacity Impact 0800 0859 Capacity Impact Strengthening of Thames Valley services 53 Paddington 4,100 1,600 Figure 15 shows how the HLOS load factor targets for locations on the route are met by the proposed strategy. The measures will also allow the total additional passenger KM to be accommodated. Figure 15 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 Paddington 27,000 28,100 32,200 66% 12,900 11,100 12,700 75% Other London termini* 534,900 708,700 813,600 269,400 301,200 361,900 Cardiff 9,400 28,400 29,000 32% 4,600 11,500 11,700 39% Bristol 31,000 14,600 14,700 40% 14,300 5,800 5,900 46% Other urban areas 56,700 63,000 20,000 25,500

19 Strategic direction The first GWML RUS, published by the Strategic Rail Authority in 2005, demonstrated that the Thames Valley and the greater Bristol areas are the key growth areas on the route. Although that RUS was developed without any infrastructure enhancement proposals, it is our judgement that infrastructure capacity enhancement will be required to meet the DfT s more recent general forecast of 103 percent unconstrained growth over the next 20 years. This includes the enhancement of Paddington station, additional track capacity between Paddington and Reading, the development of the Reading and Oxford station areas, additional track capacity between Didcot and Swindon and Didcot and Oxford, and some additional capacity at critical parts of the wider Bristol area. The DfT s Thames Valley and South West RPAs, published in early 2007, assessed rail traffic and infrastructure needs for the next twenty years. They identify that there will be significant crowding problems on interurban services between both Bristol and Cardiff and London; Crossrail will alleviate but not eliminate crowding on suburban services; demand will increase significantly into Reading by 2026 with load factors well above 100 percent on interurban and Oxford services; and that car parks throughout the route will be unable to accommodate growth. The South West Regional Assembly s draft revised Regional Spatial Strategy (RSS) covers the period up to 2026. This focuses on the development of a corridor management approach for corridors of both national and regional importance. Along these corridors, measures will be taken to improve the reliability and resilience of journey times, develop opportunities to facilitate modal shift, and support the growth of key cities and towns. The Government s White Paper Delivering a Sustainable Railway published in July 2007 proposes a hierarchy of solutions for each route to seek ways of increasing capacity: maximise the efficient use of existing rail assets by increasing service frequency lengthening existing train services enhance infrastructure to improve both frequency and capacity simplify service patterns make step-changes in infrastructure. The Network Rail led Great Western Route Utilisation Strategy, for which baseline work commenced in spring 2008 was published as a Draft for Consultation in September 2009. The Final Great Western RUS which was published in March 2010 considers a period up to thirty years. Further interventions on the GWML, such as IEP, Electrification, Crossrail and ERTMS, towards the end of the next regulatory control period CP4 (2009 2014) and in CP5 (2014 19) will have a major impact on the development of the route either by their construction or implementation. Introduction of the Intercity Express Programme (IEP), replacing the current fleet of High Speed Trains, from 2016 2017 will bring a substantial increase in passenger carrying capacity with longer train formations. Infrastructure enhancement, such as platform extensions and realignment, will be required at certain locations to accommodate these much longer wheel-base vehicles. However, selective door operation is an option for certain key locations where platform extensions may not be viable, such as certain Cotswold line stations. The construction and implementation of Crossrail by 2017 would provide a number of capacity benefits in its own right and synergies with our proposals for additional capacity in the Thames Valley are being explored. The phased implementation of European Rail Traffic Management System (ERTMS) an in-cab system supported by the GSM-R radio network replaces the need for fixed lineside equipment. ERTMS will be a key enabler for the future railway by supporting capacity enhancement schemes, providing greater operational and maintenance flexibility, less-invasive renewals and enhancements, and cross-industry cost savings. The GW RUS addressed all of the foregoing and highlighted that following commencement of advance works on the major projects within CP4 (principally Reading, Crossrail and Southampton to West Coast gauge clearance) additional substantial works will be required, in co-ordination with the signalling renewal that will be necessary to permit electrification to go ahead. The principal focus of these will be in the Oxford area, as well as track redoubling between Swindon and Kemble (necessary for IEP), and around Bristol Parkway affecting the West of England route (Route K) as well. The Network RUS for Electrification was published in October 2009, and confirmed that electrification of the Great Western Main Line was to be introduced by 2016 2017. For the London and West route this will involve wiring the route from Maidenhead (the western limit of Crossrail) to Oxford, to Cardiff

20 Figure 16 Tonnage growth and Swansea (in Wales, route L) via Bristol Parkway, from Swindon (Wootton Bassett) to Bath and Bristol Temple Meads (West of England, Route K), and between Reading and Newbury, such that electrically-powered Super Express Trains will replace the existing diesel units operating between London Paddington and Oxford, Swansea, Bristol and Newbury. For the remainder of the route, bi-mode Super Express Trains will replace the existing diesel units operating between London Paddington and Worcester, Great Malvern and Hereford, running under electric power between London and Oxford, and under diesel power west thereof. Similarly bimode Super Express Trains will replace the existing diesel units operating between London Paddington and Cheltenham Spa via the Stroud Valley, running under electric power between London and Swindon. In the west of England, similarly, bi-mode Super Express Trains will replace the existing diesel units operating between London Paddington and Plymouth and Penzance via the Berks and Hants line, running under electric power between London and Newbury. A number of options are being reviewed for Airtrack, the proposed southern rail link from Heathrow Airport, which may impact on the GWML at Reading. We are also developing a detailed level crossings strategy for the route; changes currently programmed are as follows: automation of Colthrop and Kintbury level crossing boxes on the Berks and Hants line automation of Ley level crossing box, on the Stroud Valley line. As part of the general direction to move towards the ability to cater for longer freight trains with 775m loops, these will be provided as a key part of the major Reading upgrade. Future train service proposals Figure 16 indicates the forecast percentage change in tonnage to 2019. Heathrow Express aspires to operate additional Connect services between Heathrow Airport (Terminal 4) and Paddington to meet the forecast demand resulting from the increased airport capacity following the opening of Terminal 5 at Heathrow, as well as the upgrading of other terminals at the airport. Prior to the Crossrail-funded upgrade works at Heathrow Airport/Stockley Junction necessary to permit any additional trains between the relief lines and the airport branch, the airport operator is expected to adjust the pattern of internal airport shuttle rail services (within the airport to connect Terminal 5 and Terminal 4, as this is redeveloped, during the remainder of CP4) to meet demand. The Greater Western franchise runs until 2016 and during its lifetime additional services will be required to meet forecast growth. Network Rail s Freight RUS, published in March 2007, indicates that by 2014/15 there will be up to

21 three additional aggregate trains per day on the route. It also estimates two additional metals trains per day and one additional petroleum train per day will be needed. The Freight RUS also highlights the potential development at the Port of Bristol allied to a predicted 60 percent increase in import coal trains from the port for the electricity supply industry. Other potential freight developments include Bristol Cabot Park and Steventon. Future capability We propose to improve the capability and performance of the core routes between London and Cardiff and Bristol, to facilitate the introduction of the High Speed Train replacement (IEP) around 2016. This will be achieved by implementing a number of smaller enhancements to complement the major enhancement of the Reading and Paddington station areas. We are exploring synergies with Crossrail capacity enhancement proposals, including platform extensions, which would contribute to the delivery of the capacity metric at Paddington. We also propose that platforms 1 and 2 at Paddington be electrified, for IEP needs. Network Rail is developing a national programme for station improvements and car park expansion, which includes a number of stations on the route. Working in conjunction with our customers we have short listed a number of stations on the route for modernisation as part of the Government s 150m funding initiative. These are Ealing Broadway, Southall, Hayes and Harlington, Langley, Slough, Didcot Parkway, Swindon, and Newbury. The Department for Transport Access for All Programme also targets improvements to station access at a number of locations. Schemes at Westbury and Twyford have recently been completed. Future capacity At Paddington station the upgrade of Span 4 by 2010, will be followed by platform extensions and realignment to accommodate the introduction of a significantly increased level of service operated with longer Intercity Express Programme (IEP) trains from 2016. This and the introduction of Crossrail services from 2017 will have a major impact on the capacity and capability of the existing Paddington station layout and its approaches. Crossrail will introduce an electrified high density suburban train service between Maidenhead and Heathrow in the west and Abbey Wood (South East London) and Shenfield (Essex) via a new central London tunnel between a new Paddington Low Level station and Liverpool Street station. Crossrail will replace the majority of existing Thames Valley suburban diesel services and Paddington main line station will only be served by electric IEP long distance and outer suburban services, Heathrow Express and a small number of residual Reading Paddington services. Should Crossrail services be extended to Reading in the future, Paddington station would then only be used by IEP long distance and outer suburban services and Heathrow Express services. A typical three-car diesel train on outer suburban duties will be replaced by a four-car electric train released from Thameslink. We are evaluating options to create up to fourteen long platforms at Paddington and reconfigure the approaches to the station, which are necessary to accommodate the proposed service level increase for peak period main line services. The branch line between Slough and Windsor and Eton Central is expected to require to be operated by four-car trains in the longer term and this length requirement in the Windsor bay platform at Slough will be safeguarded within the wider programme of upgrade works (including through platform lengthening and footbridge alterations) at Slough necessary for future Crossrail operation. At Reading we are redeveloping the whole of the station area in order to provide additional capacity and improve reliability. To the west of the station grade separation will be provided to better provide for expected freight and passenger growth with reduced conflict. Phase 1 implementation, which mainly focuses on developing the station structures and remodelling the track layout started in March 2009 and runs to March 2012. Phase 2 commences in April 2011 and continues to March 2016 and focuses mainly on the west end grade separation element as well as the Waterloo lines platform alterations. This project is government and third party funded. A new maintenance depot is being provided at Reading West, replacing the existing depots which are to be demolished to facilitate the revised layout. At Oxford, further upgrade of freight loops to passenger status, provision of an additional south facing bay platform, an enhanced Wolvercot Junction and the realignment of the Bicester line connection would provide additional capacity and performance benefits. There are a number of proposals to enhance the route between Oxford and Bletchley (on Strategic

22 Route M West Midlands and Chilterns). These include the East West Rail consortium proposal to enhance the route for the introduction of Oxford Milton Keynes services and Chiltern Railways Evergreen III proposal to link the Chilterns London Marylebone to Birmingham Snow Hill route (Strategic Route M) with the Oxford Bicester branch, via a new chord line north of Bicester Town, for the introduction of new through Oxford London Marylebone services via High Wycombe. A new station, Water Eaton Parkway, to the north of Oxford would also be provided. We will ensure these schemes complement the future development of the route as a trunk route linking the South Coast and Thames Valley with the WCML for both long distance passenger and freight services. In addition the Chiltern services will take into account Great Western electrification works which will see the introduction of electric trains between London Paddington and Oxford, and include electrification to the north of Oxford station to accommodate future electrified depot needs. We will redouble the single line sections between Evesham and Charlbury on the Cotswold line, which runs from Oxford to Worcester, to improve reliability and increase capacity. The scheme will also greatly reduce the importation and exportation of delays from and to the Thames Valley. Redoubling of the single line between Swindon and Kemble, which is also a key diversionary route for South Wales when the Severn Tunnel is closed, would provide additional capacity and performance improvement for south Cotswolds services and also passive provision for Swindon Borough Council s aspiration for a new station to the north of Swindon. The GW RUS recommends signalling upgrade between Stroud and Standish Junction to complement this re-doubling in order to maximise the operational flexibility of the enhanced overall route between Swindon and Gloucester.

23 Future performance Network Rail's CP4 Delivery Plan set out the highlevel performance aspirations for each operator, as summarised in figure 17. In planning to achieve these targets, Network Rail is implementing a multi-tiered approach to performance improvement, combining high-level strategic initiatives with local, tactical improvements to performance. Freight operators also require improved access. The key strategic action for 2010 is the widespread installation of remote condition monitoring to points. This technology is a key enabler to the delivery of an intelligent infrastructure and will deliver both performance improvements and maintenance efficiencies through moving away from "fix on failure" to "predict and prevent". The remote condition monitoring equipment will automatically alert control teams and technicians of adverse conditions, enabling asset response staff to attend to equipment without delay to trains. Rollout will be throughout 2010/11, and is being carried out on a priority basis according to the potential performance impact of failure at key sets of points. This is the main strategic thrust towards an increased focus on core asset reliability, which will also include a number of local improvements, both in terms of physical changes to assets and also in terms of enhanced staff training and sharing of best practice. In addition, the following key improvements will deliver a benefit to operators on the route: changes to the automatic route setting equipment on the approaches to Paddington to improve capacity and performance installation of an uninterruptible power supply at Didcot to avoid the impact of frequent losses of the mains power supply to the signalling equipment installation of collision protection beams to Station Road bridge in Burnham, to mitigate the effects of vehicles striking the railway bridge implementation of a comprehensive vegetation management strategy to improve performance during the autumn leaf-fall season a series of actions to reduce both the impact and number of railway suicides, through a range of physical initiatives at stations, and work with the Samaritans to train station staff to engage with vulnerable individuals a targeted programme of drainage improvements at key vulnerable locations infrastructure improvements in the Oxford Station area to improve capacity and performance during disruption enhancements to the automatic train protection equipment at Airport Junction. Figure 17 Forecast PPM MAA CP4 plan 2010/11 2011/12 2012/13 2013/14 First Great Western 91.3% 92.2% 92.7% 93.0% Cross Country 90.2% 90.6% 90.9% 91.3%

24 Network availability Engineering access on this route varies from heavily restricted by franchise commitments and Heathrow Express contract requirements on the mainline, to a reasonable match to requirements on the branches. In the four track section between Didcot and London a permanent timetable solution has been agreed whereby access to two track sections is provided overnight for up to eight hours with standardised weave patterns between main and relief lines. Access at Airport Junction is reduced to five hours only and weekend access is essential for the maintenance of this heavily used junction. The remainder of the route relies upon a cyclical maintenance strategy, which involves weeknight diversions on some of the key sections. The vast majority of renewals and enhancement work is undertaken at weekends and the track possession plan is constructed on a territory wide basis to ensure that on most weekends at least one route is available from London to Bristol and South Wales, and north south coast cross country and freight services can continue to operate. This possession strategy also needs to intertwine with other key routes throughout the rest of the country, particularly Didcot North and Reading to Basingstoke. The section from Didcot to Swindon requires extended journey times (predominantly through rail replacement bus services). For this reason, work is concentrated into non-summer periods when critical maintenance and renewals work takes place. Works commenced in 2009 for the remodelling and rebuilding of Reading station area. This is likely to involve some weekend journey disruption and diversions during the construction period. CrossCountry, like other operators has aspirations for greater access to the rail network. The nature of CrossCountry business is such that Sundays carry the second highest volume of passengers (with Friday peak having the greatest volume). Therefore, some weekend line closures, extended journey times and bus replacement services can impact on the revenue of the business. Possession overruns resulting in unplanned service changes are particularly damaging. In conjunction with our customers, the Freight (FOC) and Train Operating Companies (TOC), we are developing the Seven Day Railway concept. This will enable both TOCs and FOCs to operate a more comprehensive timetable seven days a week. At weekends TOCs require to operate the full timetable on Saturdays with improved availability and journey times on Sundays and remove the need to substitute rail services with alternative means. The freight operators wish to maintain their existing level of operation on weekdays and improve the scope to operate services on Saturdays and Sundays. This route has been identified as a priority route for enhancing network availability. Long term opportunities and challenges The Network Rail led cross-industry Great Western Route Utilisation Strategy (RUS) considers a timeframe of up to thirty years mainly concentrating on CP5 and beyond. The baseline date for the RUS has been set at March 2014 (the end of CP4) and the baseline infrastructure consists of today s railway plus the committed projects programmed to be delivered in CP4 and CP5 (2014 2019), such as: Crossrail to Heathrow Airport and Maidenhead Intercity Express Programme Electrification Paddington station redevelopment Reading station area redevelopment Cotswold Line redoubling. The RUS has identified a number of key areas for more detailed development, the two principal areas (outside the provision of additional capacity between Paddington and Slough, the extension of Crossrail beyond Maidenhead, western access and improved rail service provision for Heathrow Airport, and expansion of the electrification programme) being additional capacity for the Oxford area, and for the cross-bristol rail network. We are also evaluating options for the development of the high speed line network. Further W10 gauge provision from the Southampton ports to south Wales and Bristol and the potential for an alternative route via Salisbury and Melksham to accommodate forecast growth in container traffic will be assessed. Consolidation of the various schemes to enhance the route between Oxford and Bletchley would facilitate a major freight and passenger trunk route from the South Coast and Thames Valley to the West Coast Main Line. The DfT s Thames Valley Regional Planning Assessment states that forty minutes passenger journey time could be saved between Reading and Manchester via this route. W12 gauge capability is envisaged for the Strategic Freight Network which involves much of this route,

25 between London and south Wales & Bristol (Avonmouth and Portbury), and Basingstoke to Oxford and beyond to Bletchley if East-West develops. DaSTS The Department for Transport published its formal consultation document Delivering a Sustainable Transport System (DaSTS) in November 2008. It sets out long term transport priorities for the period to 2019 and beyond and reflects conclusions from the Eddington Study and the Stern review. The document sets out five clear transport goals for the network these are: to support national economic competitiveness and growth by delivering reliable and efficient transport networks to reduce transports emissions of carbon dioxide (CO2) and other greenhouse gasses, with the desired outcome of tackling climate change to contribute to better safety and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport, and by promoting travel modes that are beneficial to health to promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society to improve quality of life for transport users and non transport users, and to promote a healthy natural environment. environmental benefits of current freight movements by non-road modes on national network corridors and to identify where changes in future modal choice, from road to rail or water, could address issues on the network and deliver against the five DaSTS goals. This includes consideration of the capacity and capability of the national infrastructure to accommodate these changes in modal choice. On this route the studies that may affect long term opportunities and challenges are: Western Corridor and Blackwater Valley Central Oxfordshire Swindon Transport Delivery Framework. Rail has potential to help meet these objectives and Network Rail will continue to engage with the Regions and Local Authorities at all levels of the process. In stage one each Region was invited to propose a number of strategically relevant studies to take forward which they believe will meet the DaSTS objectives. The DfT then selected the studies that would progress into stage two to generate options for appropriate interventions. All studies are currently in stage two and need to produce a long list of options by the end of March 2010 for further review. Stage three will involve the sifting and packaging of options, while stage four will see the completion of an overall programme, with all studies complete by 2012. As part of the DaSTS programme there are both National and Regional studies, the national studies are led by the DfT and the local studies are led by the Regions. There are a number of joint studies with the involvement of both the DfT and the Regions. There is a national Freight Modal Choice study looking to confirm the economic, social and

Infrastructure investment in CP4 26 Figure 18 Infrastructure investment in CP4 (formerly Proposed enhancements in CP4) Implementation date Project Project description Output change Funding GRIP stage 2010/11 A Telecoms renewals CIS, PA and CCTV renewals at Swindon Renewal Network Rail 2 2010/11 B Track renewals S&C renewals at Southall West Junction and Stoke Gifford Junction Renewal Network Rail Various 2010/11 C Reading Green Park station New station New station adjacent to the M4 motorway Junction 11 commercial area Third Party 4 D 2010/11 Southampton to West Coast freight upgrade Works to allow W10 gauge trains to run from Southampton to the WCML The line will be cleared to enable 9 6 high containers to be conveyed on conventional wagons Transport Innovation Fund 6 2011/12 E Cotswold line redoubling Redoubling of single line sections between Evesham and Moreton-in-Marsh and Ascottunder-Wychwood and Charlbury Improved reliability and additional capacity journey time improvements Periodic Review 2008 4 2011/12 F Earthworks renewals Embankments renewals at Westbury East, Cement Works, Westbury Avoider and Lovington Renewal Network Rail Various 2011/12 G Track renewals S&C renewals at Acton East Junction, Greenford, Didcot North Junction, Swindon East and Whitehill Renewal Network Rail Various H 2011/12 Oxford Bicester Town route upgrade Evergreen III (London Marylebone to Oxford new route) Route upgrade Third Party 3 2012/13 I Earthworks renewals Embankments renewals at Purton, Clanville and Foddington Renewal Network Rail Various 2012/13 J Track renewals S&C renewals at Didcot East Junction, Newbury West and Woodborough Renewal Network Rail Various

27 Figure 18 Infrastructure investment in CP4 (formerly Proposed enhancements in CP4) Implementation date Project Project description Output change Funding GRIP stage 2012/13 K Swindon Kemble redoubling Redoubling of the 12 miles long single line between Swindon and Kemble Improved reliability and additional capacity main South Wales diversionary route facilitates new station north of Swindon Third Party (subject to DfT agreement) 4 2015/16 L East West Rail Route upgrade Additional capacity facilitates train service between Oxford and Aylesbury and Milton Keynes Third Party 2 (Construction ongoing until March 2016) M Reading station area redevelopment Reading station area redevelopment with four additional platforms for GWML services, one new platform and platform extensions for Waterloo line services and grade separation with major track reconfiguration to the east and west of the station. A new train maintenance depot will be constructed to the west of the station replacing the existing depot, which will be demolished to accommodate new track layout. Improved reliability additional capacity for both east west and north south flows. Complements Southampton West Coast freight upgrade Periodic Review 2008 and Reading Borough Council 4 (Construction ongoing until March 2017) N Crossrail - A cross-london train service between Maidenhead and Heathrow in the west and Abbey Wood and Shenfield in the east via central London by 2017 GWML Relief Lines reconfiguration with platform extensions to cater for 200m electric trains at Acton Main Line, Ealing Broadway, West Ealing (including a new bay platform for Greenford services), Hanwell, Southall, Hayes & Harlington, West Drayton, Iver, Langley, Slough, Burnham, Taplow and Maidenhead. Fast and frequent cross-london rail service with additional seating capacity. Crossrail services replace inner suburban services by 2017. Early delivery of the platform extensions would contribute to the HLOS capacity metric requirement for Paddington Third Party 3 GRIP stages: 1 Output definition, 2 Pre-feasibility, 3 Option selection, 4 Single option selection, 5 Detailed design, 6 Construction, test and commission, 7 Scheme hand back, 8 Project close out

28 Renewals activity Figure 19 shows the estimated renewals costs and activity volumes. The precise timing and scope of renewals will remain subject to review to enable us to meet our overall obligations as efficiently as possible consistent with the reasonable requirements of operators and other stakeholders. It should be noted that in order to manage the deliverability of our Civils, Signalling and Electrification plans we have included an element of over planning in our work banks. As a consequence the sum of our route plans exceeds our plan for the network as a whole. It is likely that a proportion of the activities in these areas will slip to subsequent years. Figure 19 Summary of estimated renewals costs and activity volumes m (2010/11 prices) 2010/11 2011/12 2012/13 2013/14 Renewals Track 37 54 22 30 Signalling 28 7 6 8 Civils 19 12 11 5 Operational property 13 8 6 4 Electrification 0 0 0 0 Telecoms - - - - Total renewals 97 81 45 48 Renewals volumes Track Rail (km) 38 68 40 40 Sleepers (km) 30 68 33 33 Ballast (km) 23 29 19 19 S&C (equivalent units) 15 17 12 12 Signalling Conventional (SEU) 443 0 74 227 ERTMS (SEU) 0 0 0 779 Level crossings (no) 0 4 7 7

Appendix 29 Figure 20 Strategic route sections Predominant aspect recorded (secondary aspects recorded in brackets). ELR is Engineers Line Reference and RA is Route Availability. SRS SRS Name ELR Classification Funding Community Rail Freight Gauge RA Speed Electrification Signalling Type Signalling Headway (mins) No of Tracks J.01 Paddington Heathrow Airport Junction MLN1 Primary DfT No W8 8 125(90) 25kV TCB 2.5 4 J.02 Heathrow Airport Junction Reading MLN1 Primary DfT No W8 8 125(75) none TCB 3 4 J.03 Reading Didcot MLN1 Primary DfT No W8 8 125(100) none TCB 4 4 J.04 Didcot Border (nr Pilning) MLN1, SWB Primary DfT No W8 8 125 none TCB 4 2 J.05 Reading Newbury BHL Primary DfT No W8, W7 8 100 none TCB 5 2 J.06 Newbury Cogload Junction BHL, WES WEY, CCL Primary DfT No W8, W7 8 100 none TCB 5,8 2 J.07 Didcot Oxford DEC, DCL Primary DfT No W8 8 90 none TCB 4 2 J.08 Greenford Lines WEL1, GEC, HAN LSE DfT No W8 8 40 none TCB 6 2 J.09 Reading Basingstoke BKE LSE DfT No W8 8 90 none TCB 4 4.5 2 J.10 Swindon Stonehouse SWM1 Secondary DfT No W8 8 90 none TCB (AB) 1 / 2 J.11 Cotswolds Line OWW Secondary DfT No W6A 7 90 none Mech. (AB) 1 / 2 J.12 Henley-on-Thames Branch HEN Rural DfT No W6A 6 50 none OTW (AB) 1

30 Figure 20 Strategic route sections Predominant aspect recorded (secondary aspects recorded in brackets). ELR is Engineers Line Reference and RA is Route Availability. SRS SRS Name ELR Classification Funding Community Rail Freight Gauge RA Speed Electrification Signalling Type Signalling Headway (mins) No of Tracks J.13 Marlow Branch WBB, MWB Rural DfT No W6A 6 50 none OTW (AB) 1 J.14 Windsor and Eton Branch WIN Rural DfT No W6A 6 50 none OTW (AB) 1 J.15 Bicester Town Branch OXD Rural DfT No W8 7 40 none OTW (TB) 1 J.16 Heathrow Airport HAL (owned by BAA) BAA No W6A 8 80 25kV TCB 2.5 2 J.98 Freight trunk routes DfT No none J.99 Other freight lines DfT No none

31 Capacity and operational constraints A Paddington station: platform configuration and OHL B Acton West Junction: single lead junction C Reading station: flat junctions and restricted platform capacity D Reading West Curve and Junction: Short length curve and junction crossing main and relief lines at grade E Southcote Junction: convergence of two key routes with a mix of heavy aggregates and long intermodal freight traffic, interurban and local passenger services F Didcot Oxford: two track section capacity limitations with lightly used stations G Oxford Worcester: single track sections limit capacity and flexibility H Swindon Kemble: 12 miles of single line limit capacity and flexibility I Kemble Standish Junction: 14 minute headways limit capacity J Westerleigh Junction Bristol Parkway: two track section on highly utilised converging route Other issues on the route 1 Heathrow terminal 6 and 3rd runway 2 Crossrail construction 3 Introduction of in-cab signalling on the GWML 4 East West Railway 5 Southampton West Coast freight upgrade to W10 gauge

Network Rail Kings Place 90 York Way London N1 9AG Tel: 020 7557 8000 www.networkrail.co.uk March 2010