May West Midlands and Chilterns. Route Utilisation Strategy

Transcription

1 May 2011 West Midands and Chiterns Route Utiisation Strategy

2 Contents 3 Foreword 5 Executive summary Background Dimensions Current demand, capacity, and deivery Panned changes to infrastructure and services Panning context and future demand Gaps and options Consutation process Route Utiisation Strategy and onger-term vision Next steps 196 Appendix A 213 Appendix B 218 Appendix C 228 Appendix D 230 Gossary

3 Foreword With the nation s finances severey constrained, any investment in transport infrastructure must deiver rea benefits for the economy, quaity of ife and the environment. This Route Utiisation Strategy (RUS) sets out priorities for rai investment over the next 30 years in the West Midands and on the Chitern route between Birmingham and London Maryebone. The industry beieves the options recommended provide a robust strategy both to meet the forecast increased passenger and freight demand and hep support and grow the regiona economy. The West Midands sits at the heart of Britain s rai network and more peope than ever rey on rai to trave to and through the region. Stations such as Birmingham New Street provide an interchange for services across the UK, whie the Chitern route serves ong distance and commuter markets between the West Midands, Buckinghamshire, and London. The network in the region is aso vita for moving goods to and from ports and freight terminas across the country. In the onger term, a new high speed ine to the region and beyond coud improve journey times and free up capacity on a number of existing routes. Passenger growth in the RUS area over the past decade has been significant and this continues despite the economic cimate. The rai industry has responded we to this growth with punctuaity improvements, onger trains and faster journeys. Work is aready underway on severa arge projects to increase capacity in the West Midands. A rebuit Birmingham New Street wi deiver a word cass station with a concourse three-and-a-haf times its present size, ensuring ong-term passenger growth can be accommodated. The proposed Cross City ine extension to Bromsgrove, aong with more frequent services between New Street and Redditch, wi deiver significant improvements on one of the busiest regiona commuter routes. On the Chitern route, the Evergreen 3 project wi deiver more capacity and faster journeys between Birmingham and London Maryebone, as we as new journey opportunities between Oxford and London. Overa passenger demand in the region is predicted to increase by 32 per cent over the next decade. Whie Network Rai s Contro Period 4 (CP4) Deivery Pan wi accommodate much of this demand up to 2019, some gaps are identified and measures recommended to address them. As in a RUSs, a range of options is deveoped to meet the future requirements on the network. These options are tested to determine which provides the best vaue for money, and that option then tested for affordabiity. Where the RUS identifies a need for interventions, it seeks to make the most efficient use of capacity. Train engthening is recommended on severa peak services to and from Birmingham as we as severa ong distance routes passing through the West Midands. Some additiona services are aso recommended on severa regiona routes which pass through Birmingham aong with further deveopment of the option of re-routeing services between Reading and Newcaste via Coventry. The potentia for improved connectivity and new journey opportunities on oca and interurban services across Birmingham is aso highighted. In addition, the RUS supports work to expore a new station at Adridge. Sufficient freight capacity is crucia for the economy and, whie the majority of the network can accommodate forecast growth over the next decade, the need to further deveop options to address freight growth, particuary between the South West and Birmingham, is recognised. Options to accommodate future demand wi be assessed, incuding a review of the proposa to reopen the Round Oak Wasa ine. In the onger term, a new high speed ine woud improve journey times and free up capacity on a number of existing routes. 3

4 Foreword This RUS was initiay pubished in consutation form in November Many issues were raised during that consutation that have infuenced aspects of the strategy. Network Rai has ed production, but the RUS has had input from across the rai industry incuding passenger and freight operators, the Department for Transport, Centro, Transport for London, Passenger Focus and London TraveWatch. I thank them a for their contribution. Pau Pummer Director, Panning and Deveopment 4

5 Executive summary Introduction This is the penutimate of the geographica Route Utiisation Strategies (RUSs) that Network Rai is required to pubish under the Network Licence to estabish a strategy for the most effective and efficient use of the network. The West Midands and Chiterns RUS has been formuated in consutation with industry coeagues through a Stakehoder Management Group (SMG), and it considers the requirements that wi be paced upon the rai network over a panning horizon of 30 years. The RUS makes recommendations based on a detaied anaysis of passenger and freight demand and is timed to inform the next High Leve Output Specification (HLOS) by feeding into the Initia Industry Pan in September Scope The West Midands and Chiterns RUS interfaces with other parts of the rai network which have been covered in other RUSs, primariy the East Midands, Great Western, and West Coast Main Line RUSs. Its geographica scope broady consists of the West Midands region and the Chitern Main Line between Birmingham Snow Hi and London Maryebone. It aso incudes the route from Ayesbury Vae Parkway to London Maryebone incorporating part of London Underground Limited s Metropoitan Line. Services in the RUS area support a diverse range of markets. These incude oca commuting into the key empoyment ocations, interurban trave between major urban centres, and ong distance journeys within and beyond the boundaries of the RUS area. The West Midands rai routes are at the centre of the nationa rai network, with Birmingham s centra stations acting as hubs supporting interchange to many destinations across the United Kingdom. Services across the West Midands are promoted and deveoped by West Midands Integrated Transport Authority (Centro). The Chitern Main Line serves ong distance markets between the West Midands and London Maryebone and aso supports oca commuter and interurban trave between significant towns and tourism destinations within the route. A considerabe number of freight fows aso operate across the network and to and from significant freight terminas within the RUS area. A passenger and freight services that spend a or part of their journey on the routes contained within the RUS area are considered by this strategy. Committed schemes The RUS baseine comprises the present network and services, together with a number of committed schemes which wi deiver improvements to the current infrastructure and services in the RUS area. These schemes have formed part of the do-minimum scenario in the RUS against which detaied appraisa work for further capacity interventions has been undertaken. Network Rai s Deivery Pan for Contro Period 4 (CP4) is a significant part of this baseine, which aims to provide the infrastructure required to deiver the safety, reiabiity and capacity targets set by the Government s High Leve Output Specification (HLOS) and funded through the Statement of Funds Avaiabe (SOFA). The pan incudes measures to support train engthening, service enhancements and performance and journey time improvements. Train operators are responsibe for the deveopment of operationa pans based on a mixture of roing stock cascade and the introduction of new roing stock to strengthen services on busier routes. 5

6 Executive summary Within the RUS area, significant improvements in capacity and connectivity wi be deivered through a number of different schemes. These incude the extension of Cross City services from Longbridge to Bromsgrove and more frequent services to Redditch, and the Birmingham Gateway project which wi substantiay rebuid Birmingham New Street station, doube its passenger capacity and improve the overa passenger interchange and traveing experience. The CP4 Deivery Pan aso incudes funding to faciitate the impementation of a Strategic Freight Network (SFN). This nationa freight strategy aims to deveop a network of core and diversionary routes for onger freight trains and enabe freight services to operate in a more efficient way. During CP4, capacity and journey time improvements on the Chitern Main Line wi be deivered through the Evergreen 3 project, which wi provide faster journey times between Birmingham and London Maryebone (via Bicester), improved service frequencies at some intermediate stations and new direct journey opportunities from Oxford to London Maryebone. Major signaing renewas are aso panned for a arge proportion of the West Midands area during CP4. These wi deiver improved panning headways through modern signaing technoogy. Further capacity improvements have aso been incorporated into the programme through cost-efficient enhancements inked to the renewa activity. Forecast changes in demand Passenger There has been considerabe growth in passenger rai journeys in the RUS area over the past decade, and demand has remained reativey resiient during periods of economic recession. This growth is attributed to severa factors incuding increasing popuation, road congestion in cities and urban centres, and structura changes in trave and empoyment markets. In ight of these factors, and taking into account the investment being made in the rai network during CP4, it is anticipated that this growth wi continue during the timescae of the RUS. Passenger journeys to and from Birmingham are predicted to increase by 32 per cent in the peak by 2020, and demand on services to London Maryebone is forecast to grow at a simiar rate. This forecast represents the Do-minimum situation and does not incude the impact of uncommitted schemes. The aim of the RUS anaysis is to assess whether there is sufficient capacity avaiabe to meet the forecast demand. A comparison has been undertaken between the anticipated eve of demand in 2020 and the committed capacity proposed to be deivered in CP4 across the RUS area. The resuts show that there is generay sufficient capacity to accommodate demand across the RUS area up to 2020, with some ocaised crowding predicted during peak hours. The RUS aso considers the onger term capacity requirements to 2030 at a more hoistic eve. 6

7 West Midands and Chiterns Route Utiisation Strategy May 2011 Freight In recent years, rai s freight market share has consistenty grown and accounts for an 11 per cent share of the UK surface freight market. The RUS anaysis work takes into account the freight forecasts for 2019 and 2030 which were deveoped by the rai industry for the SFN, and the baseine for each option incudes these requirements. It is anticipated that the fastest growing sector wi be the non-buk market with annua growth rates forecast at 11 per cent for domestic non-buk and six per cent for port-driven non-buk. The buk sector is aso forecast to grow, abeit at a sower rate. The RUS strategy aims to assess freight requirements during the panning horizon being considered. Gaps Foowing a comparison between forecast RUS demand and the committed baseine, a number of gaps were identified on the routes radiating out of centra Birmingham. These gaps have been endorsed by the SMG and consoidated in ine with the type of options that woud be anaysed to address them. The identified gaps reated to capacity (freight and passenger), journey time, interchange, connectivity, and station faciities. Options Where a committed scheme or initiative was not in pace to address an identified gap, the RUS proposes and appraises a number of options as potentia soutions. In assessing such options, the RUS seeks to make the most efficient use of capacity. Options incude train engthening (beyond the CP4 Deivery Pan commitments), timetabe recast and service and infrastructure enhancements. In some cases one option addresses a number of gaps across different RUS corridors. The resuts of this option anaysis work is summarised beow: Train engthening The capacity anaysis work undertaken for the RUS has shown that in genera the capacity interventions which are proposed in the CP4 Deivery Pan wi provide sufficient capacity during peak hours to cater for the demand forecast up to 2020, with standing eves being within train capacity. The RUS does identify some areas where ocaised crowding wi occur over and above the outputs specified in the CP4 Deivery Pan. Where a gap is based on a mismatch between passenger demand and suppy in terms of train service provision, the option of train engthening has been considered in the first instance. Economic appraisa work to assess the vaue for money for train engthening has identified that a medium vaue for money business case exists for: train engthening on one Hereford to Birmingham New Street morning and evening peak service train engthening on three morning and evening Shrewsbury to Birmingham New Street peak services train engthening on three morning and evening Rugeey to Birmingham New Street peak services. In view of recent higher than expected growth on the Cannock and Wasa corridor, the RUS proposes that the engthening of peak services between Rugeey and Birmingham New Street be further assessed as growth emerges to determine the exact number of additiona vehices required and when they wi be needed. The RUS aso notes the train engthening recommendations made in other RUSs on services which pass through the RUS area, principay on the foowing service groups: Manchester Piccadiy Bournemouth: two to nine additiona vehices Manchester Piccadiy Bristo Tempe Meads/ Paignton: up to one additiona vehice Edinburgh Waverey Pymouth: six to nine additiona vehices Birmingham New Street Leicester/Stansted Airport: six additiona vehices. Timetabe interventions and infrastructure interventions The RUS has considered the option of a timetabe intervention to address some of the capacity or connectivity gaps that have been identified. As part of anaysis undertaken, consideration has been given to infrastructure options where they are shown to be required in order to address a specific gap. In order to address peak and a day demand between Tamworth and Birmingham New Street and between Nuneaton and Birmingham New Street, the option to provide an additiona service in each hour between these ocations has been considered. Anaysis has demonstrated that a business case supports an additiona train in each hour between Tamworth and Birmingham New Street and between Nuneaton and Birmingham New Street throughout the day. Further assessment showed that both these additiona services can be extended through to Worcester (and in some cases Hereford) to provide cross-city connectivity and additiona capacity in each hour to address the growth in demand on the route between Birmingham and Worcester. An infrastructure intervention at Tamworth woud be required to faciitate this additiona service. 7

8 Executive summary The RUS notes that feasibiity works have commenced to assess potentia infrastructure interventions required on the ine between Wichnor Jn and Water Orton West Jn to provide performance resiience in ight of the passenger and freight growth anticipated on the route. A timetabe intervention has been considered to address the connectivity gap between the East Midands, Yorkshire and North East areas and Coventry/Birmingham Internationa. To address this gap and provide direct connectivity to Birmingham Airport, the RUS has assessed the opportunity to re-route the current Reading to Newcaste service (in both directions) from its existing routeing via Soihu to the Coventry corridor. Feasibiity work is nearing competion to assess the infrastructure requirements on the route between Leamington Spa and Coventry to accommodate forecast freight and passenger growth. The RUS has assessed options to bridge a new gap raised during consutation which considers inadequate journey times between Nottingham and Birmingham. The RUS notes the opportunities that a timetabe recast may present once Derby and Nottingham signaing renewas have been impemented in CP4 and Contro Period 5 (CP5) which wi create an opportunity to reduce journey times on this route. The RUS has considered the aspiration by Centro to deveop a new station at Adridge, to accommodate passenger demand which is currenty unserved by rai in this area. The RUS anaysis demonstrates that a new station coud be best served by an extension of the Birmingham New Street to Wasa eectric service, which woud require infrastructure work to extend eectrification to a new station faciity at Adridge. The high eve business case undertaken by Centro shows the scheme woud offer high vaue for money. The RUS supports the deveopment of this work by Centro. The West Coast Main Line RUS has assessed a number of journey time and capacity requirements between Manchester and Birmingham and this RUS recognises the emerging concusions of that work. On some routes the RUS recommends that further timetabe anaysis is undertaken foowing panned timetabe changes or other interventions. On the Chitern Main Line between Birmingham Snow Hi and London Maryebone, the anaysis undertaken for the RUS suggests that the panned Evergreen 3 project timetabe interventions wi provide generay overa sufficient capacity to meet demand up to However, the anaysis indicates that there may be some on train crowding issues into both Birmingham Moor Street and London Maryebone during peak hours. Further consideration of the timetabe on this corridor is therefore recommended foowing a period of operation of the Evergreen 3 project timetabe. The RUS supports further consideration of timetabe options on the Ayesbury ine where nationa rai services and London Underground Limited services both operate. To be effective, this shoud be a joint exercise invoving Network Rai, Transport for London (TfL), London Underground Limited (LUL), and the reevant train operators. It shoud take into account panned LUL roing stock changes and the panned LUL Metropoitan Line resignaing proposas. Network Avaiabiity The need for earier/ater services and increased Sunday services were identified by stakehoders as generic gaps across the RUS area. The RUS recognises that the initiatives being considered within the Network Avaiabiity Pan, which forms part of the CP4 Deivery Pan, wi hep to address these gaps. This pan considers new working methods and strategies which wi hep to improve ate evening and weekend services across the network, both in terms of reducing disruption to current services and, in some cases, providing opportunities to run additiona services at times that address suppressed customer demand. Options to address freight gaps The freight forecasts deveoped by the Strategic Freight Network (SFN) for 2019 and 2030 have been anaysed to identify any gaps in the West Midands and Chiterns RUS area. Passenger interventions deveoped by this RUS and those being considered by the West Coast Main Line RUS have aso taken into account the need to accommodate these forecasts. The RUS has anaysed freight growth on the baseine infrastructure and timetabe based on the SFN forecasts. The RUS acknowedges that the introduction of further passenger services between Bromsgrove and Birmingham during CP4, and the steep prevaiing gradient over the Lickey Incine, introduce a constraint on the operation of onger and heavier freight trains on this route. In particuar, the proposed Deep Sea Container Termina at Bristo is expected to generate freight growth which woud add further capacity pressures on the route via Bromsgrove. In ight of the uncertainties regarding the exact voume, engths and timing of future freight traffic that may be transported via this route, the RUS supports the deveopment in CP4 of a feasibiity study to address this issue. This study wi address the overa capacity requirements on this part of the network for both passengers and freight services. Anaysis of forecast freight growth has aso identified the need for signaing interventions between Kingsbury and Water Orton and improved access to Kingsbury Termina. The RUS notes that feasibiity work to deveop the interventions necessary in ight of anticipated passenger growth on this route (eg. the West Midands and Chiterns RUS recommendation of additiona Tamworth 8

9 West Midands and Chiterns Route Utiisation Strategy May 2011 services and the medium term strategy outined in the Yorkshire and Humberside RUS for an additiona ong distance high speed service between Yorkshire and Birmingham) is nearing concusion. Operationa impact of RUS recommendations at Birmingham New Street The RUS has undertaken anaysis to consider the impact of a interventions recommended in this RUS and other estabished RUSs and committed schemes on patform capacity at Birmingham New Street. This work has indicated that there is sufficient capacity to accommodate these changes. It is recognised that the further deveopment of any RUS recommendations wi incude more detaied anaysis work. Longer-term vision In the onger term beyond 2019, the RUS recognises that a number of major deveopments are currenty being considered to address future capacity requirements both within the RUS area and for the nationa rai network as a whoe. The RUS notes the potentia capacity benefits that woud be provided and aso takes into consideration the wider impications that may resut if these deveopments become committed schemes. The RUS acknowedges that there are severa candidate eectrification infi schemes which were proposed for further anaysis in the Network RUS: Eectrification Strategy. The RUS acknowedges the diversionary and timetabe benefits that further eectrification woud offer. The option anaysis undertaken to support rai demand in the Adridge/ Brownhis area supports extending eectrification as the preferred option to be considered as part of the stakehoder deveopment work. As part of its consideration of wider stakehoder aspirations, the RUS recognises the work being deveoped by Centro to connect the Camp Hi ines with Birmingham Moor Street. This deveopment woud faciitate aspirations to introduce new stations aong the route which woud hep to address wider transport requirements in the West Midands. It woud create opportunities to divert some services from Birmingham New Street into Birmingham Moor Street which woud reease capacity at Birmingham New Street and deiver train service reiabiity and performance benefits. The RUS notes the opportunities that may be deivered as part of the East-West Rai project in the medium to ong term. The deivery of new passenger services and the option of diverting freight services may assist in reeasing capacity on estabished routes and create aternative freight routeing opportunities. The RUS recognises the preferred industry strategy for High Speed Line 2 (HS2) and notes the recent announcements with regard to the proposed strategic HS2 network, which wi provide both significant additiona capacity and journey time benefits between London and the West Midands and beyond. The RUS acknowedges that this wi create additiona capacity on existing routes, and the industry wi need to assess opportunities and pans to further optimise its use. 9

10 1. Background 1.1 Introduction to Route Utiisation Strategies Foowing the Rai Review in 2004 and the Raiways Act 2005, the Office of Rai Reguation (ORR) modified Network Rai s network icence in June 2005 (and further amended in Apri 2009) to require the estabishment of Route Utiisation Strategies (RUSs) across the network. Simutaneousy, the ORR pubished guideines on RUSs. A RUS is defined in Condition 1 of the revised network icence as, in respect of the network or a part of the network 1, a strategy which wi promote the route utiisation objective. The route utiisation objective is defined as: the effective and efficient use and deveopment of the capacity avaiabe on the network, consistent with the funding that is, or is ikey to become, avaiabe during the period of the route utiisation strategy and with the icence hoder s performance of the duty. Extract from ORR Guideines on Route Utiisation Strategies, Apri 2009 The ORR guideines expain how Network Rai shoud consider the position of the raiway funding authorities, their statements, key outputs and any options they woud wish to see tested. The RUS shoud address: network capacity and raiway service performance train and station capacity incuding crowding issues the trade-offs between different uses of the network (eg. between different types of passenger and freight services) roing stock issues incuding depoyment, train capacity and capabiity, depot and stabing faciities how maintenance and renewas work can be carried out whie minimising disruption to the network opportunities from using new technoogy opportunities to improve safety. Extract from ORR Guideines on Route Utiisation Strategies, Apri 2009 The guideines aso set out principes for RUS scope, time period and processes to be foowed and assumptions to be made. Network Rai has deveoped a RUS manua which consists of a consutation guide and a technica guide. This expains the processes used to compy with the icence condition and the guideines. This manua and other documents reating to individua RUSs and the overa RUS programme are avaiabe on Network Rai s website at The process is designed to be incusive. Joint working is encouraged between industry parties, who share ownership of each RUS through its industry Stakehoder Management Group (SMG). The SMG incudes Passenger Focus and London TraveWatch to represent the passengers interests. There is aso extensive informa consutation outside the rai industry by means of a Wider Stakehoder Group (WSG). The roes and members of both the SMG and WSG are detaied further in Chapter 2. The ORR guideines require options to be appraised. This is initiay undertaken using the Department for Transport s (DfT) appraisa criteria, though bespoke anaysis may be used where shown to be necessary. To support this appraisa work RUSs seek to capture impications for a industry parties and wider societa impications in order to understand which options maximise net industry and societa benefit, rather than that of any individua organisation or affected group. RUSs occupy a particuar pace in the panning activity for the rai industry. They use avaiabe input from processes such as the DfT s Regiona Panning Assessments, the Waes Rai Panning Assessments, and for the period to 2014, the 2007 High Leve Output Specification. The recommendations of a RUS, and the evidence of reationships and dependencies reveaed in the work to reach them, in turn form an input to decisions made by industry funders and suppiers on issues such as franchise specifications and investment pans. Network Rai wi take account of the recommendations from RUSs when carrying out its activities. In particuar they wi be used to hep inform the aocation of capacity on the network through appication of the norma Network Code processes. The ORR wi aso take account of estabished RUSs and those in preparation when exercising its functions. 1 The definition of network in Condition 1 of Network Rai s network icence incudes, where the icence hoder has any estate or interest in, or right over a station or ight maintenance depot, such station or ight maintenance depot. 10

11 West Midands and Chiterns Route Utiisation Strategy May Document structure This document starts by outining in Chapter 2 the dimensions of the West Midands and Chiterns RUS, and the geographica context within which it deveoped. It aso describes the inkage to other associated work streams and studies which reate to the RUS. Chapter 3 summarises the current capabiities and usage of the strategic routes within the RUS area detaiing passenger and freight demand and the capabiity of the infrastructure to meet that demand. In Chapter 4 the committed and uncommitted schemes proposed for the future are expained aong with the known train service amendments for future timetabe revisions. Chapter 5 summarises the main panning documents of reevance to the RUS together with their vision for the roe of the raiway over the next 30 years and anayses the rai passenger demand and freight traffic that is ikey to arise. In Chapter 6 gaps between forecast demand and current capabiity are identified. Industry options for bridging the gaps pinpointed in the previous chapters are isted, discussed and appraised of their ikey costs and benefits. The concusions from this option anaysis are aso presented here. Chapter 7 describes the consutation process and the themes of the feedback received foowing the Draft for Consutation. Chapter 8 expains and summarises the strategy of this RUS and describes the onger-term vision for the West Midands and Chiterns area. Chapter 9 describes how the RUS becomes estabished strategy and what circumstances may require the strategy to be reviewed in the future. Supporting data is contained in the appendices to this document. A information is avaiabe at 11

12 2. Dimensions 2.1 Introduction This chapter describes the dimensions of the West Midands and Chiterns Route Utiisation Strategy (RUS). It outines its purpose, geographica scope, stakehoders, and the time horizon which it wi consider. It aso describes the panning context in which it is set and its reationship to other studies. 2.2 Purpose The strategies that emerge from RUSs have a number of purposes; they inform: the optimisation of the output specification for rai infrastructure renewas and enhancements the identification of ways in which capacity coud be utiised more efficienty, in the context of the raiway and wider pubic transport the deveopment of the Government s High Leve Output Specification (HLOS) for the next contro period, as appicabe to the West Midands and Chiterns RUS area the deveopment of a future service specification and timetabe structure for the West Midands and Chiterns RUS area. The West Midands and Chiterns RUS wi therefore: propose options to achieve the most efficient and effective use of the existing rai network for both passenger and freight services and identify cost-effective opportunities to improve it where appropriate enabe Network Rai to deveop an informed renewas, maintenance and enhancements programme in ine with the Department for Transport s (DfT) aspirations and the reasonabe requirements of train operators and other key stakehoders enabe oca transport pans and freight pans to refect a reaistic view of the future rai network. The need for the industry to make more effective use of existing resources is especiay important in ight of the changing economic cimate. The industry faces the chaenge of baancing the need to respond to growing rai demand, with the need to further promote more sustainabe transport systems in a way that provides vaue for money. 2.3 Stakehoders The West Midands and Chiterns RUS has been managed through a Stakehoder Management Group (SMG), which has acted as the steering group for the strategy. The SMG met at key stages during the deveopment of this RUS. The group incuded train operating companies (Arriva Trains Waes, Chitern Raiways, CrossCountry, First Great Western, London Midand and Virgin Trains, freight operating companies (specificay DB Schenker, Freightiner and GB Raifreight), Network Rai, the Association of Train Operating Companies (ATOC), Rai Freight Group (RFG), the DfT, Transport for London (TfL), London TraveWatch, Centro (West Midands Integrated Transport Authority), Passenger Focus and the Office of Rai Reguation (as an observer). During the baseine and gap anaysis process, separate sub-groups were set up aongside the main SMG to focus on key issues: a Passenger Demand Modeing Sub-group was convened to identify current demand for passenger services in the RUS area, and provide an informed view of future passenger growth. The group incuded members from Network Rai, ATOC, Centro, Passenger Focus and representation from the reevant train operating companies. severa option appraisa sub-groups were estabished to provide more comprehensive anaysis during the gap identification and optioneering process. Groups were set up and met on a number of occasions to focus on: the centra Birmingham urban passenger network the Chitern passenger network freight operations and network individua corridor based options review performance. The groups were responsibe for defining the baseine infrastructure and train service provision. They aso specified the committed changes and assumptions that woud be incorporated into the baseine anaysis. Consideration was given to growth forecasts, franchise commitments, potentia housing and regeneration programmes and future rai demand. 12

13 West Midands and Chiterns Route Utiisation Strategy May 2011 Once a baseine was estabished, the group identified and anaysed the gaps in detai and proposed potentia options to be evauated. A Wider Stakehoder Group (WSG) was aso estabished, which incuded representatives from oca authorities, statutory bodies, community rai partnerships, rai user groups and other stakehoders. Severa stakehoder briefings were hed throughout the RUS process, the purpose of which was to inform the WSG of the deveopments and progress of the RUS, and to obtain input on oca based issues. In Apri 2008, introductory briefings took pace in Birmingham and Ayesbury where the context, scope and objectives of the RUS were outined aong with the standard RUS processes and programme. In Juy 2008, baseine exhibition events were hed in Birmingham and High Wycombe to enabe stakehoders to review the resuts of the baseine exercise, and share their ideas and insights on the current and future network. This, aong with subsequent feedback and further documentation submitted, provided vauabe input into the process of gap identification. The baseine information from these exhibitions is avaiabe at www. networkrai.co.uk. Passenge Focus faciitated a workshop in Juy 2009 which provided Rai User Groups with the opportunity to review the identified gaps and suggest any further areas for consideration. Foowing the aunch of the Draft for Consutation, presentations were given to Rai User Groups in December 2010 and to other wider stakehoders in January 2011 in Birmingham and High Wycombe. In addition to the above, severa individua meetings were hed with various stakehoders, both with SMG and WSG members, to discuss their aspirations, obtain their input and update them on RUS deveopments. In addition, severa one-to-one meetings were hed with various stakehoders, both with SMG and WSG members, to discuss their aspirations, obtain their input and update them on RUS deveopments West Midands Integrated Transport Authority Centro is responsibe for specifying pubic transport within the West Midands region. Centro promotes and deveops pubic transport services across the West Midands and encourages their use. Centro makes a contribution to the panning of rai initiatives within the region, particuary the provision of faciities at stations, the specifications of service eves and the deivery of a fuy integrated and sustainabe pubic transport network. It is activey invoved in panning station enhancements at the 63 stations that it supports. 2.4 Geographic scope In geographica terms, the West Midands and Chiterns RUS wi consider the area covered by the West Midands Region and parts of the South East Region. The scope area incudes the rai routes within Network Rai s Strategic Route M (West Midands and Chiterns). This is depicted in geographic and schematic format in Figures 2.1 and 2.2 respectivey. For the purpose of anaysis within the RUS, the area has been divided into the foowing individua corridors, as shown in Figure 2.3. The reationship between each corridor, and the routes beyond the RUS area, wi be considered during the anaysis. Ayesbury ine Camp Hi ine Cannock and Wasa corridor Coventry corridor Cross City and Lickey Incine Derby and Nuneaton corridor Leamington Spa and Chitern corridor Leamington Spa and Nuneaton ine Shrewsbury ine Stafford and Woverhampton corridor Stourbridge ine Stratford-upon-Avon ine Sutton Park ine Worcester and Hereford ine There are aso some disused or mothbaed routes within the RUS area, specificay between Round Oak and Peck Jn, Ryecroft Jn and Lichfied City, and Aston South Jn to Vauxha Jn incuding Duddeston. There are two major stations within the RUS area: Birmingham New Street and London Maryebone. These stations serve a arge number of passengers each day, offering services to key destinations within the RUS area, and providing a ink into the wider rai network through the interchange opportunities they provide. Due to its centra geographica ocation, services from most of the United Kingdom run into Birmingham New Street station, and it acts as a major interchange station as we as a terminating point for some oca services. Birmingham New Street is managed by Network Rai and is one of the busiest stations outside London in terms of passenger numbers. In addition to direct interchange between services that run into Birmingham New Street, passengers can aso make connections with services from the other two main centra stations which are in cose proximity: Birmingham Moor Street and Birmingham Snow Hi. 13

14 A48 0 A44 88 A4!( A528 1 A411 (T 65 A4 ) HEREFORD!( 2 11 A4 A A45 8 A5 A4 1 A A463 A458 6 A45 A45 7 A A4 3 7 A403 A (T) A45 A ) (T A41 BROMSGROVE!( A4 STOURBRIDGE JUNCTION!( A M54 STAFFORD 12 A4!( A454 A41 A4041!(!(!( 65 A4 0(T A438 A4 ) M50 A4 49 A4 A4 M50 38 A M5 A A A4 A5 1 92!( A4 22 A422 A4 4!( TAMWORTH A4 52 )!( A45 A4 114!( T) A4 M6 LEAMINGTON SPA 61 A3 A44 M5 A A4 172 A A4 15 A4 STRATFORD UPON AVON!( A45( COVENTRY A4 2 NUNEATON BIRMINGHAM INTERNATIONAL WATER ORTON SOLIHULL A4189 A46(T A3 4!(!(!( SUTTON COLDFIELD A38 A47!( REDDITCH A448 3 LICHFIELD TRENT VALLEY A51 RUGELEY TRENT VALLEY!( WALSALL 4 A5190 A5( T) SMETHWICK GALTON BRIDGE!( A WOLVERHAMPTON!( 18 BIRMINGHAM NEW STREET A4169 A A5!( 18 A5 WORCESTER FOREGATE STREET!(!( WORCESTER SHRUB HILL A44 A456 SHREWSBURY A4103 A49(T) A458 A4 49 (T) A A A5 A34(T) A449 A449 A5 A449 A A A4 6 0 A A45 A51 48 A5 A449(T) A4 A43 8 A480 A A A A515 3 A 45 1 A4 09 M 42 (T) A3 8(T ) A A A403 1 A 38 A A435 A51 39 A4 5 A A4 1 4 A44 18 A5 OXFORD A40(T) A4 4 M45 A425 A40 95 A4 22 A428 (T 41 A ) A A A45 A4!( A43 ) 18 A412 A4 A4 13 A5 (T 9 A421 A A4 1 A4 M4 0 A A4 0 A4 4 AYLESBURY A4 NORTHAMPTON A5076 A4 3 PRINCES RISBOROUGH!( A41 A4 M1 T) A14( BIRMINGHAM SNOW HILL BIRMINGHAM MOOR STREET A42 6 A513 A5 A4094 A4 (T A40 ) RUS area raiway A roads A4 14 6!( A4 04 AMERSHAM A3 (T) Motorways 4 55 A4(T) M4 A40(T) 4 A4020 A A41 M1 0 Urban areas A3 A A40 M25 Urban Areas Motorways B Roads A Roads Raiway outside RUS area RUS Area Raiway RUS AreaB roads Geographic Map A5 A423 A458(T) 0 M5 A411 A38(T) A4 A3 61 A4 A A443 A38 A36 A449 M40 A441 A3 4( T) 8 44 A4 42 A508 A508(T) 91 A43( T) A 18 0 A435(T) A4 5 A A4128 A340 A42 04 A4 41 A4010 A429 A4 A A4 52 A41 6 A459 A4 A4 A35 A34 T) A4 M25 ) 3 ) 2( 2 A4 ) A413 2 A (T 62 A4 45 A 5(T A4 3 A4 A4 A A34(T A361 1 A4 5 A412 A408 A49(T) 22 A512 A4 99 A4010 A4 M25 A A4 M(T)6 A405 A5 ) A437 ) A38(T 6 M A51 8 A4090 T) A34( 1 A5 99 A51 0 A A41(T A409 A412 A51 A40 4 A41 A A5!( MARYLEBONE A315 A A5 2 A50 A3 14 Raiway outside RUS area 2. Dimensions Figure 2.1 RUS Area Geographic map 0 A5 5

15 Mothbaed Raiway D ism anted Raiwa y Ch innor & Prince s Risborough Raiway Cavert Waste West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 2.2 Schematic map of RUS area Severn Bridge Engish Bridge Doube Track (mixed traffic) Singe Track (mixed traffic) Singe Track (operated by ightweight rai vehice) Barton North Doube Track (Freight Ony) SHREWSBURY STAFFORD Trent Vaey No. 1 Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Cowich Rugeey North Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Rugeey Power Station Bescot Newton Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Angesea Sidings (Cosed) Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews Lichfied Trent Vaey Park Lane BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Lichfied Trent Vaey Kingsbury Wichnor Birch Coppice Water Hams Ha Orton Euro s Termina Whitacre TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Stechford North Stechford Adderey Park Lea Ha Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Gravey Hi Perry Barr Aston s Perry Barr Witton Aston s Jeweery Quarter Duddeston Sidings BIRMINGHAM Soho SNOW HILL s Five Ways University Sey Oak Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Lichfied City Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Hamstead Duddeston Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth Singe Track (Freight Ony) Mothbaed Line (Freight Ony) Dismanted Raiway (Trackbed Protected) London Underground Infrastructure Main InterCity Station (Interchange Opportunities) --- Other routes Ha Green Oton Caney Coventry North Bakedown Bournvie Lifford Trent Vaey s Yardey Wood Soihu Long Buckby COVENTRY RUGBY NORTHAMPTON Kidderminster Shirey Widney Manor Kings Severn Vaey Norton s Kings Norton Gibbet Hi Dorridge Raiway Whitocks End Ledbury Shewick HEREFORD Cowa Hartebury Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Rover - MG Longbridge Car Pant Northfied (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Wovercot Oxford North OXFORD Miverton Leamington Spa LEAMINGTON SPA Caydon L.N.E. Mothbaed Raiway WATFORD Ayesbury Vae Parkway Ayesbury Bicester Ayesbury North Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Bicester Great Missenden Town Monks Risborough Amersham Princes Risborough s Princes Chafont & Latimer Risborough Choreywood Saunderton High Wycombe Rickmansworth Seer Green London Underground Infrastructure Moor Park Harrow-on-the-Hi Northot Park South Ruisip Gerrards Cross Denham Gof Cub Denham West Ruisip Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 15

16 D ism anted Raiwa y D ism anted Raiwa y hinnor & Prince Cavert Waste 2. Dimensions Figure 2.3 Corridors Trent Vaey No. 1 Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Handsworth Sidings Smethwick Rofe Street Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Duddeston Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Water Hams Ha Orton Euro s Termina Whitacre Stechford North Stechford Adderey Park Lea Ha Lifford s Rover - MG Longbridge Car Pant (Cosed) Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Stoke Works Barnt Green Barnt Green Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge Ayesbury Camp Hi Cannock & Wasa Coventry Corridor Barton North Cross City & Lickey Incine Wichnor Cowich Rugeey STAFFORD North Derby & Nuneaton SHREWSBURY Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Daraston Rugeey Power Station Bescot Bescot Yard Newton Hamstead Tame Bridge Parkway Angesea Sidings (Cosed) Lichfied Trent Vaey Park Lane Lichfied Trent Vaey Kingsbury TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Dismanted Raiway BIRMINGHAM NEW STREET Dismanted Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Smethwick Gaton Bridge The Hawthorns Gravey Hi Perry Barr Aston s Perry Barr Witton Aston s Jeweery Quarter Duddeston Sidings BIRMINGHAM Soho SNOW HILL s Five Ways University Sey Oak Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Lichfied City Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth Hereford and Worcester Leamington Spa & Chitern Leamington Spa & Nuneaton Shrewsbury Stafford & Woverhampton Stourbridge Stratford-Upon-Avon Sutton Park --- Disused ines --- Other routes Bakedown Bournvie Ha Green Yardey Wood Oton Soihu Caney COVENTRY Coventry North Trent Vaey Long Buckby Kidderminster RUGBY NORTHAMPTON Shirey Widney Manor Kings Norton s Kings Norton Gibbet Hi Severn Vaey Dorridge Raiway Whitocks End Hartebury Northfied Longbridge Wytha Earswood Hatton s Lapworth Hatton Warwick Parkway Warwick Miverton Leamington Spa Mothbaed Raiway Ledbury Cowa Bromsgrove Avechurch Redditch The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Caverdon Banbury Kings Sutton Aynho Heyford Tackey Wovercot LEAMINGTON SPA Bicester North Bicester Town Caydon L.N.E. Ayesbury Vae Parkway Ayesbury Ayesbury Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Great Missenden Monks Risborough Amersham WATFORD HEREFORD Oxford North OXFORD Princes Risborough s Princes Risborough Saunderton High Wycombe Seer Green Chafont & Latimer Choreywood Rickmansworth London Underground Infrastructure Moor Park Harrow-on-the-Hi Northot Park South Ruisip Gerrards Cross Denham Gof Cub Denham West Ruisip Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 16

17 West Midands and Chiterns Route Utiisation Strategy May 2011 London Maryebone is one of London s main Rai terminus stations, and is served by London Underground s Bakeroo ine. Operated by Chitern Raiways, it is smaer than many of the other London termina stations but a recent expansion in the number of patforms has faciitated an increase in services and the number of passengers using the station. The main services into the station are aso operated by Chitern Raiways. 2.5 Scope of services The RUS wi consider a passenger and freight services that make a or part of their journey within the RUS area, to the extent necessary to achieve the route utiisation objective regardess of whether or not the physica infrastructure fas within the boundaries of the West Midands and Chiterns RUS area. The RUS wi consider passenger fows into the centra Birmingham stations Birmingham New Street, Birmingham Moor Street and Birmingham Snow Hi and London Maryebone. These stations support key market fows within the RUS area, namey oca commuter, interurban and ong distance passenger fows. The RUS wi anayse the service fows which support these markets and consider the impact of future demand. Anaysis wi focus on oca commuter services between key ocations in the West Midands and the Birmingham centra stations, and between London Maryebone and ocations on the Ayesbury and Chiterns ines. The RUS aso considers interurban services that operate between Birmingham and other key urban centres incuding Rugby, Stafford, Worcester, Woverhampton, Derby, Cardiff, Nottingham and Leicester. Long distance services wi aso be examined, incuding services to London Maryebone from Stratford-upon-Avon, Kidderminster and Birmingham, and inter-city services passing through Birmingham New Street, incuding those from Penzance, Bristo, Liverpoo, Manchester, London Euston, Bournemouth, Edinburgh, Gasgow and Newcaste. 2.6 Linkage to other RUSs Network Rai is continuing to work through a programme of RUSs which, once compete, wi cover the rai network of Great Britain. The West Midands and Chiterns RUS is the penutimate geographica RUS and interfaces with other parts of the network which have been or are being covered in other RUSs, incuding the East Midands, Great Western, London and South East, Waes, and West Coast Main Line RUSs. The East Midands RUS, estabished in Apri 2010, covers the ines on the Midand Mainine strategic route not assessed by the West Midands and Chiterns or Yorkshire and Humber RUSs. This interacts with the West Midands and Chiterns RUS area at Nuneaton and Wichnor Jn and the two RUSs interface on the routes from Birmingham to Peterborough, Cambridge and Stansted. The East Midands RUS has aso considered freight capacity for intermoda journeys from the West Midands to Yorkshire and the North East markets. The Great Western RUS, estabished in May 2010, interfaces with the West Midands and Chiterns RUS on the Bristo, Great Mavern and Birmingham routes. The Great Western RUS has ed the anaysis on services from the West Midands to the South West and South Coast. It has aso assessed crowding on interurban services between the South West, South Coast, West Midands, Manchester and the North East. The London and South East RUS, aunched in 2009 as part of the second generation portfoio of RUSs, provides a broader investigation into capacity in and around London and the South East. The Draft due for Consutation was pubished in December 2010 and the fina document wi be pubished in Juy The Waes RUS, estabished in January 2009, interfaces with the West Midands and Chiterns RUS on the ines from Birmingham to centra Waes via Shrewsbury, and Birmingham to Hereford. The West Coast Main Line RUS was aunched in ate 2008 and was pubished as a Draft for Consutation in December The West Coast Main Line (WCML) passes through parts of the West Midands and Chiterns RUS geography, and athough it is not directy within the scope of the study, it has an infuence on operations and train services. Due to the reationship between the two RUSs, their deveopment has been cosey aigned to provide synergy between the two strategies. The fina West Coast Main Line RUS wi be pubished in Juy Due to the interfaces between the West Midands and Chiterns, East Midands, and Great Western RUS, these strategies have been interinked in programme, scope area and services with particuar regard to the interurban services currenty operated by the CrossCountry franchise. Due to services operating across severa routes, cross-boundary issues have arisen. The West Midands and Chiterns RUS has ed the anaysis on the foowing services: Nottingham to Cardiff Birmingham to Derby Birmingham to Manchester Birmingham to Liverpoo Coventry to Derbyshire, Yorkshire and North East. The West Midands and Chiterns RUS considers input and anaysis nationay from the Freight RUS estabished in May 2007 and the Strategic Freight Network (SFN). It aso considers emerging strategies from the Network RUS concerning nationa eectrification issues, roing stock and depots, station deveopment and scenarios and ong distance forecasts. 17

18 2. Dimensions The origina programme of RUSs is schedued to be competed during As part of the ongoing RUS programme, second generation RUSs are being deveoped so that recommended strategies remain vaid and cover the ong-term panning framework as set out in Government poicy. These strategies wi not seek to confine themseves to a particuar geographic area and wi aso not reappraise the recommendations made in estabished RUSs where these remain vaid. Recommendations made in any RUSs wi be reviewed when any changes occur which may significanty affect the recommendations of the origina strategy. 2.7 Linkage to other studies In order to successfuy fufi its roe in industry panning, the RUS shoud fit into a wider panning framework reating not ony to rai schemes, but aso extending to other major strategies and poicies covering key issues such as housing, economic deveopment, socia incusion and environmenta awareness. For it to be an effective strategy it shoud be broady aigned and consistent with these. During the deveopment of this RUS severa changes have taken pace in the way that oca and regiona panning is administered in the UK. Foowing the estabishment of the coaition Government in May 2010, the approach to pubic spending and oca panning has been reviewed, with the aim of reviving and deveoping the UK economy. A key poicy has been to free oca government from centra and regiona contro and devove greater powers to councis and oca communities. Associated with this is the proposed aboition of the former Regiona Deveopment Agencies and the forma documents which they produced, such as the Regiona Spatia Strategies (RSS). It is proposed that oca authorities wi take coective responsibiity for determining the appropriate eve of growth anticipated in their areas. Foowing the aboition of the former regiona strategies in May 2010, the RUS is no onger abe to draw directy on their recommendations. In these circumstances the representation of oca councis and governing bodies in the Wider Stakehoder Group has been essentia for understanding the changes as they have evoved. Whist the key themes and outputs of the former regiona documents are sti considered to have some reevance for understanding the oca panning context, the RUS has ooked directy to the oca authorities for guidance on key issues such as trave behaviour and anticipated housing growth in the regions they cover. The foowing regiona and oca panning documents (some of which have now been formay aboished) have provided supportive information during the deveopment of the RUS: Airport Master Pan to 2030 November 2007 (Birmingham Airport) Air Transport White Paper December 2003 (DfT) Connecting Communities June 2009 (ATOC) Deivering a Sustainabe Transport System November 2008 (DfT) High Leve Output Specification Deivering a Sustainabe Raiway Juy 2007 (DfT) North-South inks in Buckinghamshire 2008 (Chitern Raiways) Rai Technica Strategy Juy 2007 (DfT) Roing Stock Pan January 2008 (DfT) South East Pan May 2009 (South East Engand Regiona Assemby) Surface Access Strategy November 2007 (Birmingham Airport) Thames Vaey Regiona Panning Assessment June 2007 (DfT) Transport 2025 vision Transport vision for a growing city November 2006 (Transport for London) West Midands Regiona Panning Assessment Juy 2006 (DfT) West Midands Regiona Spatia Strategy January 2008 revised version (Government Office for the West Midands) West Midands Region Rai Deveopment Pan June 2009 (Centro) NEC Group Annua Review (Master Pan) 2008/ 2009 (NEC Group) Loca deveopment frameworks were estabished with RSSs and intended to be a foder of oca deveopment documents prepared by district councis and unitary authorities to outine spatia panning strategy for each oca area. Whist the RSS is now aboished, the current guidance in reation to the oca deveopment framework is that they wi continue subject to a review and with reference to regiona poicy removed. 18

19 West Midands and Chiterns Route Utiisation Strategy May West Midands and Chiterns RUS time horizon The West Midands and Chiterns RUS takes a 30-year perspective to be consistent with the ongterm vision adopted in recent UK Government transport panning strategy documents, notaby the DfT s Rai White Paper Deivering a Sustainabe Raiway and Rai Technica Strategy (2007). The RUS covers the 10-year period to 2019 in detai and then describes broad, high eve strategic issues and interventions through to The outputs wi form the rai industry s preferred strategy for raiway reguatory Contro Period 5 (2014 to 2019) and 6 (2019 to 2024). 19

20 3. Current demand, capacity and deivery 3.1 Introduction In this chapter, the current function and capabiity of the rai network in the West Midands and Chiterns Route Utiisation Strategy (RUS) area is described. Profies are provided for passenger and freight operations, as we as information about the current infrastructure, capacity and capabiity; how it performs and how it is maintained. 3.2 Train operating companies At present, eight passenger train companies operate in the West Midands and Chiterns RUS area: Arriva Trains Waes is the principa operator within Waes, with services via Shrewsbury extending through the West Midands to Birmingham Internationa via Birmingham New Street. The franchise is due to run unti Chitern Raiways provides ong distance services between London Maryebone and the West Midands. The route aso serves significant commuter markets and eisure fows to the main settements in Buckinghamshire and north Oxfordshire. They aso operate services between London Maryebone and Ayesbury Vae Parkway via Amersham and between Princes Risborough and Ayesbury. A sma number of services aso operate to Kidderminster and Stratford-upon-Avon. The franchise commenced in 1996, and in 2002 a new 20 year franchise was awarded in return for commitments to invest in network enhancements. The fina seven-and-a-haf years of the franchise term were confirmed for Chitern Raiways in return for the investment commitments made as part of the Evergreen 3 project. CrossCountry provides ong distance and interurban services on those routes which do not serve London, inking Scotand and the North East with the East and West Midands, the South West and the South Coast. These incude services between Pymouth and Edinburgh, Cardiff and Nottingham, Birmingham and Stansted Airport, Reading and Newcaste, Manchester Piccadiy and Bournemouth and Manchester Piccadiy and Bristo Tempe Meads. These services traverse the RUS area and Birmingham New Street is a significant eement of their operation for CrossCountry passengers wishing to interchange between them and with other operators services. The current CrossCountry franchise was awarded in November 2007 and is due to run unti Apri First Great Western operates services on the periphery of the RUS area. Within the RUS area they provide a ong distance service between Hereford and London Paddington via Worcester, and oca services between Banbury and Oxford. They operate via Worcester to Great Mavern from Bristo and beyond. Their core service operates from London Paddington through Reading to Oxford, Bristo, the West of Engand, and South Waes and reies on the punctuaity of ong distance passenger and freight services using the Leamington Spa, Worcester and Chetenham corridors. The franchise commenced in Apri 2006 for a period of 10 years, with a possibe break point after seven years. London Midand is the principa operator of interurban and suburban services across the West Midands. Loca commuter services operate from centra Birmingham stations to key destinations in and around the West Midands region incuding Worcester, Leamington Spa, Stratford-upon-Avon, Coventry, Woverhampton, Wasa, Hereford, Redditch, and Stafford. London Midand operates onger distance services between Birmingham New Street and Liverpoo Lime Street, and between Birmingham New Street and London Euston. The franchise was awarded in November 2007 for a period of eight years. 20

21 West Midands and Chiterns Route Utiisation Strategy May 2011 London Underground Limited (LUL) runs services on the Metropoitan ine from London through Harrow-on-the-Hi to Amersham and Chesham. Much of the ine is shared with the main ine raiway service operated by Chitern Raiways which runs from London Maryebone. Virgin Trains operate ong distance passenger services between London, the West Midands, the North West, North Waes, Gasgow, and Edinburgh. Within the RUS area they operate three trains per hour on weekdays, between London Euston and the West Midands, via the West Coast Main Line, two to Birmingham New Street with one continuing on to Woverhampton. One train per hour is aso operated between Birmingham New Street and Gasgow or Edinburgh. The franchise was awarded for a 15-year period from 1997 to March In addition to the operators outined above, Vintage Trains aso operate seasona summer steam services, primariy between Birmingham Snow Hi and Stratford-upon-Avon. There are a number of Community Rai Partnerships who provide marketing and promotiona support to parts of the rai network covered by the West Midands and Chiterns RUS. Members of the Association of Community Rai Partnerships are isted beow: Partnership Cotswod Line Promotion Group Shrewsbury to Chester Rai Partnership Route Hereford to Worcester Shrewsbury to Wrexham and Chester 3.3 Current passenger market profie The West Midands and Chiterns RUS covers a arge geographica area which has a popuation of around seven miion, of which five miion ive within the West Midands region and around two miion ive in the areas in reativey cose vicinity to the Chitern ine and the ine from Ayesbury to London Maryebone. The rai network in the RUS area inks the West Midands to London and aso provides wider connectivity to other arge UK cities incuding Leeds, Liverpoo, Manchester, Sheffied, Newcaste, Cardiff, Bristo, Southampton, Gasgow and Edinburgh. The main passenger markets for rai within the RUS area can be identified as oca commuting, interurban, and ong distance. The journey demand eves and trave patterns within these markets refect the concentrations of popuation and economic and socia activity Loca commuter market Loca commuter services within the RUS area are designed to meet commuter, shopping and eisure needs, particuary into the key centres of economic and socia activity. Loca rai commuting focuses on the major empoyment centres within the area and has seen significant growth in recent years. The key empoyment ocations are concentrated in the Metropoitan area which incudes the cities and urban centres of Birmingham, Woverhampton, Coventry, Soihu, Dudey and Wasa. The West Midands commuter rai network operated by London Midand is extensive and busy, with services on some corridors running as often as every 10 minutes. For most other corridors there are at east two trains per hour, athough some smaer stations may receive a ower frequency of service. Recent anaysis has shown that the busiest commuter corridors are the Coventry, Woverhampton, Stourbridge and Cross City ines. 21

22 3. Current demand, capacity and deivery Chitern Raiways meets the commuter needs of a arge sector covering north west London, Buckinghamshire and North Oxfordshire. There has been substantia growth in this market in recent years, and in excess of 11,000 commuters now arrive at London Maryebone in the three-hour morning peak. Smaer commuter markets exist into other towns on the route such as High Wycombe and Ayesbury. Chitern aso supports oca commuter demand for trave into Birmingham. The provision of an a day frequency of two trains per hour between Birmingham Moor Street and London Maryebone supports oca commuting as we as onger distance business and eisure trave. In the peak hours, the extension of the Chitern service to Kidderminster and Stourbridge Junction is significant for this market, and in the South East Region the additiona commuter services to London Maryebone from High Wycombe and Princes Risborough, and the haf-houry service from Ayesbury via Amersham, are equay important for providing access to empoyment in London. The significant growth in oca commuter trave within the West Midands and into London Maryebone can aso be attributed to the ong-term investment and service improvements provided by the rai industry, supported by oca authorities and the Integrated Transport Authority. In recent years faster and more frequent trains have been deivered on many of the busier West Midands commuter routes, with associated improvements in station faciities and customer information. Recent investment on the Chitern route, under the stewardship of Chitern Raiways, has concentrated on the deveopment of new stations, providing additiona patforms and car parking, and improving track and signaing on the route. These improvements have resuted in faster journey times, more reguar timetabes and additiona services which support current demand and encourage passenger growth Interurban market Interurban services operate to destinations within and beyond the RUS area boundaries and aim to support business, wider commuting and eisure trave. The considerabe growth in this market in recent years is seen as a refection of changing empoyment structures and trave patterns. Traditionay interurban rai services have primariy supported business and eisure trave, but in recent years they have aso become more popuar for commuters due to enhanced frequencies and faster journey times, and the increasing desire to avoid road congestion in towns and cities. The interurban market between London and the surrounding urban centres has grown consistenty in the ast few decades, refecting economic and demographic trends. The areas of the South East covered by this RUS are significant residentia areas for London commuters, with London being the argest empoyment centre and one which can be accessed quicky by rai. Interurban trave to major cities outside London has aso grown in recent years, with Birmingham New Street station acting as a significant interchange point at the centre of the interurban network within the RUS area. CrossCountry is a key operator of regiona services connecting major cities and towns outside London. The majority of CrossCountry s services pass through Birmingham New Street providing regiona inks to key destinations incuding Derby, Nuneaton, Leicester, Stansted Airport, Chetenham, Cardiff and Nottingham. London Midand aso offers semi-fast interurban services, with haf-houry services operating from Birmingham New Street to Liverpoo Lime Street, one an hour to Hereford via Bromsgrove, and two services an hour operating to Northampton. There are aso two trains per hour to Shrewsbury, provided by London Midand and Arriva Trains Waes. The journey times between Birmingham and these cities and towns are generay competitive with or better than those avaiabe by car and bus due to road congestion. Interurban services are aso operated from the other centra Birmingham stations in the RUS area, with Chitern Raiways providing connectivity to Birmingham from other urban centres via the Chitern Main Line. Commuting into Birmingham from Banbury and Leamington Spa, in particuar, has increased in recent years with Birmingham acting as a key empoyment centre Long distance market The Chitern Main Line, referred to in this strategy as the Leamington Spa and Chitern Corridor, connects the UK s two argest cities. In addition to the oca and interurban trave outined earier, services on the Chitern route aso support ong distance business, eisure and commuter trave. Chitern Raiways operates haf-houry services from London Maryebone to Birmingham Snow Hi and Birmingham Moor Street stations, and five trains per day from London Maryebone to Stratford-upon-Avon. In addition to the services between Birmingham and London, the RUS area aso supports ong distance trave beyond its geographica boundaries. Due to its centra ocation, the West Midands area acts as a hub of the nationa rai network with many ong distance services passing through Birmingham New Street, which is a primary interchange station for many destinations across the network. CrossCountry operates a network of ong distance services between cities outside London, inking Pymouth and Penzance to Edinburgh via Bristo Tempe Meads, Leeds and York, Bournemouth and Bristo Tempe Meads to Manchester Piccadiy, and Reading to Newcaste. First Great Western aso provides services from Hereford and Worcester to Oxford and London Paddington. Virgin Trains operates an houry service between Birmingham New Street and Gasgow or Edinburgh. 22

23 West Midands and Chiterns Route Utiisation Strategy May Leisure and tourism market The tourist and eisure attractions within the RUS area attract a substantia number of visitors, and rai provides an increasingy attractive mode of access both to oca, interurban and onger distance traveers. Within the West Midands region visitor attractions incude Shakespeare s Stratford-upon- Avon, Warwick Caste, Cadbury Word, Edgbaston cricket ground, the Buring Centre and the Nationa Memoria Arboretum near Arewas. Various specia events are aso hed on a reguar basis at the Nationa Exhibition Centre, Nationa Indoor Arena, Internationa Convention Centre and LG Arena. Within the South East region, eisure trave has aso increased in recent years with passengers reguary traveing by train to visit major tourist attractions and paces of interest in London, as we as other ocations accessibe via the Chitern and Ayesbury routes such as Bicester Viage, the Chitern Area of Outstanding Natura Beauty, and events at Wembey Stadium and Arena Airport Access Rai aso provides surface access to some key UK airports, both within the RUS area and beyond its geographica boundaries. These incude: Birmingham Airport In a standard hour, nine direct services are operated via Birmingham New Street station to Birmingham Internationa station, which is ocated via the Air-Rai Link peope mover system, ony 500 metres from the passenger terminas. These services are provided by a number of train operators, and provide air passengers from both the oca area and ocations outside the RUS area, with direct access to Birmingham Airport. East Midands Airport There are no direct inks to East Midands Airport from within the RUS area but connections can be made from services which ca at Derby and Nottingham. A Skyink bus connects these stations to the airport on a 30-minute frequency. Liverpoo John Lennon Airport London Midand provides two direct services an hour from Birmingham New Street to Liverpoo South Parkway. There is an express bus service which runs from the station to the airport. London Heathrow Airport There is currenty no direct surface access from the RUS area to London Heathrow Airport. Current access is provided by connecting services at London Paddington station or by London Underground services. An aternative mode of access is provided via bus or coach inks from High Wycombe and Reading. Manchester Airport There are no direct inks to Manchester Airport station from within the RUS area but connections can be made from services which ca at Crewe and Manchester Piccadiy stations. Stansted Airport CrossCountry provides an houry service from Birmingham New Street station to Stansted Airport via Leicester, Peterborough and Cambridge. Stansted Airport station is ocated under the termina buiding. 3.4 Current passenger services Current passenger service provision The foowing diagrams depict a standard (offpeak) hour service provision, divided into the foowing segments: Ayesbury corridor (Figure 3.1) Coventry corridor (Figure 3.2) Cross City North and Wasa corridors (Figure 3.3) Cross City South and Derby and Nuneaton corridors (Figure 3.4) Leamington Spa, Stratford-upon-Avon and Chitern corridors (Figure 3.5) Birmingham Snow Hi-Worcester corridor (Figure 3.6) Woverhampton and Shrewsbury corridor (Figure 3.7). 23

24 3. Current demand, capacity and deivery Figure 3.1 Ayesbury corridor standard off-peak hour service provision Loca services London Underground Service Station stop Watford Station stop with interchange opportunities Amersham Chafont and Latimer Choreywood Rickmansworth Moor Park Harrow-on-the-Hi London Maryebone Figure 3.2 Coventry corridor standard off-peak hour service provision Nuneaton Ayesbury Stoke Mandevie Wendover Great Missenden Ayesbury Vae Parkway Litte Kimbe Monks Risborough Princes Risborough Loca distance services Interurban services Loca services Station stop Station stop with interchange opportunities To North Waes Bedworth Rugby Long Bucky Northampton To London Euston To Woverhampton To Manchester To London Euston To London Euston To London Euston Birmingham New Street Adderey Park Stechford Lea Ha Marston Green Birmingham Internationa Hampton-in-Arden Berkswe Tie Hi Caney Coventry To South/ South West 24

25 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.3 Cross City North and Wasa corridors standard off-peak hour service provision Rugeey Trent Vaey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Bescot Stadium Tame Bridge Parkway Hamstead Perry Barr Witton Lichfied Trent Vaey Lichfied City Shenstone Bake Street Buters Lane Four Oaks Sutton Codfied Wyde Green Chester Road Erdington Gravey Hi Aston Duddeston Birmingham New Street To Longbridge To Longbridge To Longbridge To Longbridge To Redditch To Redditch To Woverhampton To Woverhampton Loca services Station stop Station stop with interchange opportunities 25

26 3. Current demand, capacity and deivery Figure 3.4 Cross City South and Derby and Nuneaton corridors standard off-peak hour service provision To Nottingham To Scotand To Nottingham To Newcaste To Stansted Airport To Leicester Nuneaton Coeshi Parkway To Manchester Tamworth To Lichfied City To Lichfied City To Four Oaks To Four Oaks To Lichfied Trent Vaey To Lichfied Trent Vaey Birmingham New Street To the South/ South West Five Ways University Sey Oak Bournvie Kings Norton Northfied Longbridge Barnt Green Bromsgrove Avechurch Redditch Droitwich Spa To the South/ South West To Cardiff To the South/ South West Worcester Foregate Street Mavern Link Great Mavern Cowa Interurban services Loca services Station stop Ledbury Hereford Station stop with interchange opportunities 26

27 * ** West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.5 Leamington Spa, Stratford-upon-Avon and Chitern corridors standard off-peak hour service provision Leamington Spa, Stratford-upon-Avon and Chitern Corridor - Standard off-peak hour service provision Birmingham Snow Hi Birmingham Moor Street To Birmingham New Street Bordesey Sma Heath Tyseey Spring Road Ha Green Yardey Wood Shirey Whitocks End Wytha Acocks Green Oton Soihu Widney Manor Dorridge Lapworth Earswood The Lakes Hatton Warwick Parkway Wood End Danzey Heney-in-Arden Wooton Warwen Wimcote Stratford-upon-Avon Caverdon Bearey Warwick To South/South West To South/South West Leamington Spa Banbury Kings Sutton Bicester North Haddenham and Thame Parkway Princes Risborough Saunderton High Wycombe Beaconsfied Seer Green and Jordans Gerards Cross Denham Gof Cub Denham West Ruisip South Ruisip Long distance services Interurban services Northot Park Sudbury Hi, Harrow Loca services Sudbury and Harrow Road Station stop Wembey Stadium Station stop with interchange opportunities London Maryebone Service does not run every hour * To Manchester 27

28 3. Current demand, capacity and deivery Figure 3.6 Birmingham Snow Hi Worcester corridor standard off-peak hour service provision Worcester Shrub Hi Worcester Foregate Street Droitwich Spa Kidderminster Bakedown Hagey Stourbridge Junction Lye Cradey Heath Od Hi Rowey Regis Langey Green Smethwick Gaton Bridge The Hawthorns Jeweery Quarter Birmingham Snow Hi Loca services To Whitocks End To Whitocks End To Dorridge To Dorridge To Dorridge To Stratford-upon-Avon Station stop Station stop with interchange opportunities 28

29 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.7 Woverhampton and Shrewsbury corridor standard off-peak hour service provision Long distance services Interurban services Loca services Station stop Station stop with interchange opportunities To Manchester Piccadiy To Manchester Piccadiy To Liverpoo Lime Street To Liverpoo Lime Street To Scotand To the South/ South West To the South/ South West To North/ Mid Waes Shrewsbury Weington Oakengates Teford Centra Shifna Cosford Abrighton Stafford Penkridge Codsa Bibrook Woverhampton Coseey Tipton Dudey Port Sandwe and Dudey Smethwick Gaton Bridge Smethwick Rofe Street Birmingham New Street To London Euston To Birmingam Internationa To Wasa 29

30 3. Current demand, capacity and deivery Current passenger service journey times Tabe 3.1 presents the fastest journey times for rai services operated on key ong distance routes into Birmingham and London Maryebone and their average speeds. It outines the fastest direct journey time avaiabe to passengers for arrivas in the morning high peak hour (between 08:00 and 08:59) and the inter-peak hours (10:00 and 16:00). The average speed of the fastest train service and the number of stops it makes, are aso presented. As shown in the tabe, the average speeds of rai journeys vary substantiay in the RUS area. The number of stops made during the journey affects the average speed that can be achieved. Tabe 3.1: Fastest journey times into centra Birmingham and London Maryebone Origin and destination High-peak hour (08:00 08:59) Inter-peak (10:00 16:00) From To Route mies Journey time No. of stops Average speed by rai (mph) Journey time* No. of stops Average speed by rai (mph) Into centra Birmingham London Euston Birmingham New Street hr 22 mins hr 22 mins 3 84 Derby Birmingham New Street mins mins Direct 74 Sheffied Birmingham New Street 78 1 hr 11 mins hr 4 mins 1 73 Miton Keynes Centra Birmingham New Street mins mins 2 72 Preston Birmingham New Street hr 38 mins hr 38 mins 4 63 Bristo Birmingham New Street 89 1 hr 26 mins hr 26 mins 2 62 Leeds Birmingham New Street hrs 9 mins hr 52 mins 5 62 Manchester Piccadiy Birmingham New Street 82 1 hr 26 mins hr 24 mins 3 59 Banbury Crewe Stoke-on- Trent Birmingham Moor Street Birmingham New Street Birmingham New Street mins** mins** mins mins mins mins 1 56 Cambridge Birmingham New Street hrs 50 mins hrs 38 mins 9 52 Northampton Leicester Shrewsbury Birmingham New Street Birmingham New Street Birmingham New Street 50 1 hr hr mins mins mins mins 4 48 Nottingham Birmingham New Street 57 1 hr 17 mins hr 14 mins

31 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 3.1 (continued): Fastest journey times into centra Birmingham and London Maryebone Origin and destination High-peak hour (08:00 08:59) Inter-peak (10:00 16:00) From To Route mies Journey time No. of stops Average speed by rai (mph) Journey time* No. of stops Average speed by rai (mph) Into London Maryebone Banbury London Maryebone mins mins** 0 77 Leamington Spa London Maryebone 89 1 hr 12 mins** hr 11 mins** 1 75 Soihu London Maryebone hr 21 mins** hr 29 mins** 3 71 Ayesbury London Maryebone mins hr 8 43 * Based on a sampe of journey times on Wednesdays between 10:00 and 16:00 hours ** Based on Evergreen 3 project December 2011 timetabe Tabe 3.2 outines other journeys between key ocations within the RUS area incuding airports of reevance to the West Midands and Chiterns RUS area. The fastest rai journey times possibe during the high peak hour and inter-peak are indicated. For some pairs of ocations, there are no direct rai services between them. The end to end rai journey time, incuding rai interchange time, is presented instead, aong with the interchange station(s). In the case of Worcester Shrub Hi to Bristo Tempe Meads and Birmingham New Street to Stansted Airport, the journey time for the fastest direct service and the fastest service requiring interchange are outined due to the fact that a significant journey time saving can be made by interchanging. Tabe 3.2: Journey times between other key ocations From To High-peak hour (08:00-08:59) Inter-peak hour (10:00-16:00) Fastest journey time Interchange point(s) Fastest journey time* Interchange point(s) Coventry Leicester 1 hr 9 mins Nuneaton 1 hr 3 mins Nuneaton Shrewsbury London Euston 2 hrs 21 mins Woverhampton, 2 hr 38 mins Crewe Wasa London Euston 2 hrs 1 min Wasa Wasa Liverpoo Lime Street Manchester Piccadiy Birmingham New Street 2 hrs 3 mins 2 hrs 43 mins Woverhampton 2 hrs 30 mins 2 hrs 3 mins Rugeey Trent Vaey, Stoke-on- Trent 2 hrs 19 mins Woverhampton London Euston 1 hr 38 mins Direct 1 hr 49 mins Direct Birmingham New Street Birmingham New Street Birmingham New Street Worcester Shrub Hi Worcester Shrub Hi Bristo Tempe Meads London Paddington 1 hr 49 mins Direct 1 hr 29 mins Direct 1 hr 21 mins Chetenham Spa 2 hrs 25 mins Direct 2 hrs 21 mins Direct Worcester Foregate Street Hereford 51 mins Direct 47 mins Direct 31

32 3. Current demand, capacity and deivery Tabe 3.2 (continued): Journey times between other key ocations From To High-peak hour (08:00-08:59) Inter-peak hour (10:00-16:00) Fastest journey time Interchange point(s) Fastest journey time* Interchange point(s) Derby Birmingham Internationa** 1 hr 7 mins Direct 1 hr 2 mins Birmingham New Street Leeds Birmingham Internationa** 2 hrs 39 mins Birmingham New Street 2 hrs 27 mins Birmingham New Street York Birmingham Internationa** 2 hrs 59 mins Doncaster, Birmingham New Street 2 hrs 21 mins Birmingham New Street Birmingham New Street Birmingham New Street Ayesbury High Wycombe Birmingham New Street East Midands Parkway** Liverpoo South Parkway** London Heathrow Airport London Heathrow Airport Stansted Airport 1 hr 11 mins Derby 1 hr 1 min Derby 1 hr 23 mins Direct 1 hr 23 mins Direct 1 hr 51 mins 1 hr 26 mins Princes Risborough, London Maryebone, London Underground services, London Paddington London Maryebone, London Underground services, London Paddington 1 hr 50 mins 1 hr 22 mins 3 hrs 16 mins Direct 3 hrs 23 mins Direct 2 hrs 40 mins London Euston, London Underground 2 hrs 35 mins London Maryebone, London Underground services, London Paddington London Maryebone, London Underground services, London Paddington London Euston, London Underground * Based on a sampe of journey times on Wednesdays between 10:00 and 16:00 hours ** Additiona time needs to be added to the rai journeys to reach the airports from the rai stations: Birmingham Internationa station Birmingham Airport : <5 mins by Air-rai ink East Midands Parkway East Midands Airport: approximatey 10 minutes by taxi Liverpoo South Parkway Liverpoo John Lennon Airport: opportunity 10 minutes via bus ink Based on an examination of journey times and average speeds, and taking into account journey time issues raised by stakehoders, the RUS has identified journey time gaps to be considered as part of its anaysis. Journey time gaps and options are presented in Chapter First and ast services Tabe 3.3 and 3.4 show the eary and ate services (incuding weekends) to and from Birmingham and to and from London Maryebone. This anaysis wi hep to inform the prioritisation of routes which may require earier and ater services. Where stakehoders have highighted the first and ast services as a gap, further anaysis has been undertaken to determine any constraints on service times. The RUS presents this anaysis in Chapter 6. 32

33 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 3.3 First and ast service anaysis Weekday Saturday Sunday * Station First arriva in Birmingham Last departure from Birmingham First arriva in Birmingham Last departure from Birmingham First arriva in Birmingham Last departure from Birmingham Regiona destinations to and from Birmingham New Street / Moor Street Birmingham Internationa 06:19 23:53 06:32 23:13 09:06 23:14 Bromsgrove 06:46 23:00 07:19 20:59 15:37 21:00 Cannock 06:57 23:18 07:28 23:18 10:46 22:40 Chetenham Spa 07:56 22:12 07:56 21:12 10:36 22:12 Coeshi Parkway 07:15 22:22 06:43 22:22 12:15 21:52 Coseey 06:43 23:09 06:44 23:08 08:46 23:09 Coventry 06:19 23:53 06:39 23:13 09:06 23:14 Hereford 08:37 20:59 09:11 20:59 15:30 21:00 Kidderminster 06:28 22:59 06:45 22:59 10:20 22:55 Leamington Spa 06:33 23:33 07:12 23:40 10:26 21:18 Lichfied City 06:49 23:15 07:01 23:15 10:12 23:06 Longbridge 06:34 23:34 06:34 23:34 10:03 23:15 Marston Green 06:19 23:53 06:39 23:13 09:06 23:14 Northampton 06:19 23:10 07:01 23:53 10:30 23:00 Nuneaton 07:15 22:22 06:43 22:22 12:15 21:52 Redditch 07:03 23:14 07:02 23:14 10:03 23:15 Shirey 06:48 23:28 07:22 23:30 10:12 18:22 Shrewsbury 06:17 23:32 06:20 23:35 09:15 23:24 Soihu 06:17 23:33 07:12 23:40 10:26 21:18 Stafford 05:58 23:09 05:55 22:36 09:58 22:55 Stourbridge Junction 06:28 23:22 06:45 23:23 10:20 22:55 Stratford-upon-Avon 07:15 20:30 07:54 20:30 10:12 18:22 Sutton Codfied 06:31 23:15 06:31 23:15 09:42 23:06 Tamworth 06:52 23:09 06:50 22:49 12:26 22:03 Teford Centra 06:17 23:32 06:20 23:35 09:15 23:24 Wasa 06:28 23:18 06:26 23:18 10:27 23:17 Warwick 06:33 23:33 07:12 23:40 10:26 21:18 Woverhampton 05:26 23:32 05:55 23:35 08:24 23:24 Worcester Shrub Hi 06:28 22:59 06:53 22:55 10:24 22:52 33

34 3. Current demand, capacity and deivery Tabe 3.3 (continued) First and ast service anaysis Weekday Saturday Sunday * Station First arriva in Birmingham Last departure from Birmingham First arriva in Birmingham Last departure from Birmingham First arriva in Birmingham Last departure from Birmingham Long distance destinations to and from Birmingham New Street Bristo 07:56 22:12 07:56 21:12 10:36 22:12 Cardiff 08:45 22:12 08:45 20:30 13:41 19:30 Leeds 08:09 21:03 08:08 21:03 10:21 22:03 Leicester 07:15 22:22 06:43 22:22 12:15 21:52 Liverpoo Lime Street 08:17 21:36 08:17 20:01 13:16 19:35 London Euston 07:27 23:10 07:45 21:30 10:47 23:00 London Maryebone 07:33 21:18 08:59 21:18 10:26 21:18 Manchester Piccadiy 06:58 22:28 07:00 22:31 09:58 22:01 Miton Keynes Centra 08:03 23:10 09:08 21:30 10:47 23:00 Nottingham 07:24 23:09 07:24 22:10 12:26 20:49 Reading 08:16 22:15 07:51 21:03 10:50 21:03 Sheffied 07:27 21:03 08:08 21:03 10:21 22:03 Stansted Airport 08:45 19:22 08:38 19:22 13:39 19:22 34

35 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 3.4 First and ast service anaysis Weekday Saturday Sunday Station First arriva in London Maryebone Last departure from London Maryebone First arriva in London Maryebone Last departure from London Maryebone First arriva in London Maryebone Last departure from London Maryebone First and ast service anaysis to and from London Maryebone** Amersham 06:25 23:57 07:05 23:57 08:35 23:27 Ayesbury 06:12 00:10 06:30 00:10 08:35 23:45 Banbury 06:35 00:05 07:18 23:45 10:25 23:45 Bicester North 06:35 00:05 07:18 23:45 09:43 23:45 Birmingham Moor Street 07:33 23:07 08:19 22:10 10:50 22:00 Birmingham Snow Hi 09:06 21:07 09:18 21:00 10:50 22:00 High Wycombe 06:12 00:10 06:30 00:10 08:42 23:45 Kidderminster 09:06 20:10 09:18 NDS NDS NDS Leamington Spa 07:06 23:07 08:19 22:10 10:50 22:00 Princes Risborough 06:21 00:10 06:30 00:10 08:42 23:45 Soihu 07:33 23:07 08:19 22:10 10:50 22:00 Stratford-upon-Avon 08:41 19:43 10:04 18:33 12:16 17:36 Sudbury Hi Harrow 07:00 20:40 NDS NDS NDS NDS Warwick 07:33 22:37 08:19 22:10 10:50 22:00 Warwick Parkway 07:06 23:07 08:19 22:10 10:50 22:00 Notes: * Sunday 8th August sampe (sampe sense checked 5 September 2010) Northbound services on the Leamington and Chitern and Stratford-upon-Avon corridors time taken to Birmingham Moor Street Southbound services on the Stourbridge corridor times taken to Birmingham Snow Hi ** Based on December 2010 timetabe NDS no direct service 35

36 3. Current demand, capacity and deivery 3.5 Current passenger demand In 2009/10, approximatey 73 miion passenger rai journeys were made within, to, and from the West Midands and Chiterns RUS area and it is estimated that about 25 per cent of these journeys were made using Centro tickets 1. Passenger demand in the RUS area increased by around 60 per cent between 1998 and , equating to an average growth rate of 4.5 per cent per annum and Figure 3.8 pots the growth rates over this period. This strong historic growth was attributed to severa factors, incuding improved timetabe, faster rai journey time, rai performance improvements, and growth in housing and retai deveopments in the Birmingham conurbation area and in the Chitern region. Of the 73 miion RUS tota journeys in 2009/10, around 18 miion journeys were made to, from and within the Chitern region (incuding London Maryebone) and demand has amost doubed between 1998 and The infrastructure investment made in the Evergreen I and II projects, roing stock refurbishment, new stations and station faciities have stimuated rai demand in the Chitern region. Of the RUS area tota journeys, around 70 per cent were made from entirey within the West Midands and Chiterns RUS area and the remainder were made to/from areas outside the RUS area, predominanty to and from the North West, East Midands and the South East region. Despite the recent economic recession which saw Gross Domestic Product contract for six consecutive quarters during 2008 and 2009, passenger rai demand has remained reativey resiient. In the RUS region the number of rai passenger journeys, as shown in Figure 3.8, has continued to grow, abeit at sighty ower rates than the strong ones seen before the recession and this is consistent with other rai sectors across the UK. The reasons for this growth are compex, but severa factors ess directy inked to the economy have been working in favour of rai, such as a growing popuation, road congestion in cities and urban centres, fue costs, car parking charges and structura changes in trave and empoyment markets. Rai journeys excuding Centro tickets Rai journeys on Centro tickets Figure 3.8 Growth in passenger rai journeys to/from/within the RUS area between 1998/99 and 2009/ % represents growth on previous year 4.8%* Rai journeys (Miions) % 0.5% 3.2% 3.2% 5.9% 3.6% 4.3% 8.5% 6.6% 3.9% / / / / / / / / / / / /10 Source: MOIRA OR 25 (Midands version) and Riff V5. Note: The 4.8 per cent increase between 2008/09 and 2009/10 represents growth in rai journeys excuding Centro tickets. The number of rai journeys made on Centro tickets has not been estimated between 1998 and The number of rai journeys made in 2009/10 is spit between rai journeys made on Centro tickets and non-centro tickets. Figures incude journeys made on London travecards. 1 Centro ticket here refers to the products offered by Centro, the Integrated Transport Authority for West Midands. There are four main ticket types offered by Centro. These are the zona season ticket which is for rai use ony, the zona season ticket for a modes, the daiy zona ticket for a modes and the free trave pass for those over 60. These tickets are not incuded in pre-2009 MOIRA (LENNON rai ticket) data. An exercise undertaken as part of the MOIRA Upgrade project estimates the voume of rai journeys made on Centro tickets and their origin and destinations which are known as Centro infis. This Centro infi is avaiabe in MOIRA for 2009/10 data. MOIRA is the industry standard forecasting mode which contains rai ticket saes data. 2 The number of rai journeys made using Centro tickets between 1998 and 2008 is not avaiabe. The 60 per cent increase in rai demand between 1998 and 2009 does not incude Centro tickets and compares the number of rai journeys excuding Centro tickets in both years to aow a ike-for-ike comparison over the 11-year period. 36

37 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.9 Passenger oadings and capacity on arriva at Birmingham centra stations by corridor in the morning three-hour peak in Number :00-07:14 07:15-07:29 07:30-07:44 07:45-07:59 08:00-08:14 08:15-08:29 08:30-08:44 08:45-08:59 09:00-09:14 09:15-09:29 09:30-09:44 09:45-09:59 Time Number of standard cass seats standing capacity Number of passengers Key passenger fows and station footfa Station footfa The busiest station in the RUS area, measured in terms of rai passenger voume, is Birmingham New Street foowed by London Maryebone. Tabe 3.5 shows the top 10 stations in the RUS area. In 2009, over 26 miion rai passenger journeys started or ended at Birmingham New Street station, a 75 per cent increase over Another five miion passengers interchange at the station. The top 10 origins and destinations of Birmingham New Street passengers are presented in Tabe 3.6. Birmingham Moor Street and Birmingham Snow Hi are the other main raiway stations in Birmingham city centre which together have an annua passenger footfa of around seven miion. Figure 3.9 shows the number of passengers arriving into Birmingham centra stations in the morning three-hour peak (07:00 to 09:59) by 15-minute intervas. This is compared against the number of standard cass seats provided and the nomina train capacity that incudes both standard seats and the standing aowance, which is in accordance with the Department for Transport s (DfT) aowance. The high growth in rai demand at Birmingham centra stations aso refects the increased moda share of rai particuary during the peak hour. In 2007, about 24 per cent of a journeys into Birmingham city centre in the morning peak hours were made by rai, in contrast to 17 per cent in During the same period, the moda share of car has decreased to 44 per cent from 52 per cent. 4 The improved train service, increased road congestion and car parking costs, and structura changes in trave and empoyment markets have increased rai s moda share of a growing transport market, particuary for commuting purposes. London Maryebone is the second busiest station in the RUS area with approximatey 11 miion passengers using the station in Its top five origins and destinations are presented in Tabe 3.7. These ocations are within an hour of London Maryebone highighting the demand for commuting trave to London. 3 The number of rai journeys made in 2009 incudes the estimated journeys made on Centro ticket. The 75 per cent increase refects a ike-for-ike comparison between 1998 and 2009 whereas both periods do not incude rai journeys on Centro tickets. 4 Data is sourced from the Birmingham Cordon Reports by Centro. 37

38 3. Current demand, capacity and deivery Key passenger fows Within the RUS area, the main markets for rai are identified as oca commuting to Birmingham and to London Maryebone, interurban and ong distance trave to Birmingham and to London Maryebone. The high eve of demand to these two paces is iustrated in Tabe 3.6 and Tabe 3.7. Tabes 3.8 and 3.9 show the top five non-london passenger fows within and outside the RUS area respectivey. A of these fows either started or ended at Birmingham centra stations, refecting the key roe Birmingham has in supporting the economic and empoyment growth in the West Midands region. Moreover, a top five externa fows (non-london) from the RUS area are between Birmingham and East Midands and between Birmingham and the Manchester conurbation area, refecting the size and significance of these major conurbations, with the transport inks between them being of regiona economic importance. Tabe busiest stations in the RUS area Stations Rai passengers (0,000s) in 2009/10 Birmingham New Street 26,460 London Maryebone 10,910 Coventry 4,810 Woverhampton 4,280 Birmingham Internationa 4,230 Birmingham Snow Hi 4,205 Birmingham Moor Street 3,411 Worcester stations 2,340 High Wycombe 2,150 University 2,060 Source: Data extracted from MOIRA OR25 (Midands version). Incudes estimates of rai journeys made on Centro tickets and excudes interchange. Note: Worcester stations incude Worcester Foregate Street and Worcester Shrub Hi. Tabe 3.6 Top 10 passenger fows to or from Birmingham New Street Stations Passenger journeys (0,000s) in 2009/10 London Euston 2,315 Coventry 1,710 Woverhampton 1,675 Birmingham Internationa 1,535 Sey Oak 1,015 University 893 Wasa 494 Sutton Codfied 440 Leicester 438 Bournvie 425 Source: Data extracted from MOIRA OR25 (Midands version). Incudes estimates of rai journeys made on Centro tickets and excudes interchange. 38

39 West Midands and Chiterns Route Utiisation Strategy May Train oadings Birmingham The rapid growth in the oca commuter, interurban and ong distance markets has significanty increased the number of rai passengers traveing to and from Birmingham during peak periods. As a resut severa services are currenty operating at or beyond the seating capacity of the roing stock, and in some cases passenger oads exceed the nomina train capacity. Train capacity incudes both standard cass seats and the standing aowance, which is in accordance with the Department for Transport s (DFT) aowance 5. Tabes 3.10 and 3.11 show the tota number of passengers carried as a proportion of the number of standard cass seats provided and as a proportion of nomina train capacity, for each corridor, in the highpeak hour (08:00 to 08:59) and in the three-hour peak (07:00 to 09:59). The number of services with passengers standing and in excess of capacity are aso presented in the tabes. Services are considered as in excess of capacity when passenger oads exceed the nomina train capacity or when there are passengers standing for more than 20 minutes. This is consistent with DfT s poicy. The oading numbers are based on passenger counts conducted by train operating companies in 2009/10 for services that arrive at Birmingham centra stations in the three-hour peak. The buid up of demand on the oca commuter services against the seating and train capacity in the high-peak hour, for each corridor, is presented in Figures 3.10, 3.11, 3.12 and It shoud be noted that on the busiest trains, the seat and train capacity utiisation are much higher than the average figure and standing tends to start earier than iustrated. For exampe, when the average oad factor (compared to seats) in any hour exceeds 70 per cent, this generay indicates that there are individua services with passengers standing. When the average oad factor exceeds 90 per cent, it normay impies that on the busiest services there are more passengers than nomina train capacity (incuding standing aowance). Tabe 3.7 Top five passenger fows to or from London Maryebone Station Passenger journeys (0,000s) in 2009/10 High Wycombe 1,459 Beaconsfied 1,045 Gerrards Cross 910 Amersham 889 Bicester North 836 Source: Data extracted from MOIRA OR25 (Midands version). Incudes estimates of rai journeys made on London travecards. 5 In genera, standing aowance is estimated at 0.45 square metres per passenger, in accordance with the DfT High Leve Output Specification for Contro Period 4. For typica commuter roing stock, its standing aowance is 40 per cent of standard cass seats athough this can vary significanty by roing stock type. The standing aowance of typica interurban and ong distance train is around 20 per cent. 39

40 3. Current demand, capacity and deivery Tabe 3.8 Top five non-london passenger fows within the RUS area Station Passenger journeys (0,000s) in 2009/10 Coventry Birmingham 1,710 Woverhampton Birmingham 1,675 Birmingham Internationa Birmingham 1,535 Sey Oak Birmingham 1,015 University Birmingham 893 Source: Data extracted from MOIRA OR25 (Midands version). Incudes estimates of rai journeys made on Centro tickets. Birmingham incudes Birmingham New Street, Moor Street and Snow Hi stations. Tabe 3.9 Top five non-london externa passenger fows to/from the RUS area Station Passenger journeys (0,000s) in 2009/10 Leicester Birmingham 438 Derby Birmingham 336 Manchester Birmingham 330 Nottingham Birmingham 289 Stoke-on-Trent Birmingham 242 Source: Data extracted from MOIRA OR25 (Midands version). Incudes estimates of rai journeys made on Centro tickets. Birmingham incudes Birmingham New Street, Moor Street and Snow Hi. A corridors into Birmingham have some passengers standing in the morning three-hour peak, particuary on the oca commuter trains, athough standing on most services is for ess than 20 minutes and passenger oads are generay beow the nomina train capacity (incuding standing aowance). However, on the busiest oca commuter services to Birmingham, some passengers stand from as far as Coventry and Stourbridge, which are more than 20 minutes from centra Birmingham. It shoud be noted that the commuter services on some corridors, such as Coventry, use high capacity roing stock that offers more standing room (such as Cass 350 roing stock) aowing more passengers to be accommodated. Some of the ong distance services to Birmingham are heaviy oaded in the peak when they are aso used by commuters. In the morning peak hour, there are passengers standing on the ong distance services on the Coventry, Stafford and Woverhampton, and Derby and Nuneaton corridors. The Woverhampton and Stafford corridor is one of the busiest corridors in the RUS area with train services connecting key urban centres in the Birmingham, Manchester and Liverpoo conurbation areas. On this corridor, some passengers stand from Woverhampton to Birmingham in the peak. On the Coventry corridor, currenty there is one ong distance morning peak service with more passengers than the nomina train capacity highighting the high eve of demand for commuting, business and eisure trave incuding demand to or from Birmingham Airport and the Nationa Exhibition Centre. On the Derby and Nuneaton corridor, severa interurban and ong distance services that ca at oca stations such as Tamworth and Water Orton have passengers standing in the peak hour and some have to stand for more than 20 minutes. High eves of seat and capacity utiisation are aso observed in the inter-peak and on weekends. Providing sufficient capacity on the interurban and ong distance services to meet demand for commuting, business and eisure markets is an issue the RUS needs to address, and this is discussed further in Chapter 6. 40

41 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 3.10 High-peak hour (08:00 to 08:59) oad factors on arriva at centra Birmingham stations, average weekday in 2009/10 Corridor Passenger market Load factor: The number of passengers compared to seats Load factor: The number of passengers compared to train capacity Number of services Number of services with passengers standing Number of services in excess of capacity Coventry Loca commuting 108 % 75 % Interurban and ong distance 58 % 49 % Cross City North Loca commuting 85 % 69 % Cross City South Loca commuting 85 % 69 % Interurban and ong distance 72 % 50 % Cannock and Wasa Loca commuting 76 % 47 % Derby Nuneaton Interurban and ong distance Interurban and ong distance 73 % 60% % 72% Worcester and Hereford Leamington Spa & Chitern Interurban 73% 44% Loca commuting 101 % 77 % Interurban and ong distance 101 % 70 % Shrewsbury Interurban and ong distance 93 % 59 % Stafford & Woverhampton Loca commuting 83 % 63 % Interurban and ong distance 80 % 59 % Stourbridge Loca commuting 109 % 77 % Stratford-upon-Avon Loca commuting 96 % 74 % Source: 2009/10 passenger counts conducted by Arriva Trains Waes, Chitern Raiway, CrossCountry, London Midand and Virgin Trains. Note: Train capacity incudes both standard cass seats and standing aowance. Services are in excess of capacity when passenger oads exceed the nomina train capacity or when there are passengers standing for more than 20 minutes. This is consistent with DfT poicy. 41

42 3. Current demand, capacity and deivery Tabe 3.11 Morning three-hour peak (07:00 to 09:59) oad factors on arriva at centra Birmingham stations, average weekday in 2009/10 Corridor Passenger market Load factor: The number of passengers compared to seats Load factor: The number of passengers compared to train capacity Number of services Number of services with passengers standing Number of services in excess of capacity Coventry Loca commuting 71 % 50 % Interurban and ong distance 52 % 44 % Cross City North Loca commuting 64 % 52 % Cross City South Loca commuting 66 % 54 % Interurban and ong distance 66 % 43 % Cannock and Wasa Loca commuting 56 % 36 % Derby Nuneaton Interurban and ong distance Interurban and ong distance 69 % 58 % % 65% Worcester and Hereford Leamington Spa & Chitern Interurban 72% 43% Loca commuting 82 % 63 % Interurban and ong distance 71 % 47 % Shrewsbury Interurban and ong distance 57 % 37 % Stafford & Woverhampton Loca commuting 65 % 51 % Interurban and ong distance 69 % 50 % Stourbridge Loca commuting 79 % 56 % Stratford-upon-Avon Loca commuting 70 % 53 % Source: 2009 passenger counts conducted by Arriva Trains Waes, Chitern Raiways, CrossCountry, London Midand and Virgin Trains. Note: Train capacity incudes both standard cass seats and standing spaces. Services are in excess of capacity when passenger oads exceed the nomina train capacity or when there are passengers standing for more than 20 minutes. This is consistent with DfT poicy. 42

43 West Midands and Chiterns Route Utiisation Strategy May 2011 Train capacity (seating and standing capacity) Figure 3.10 Passenger oadings and capacity for commuter services into Birmingham stations by corridor in the morning high-peak hour in 2009 Seats Passenger oadings Coventry corridor Passenger and capacity on train departure Journey time to Birmingham New Street (minutes) Trains per hour Northampton Long Buckby Rugby Coventry Caney Tie Hi Berkswe Hampton-in-Arden Birmingham Internationa Marston Green Lea Ha Stechford Adderey Park Number of services with 3 passengers standing Number of services in 1 excess of capacity 3500 Cross City North corridor Passenger and capacity on train departure Lichfied T.Vaey Lichfied City Shenstone Bake Street Buters Lane Four Oaks Sutton Codfied Wyde Green Chester Road Erdington Gravey Hi Aston Duddeston Number of services with 2 passengers standing Number of services in 0 excess of capacity Journey time to Birmingham New Street (minutes) Trains per hour Cross City South corridor Passenger and capacity on train departure Redditch Avechurch Barnt Green Longbridge Northfied Kings Norton Bournvie Sey Oak University Five Ways Number of services with 2 passengers standing Number of services in 0 excess of capacity Journey time to Birmingham New Street (minutes) Trains per hour

44 3. Current demand, capacity and deivery Figure 3.11 Passenger oadings and capacity for commuter services into Birmingham stations by corridor in the morning high-peak hour in 2009 Passenger and capacity on train departure Journey time to Birmingham New Street (minutes) Trains per hour Cannock and Wasa corridor Rugeey Trent Vaey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Bescot Stadium Tame Bridge Parkway Hamstead Perry Barr Witton Aston Duddeston Number of services with 1 passengers standing Number of services in 0 excess of capacity Leamington and Chitern corridor Passenger and capacity on train departure Leamington Spa Warwick Warwick Parkway Hatton Lapworth Dorridge Widney Manor Soihu Oton Acocks Green Tyseey Sma Heath Number of services with 2 passengers standing Number of services in 0 excess of capacity Note: Incudes London Midand services ony Journey time to Birmingham Moor Street (minutes) Trains per hour Passenger and capacity on train departure Journey time to Birmingham New Street (minutes) Trains per hour Shrewsbury Weington Saop Oakengates Teford Centra Shifna Shrewsbury corridor Cosford Abrighton Codsa Bibrook Woverhampton Smethwick Gaton Bridge Sandwe & Dudey Number of services with 1 passengers standing Number of services in 0 excess of capacity 44

45 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.12 Passenger oadings and capacity for commuter services into Birmingham stations by corridor in the morning high-peak hour in 2009 Passenger and capacity on train departure Journey time to Birmingham New Street (minutes) Trains per hour 3000 Woverhampton Coseey Sta ord and Woverhampton corridor Dudey Port Sandwe & Dudey Stourbridge corridor Smethwick Gaton Bridge Smethwick Rofe Street Number of services with 1 passengers standing Number of services in 0 excess of capacity Passenger and capacity on train departure Journey time to Birmingham Snow Hi (minutes) Trains per hour Worcester Foregate Street Worcester Shrub Hi Droitwich Spa Hartebury Kidderminster Bakedown Hagey Stourbridge Junction Lye Cradey Heath Od Hi Rowey Regis Langey Green Smethwick Gaton Bridge The Hawthorns Jeweery Quarter Number of services with 4 passengers standing Number of services in 1 excess of capacity Stratford-upon-Avon corridor 45

46 3. Current demand, capacity and deivery Train capacity (seating and standing capacity) Seats Passenger oadings 2009 Figure 3.13 Passenger oadings and capacity for oca commuter services into Birmingham stations by corridor in the morning high-peak hour in Stratford-upon-Avon corridor Passenger and capacity on train departure Number of services with 3 passengers standing Number of services in 0 excess of capacity 0 Stratford-upon-Avon Wimcote Wootton Wawen Heney-in-Arden Danzey Wood End The Lakes Earswood Wytha Whitocks End Shirey Yardey Wood Ha Green Spring Road Tyseey Sma Heath Average journey time (minutes) to Birmingham Moor Street Trains per hour Nuneaton corridor Passenger and capacity on train departure Leicester Narborough Hinckey Leics Nuneaton Water Orton Number of services with 2 passengers standing Number of services in 2 excess of capacity Average journey time (minutes) to Birmingham New Street Trains per hour Derby corridor Passenger and capacity on train departure Derby Burton On Trent Tamworth Winecot Number of services with 1 passengers standing Number of services in 1 excess of capacity Average journey time (minutes) to Birmingham New Street Trains per hour

47 West Midands and Chiterns Route Utiisation Strategy May 2011 London Maryebone The eve of rai demand to London Maryebone station varies consideraby by time of day and day of the week, with demand at its highest in the morning three-hour peak on a weekday. The proportion of passengers carried as a proportion of seats and nomina train capacity (incuding standing capacity) in the morning high-peak and three-hour peak, by service groups 6, are iustrated in Tabes 3.12 and 3.13 respectivey, aong with the number of services with passenger standing. They show that the average oad factor, reative to nomina train capacity, over the three-hour peak is 81 per cent when a services are incuded, increasing to 90 per cent in the high peak hour. Ayesbury services via Amersham have the highest utiisation both in terms of seating and train capacity with a three services in the high-peak hour having passengers standing and two of these are in excess of train capacity. Tabe 3.12 Morning high-peak hour (08:00 to 08:59) oad factors on arriva at London Maryebone, average weekday in 2009/10 Corridor and service group Load factor: The number of passengers compared to seats Load factor: The number of passengers compared to train capacity Number of services Number of services with passengers standing Number of services in excess of capacity Ayesbury (via Amersham) 113 % 102 % Leamington Spa and Chitern: suburban Leamington Spa and Chitern: ong distance 100 % 79 % % 91 % Tota 102 % 90 % Tabe 3.13 Morning three-hour peak (07:00 to 09:59) oad factors on arriva at London Maryebone, average weekday in 2009/10 Corridor and service group Load factor: The number of passengers compared to seats Load factor: The number of passengers compared to train capacity Number of services Number of services with passengers standing Number of services in excess of capacity Ayesbury (via Amersham) 108 % 91 % Leamington Spa and Chitern: suburban Leamington Spa and Chitern: ong distance 91 % 69 % % 86 % Tota 96 % 81 % Source: Passenger count conducted in Spring 2010 by Chitern Raiways. Note: These counts do not incude passengers on the London Underground Limited Metropoitan ines. Train capacity incudes both standard cass seats and standing aowance. Services are in excess of capacity when passenger oads exceed the nomina train capacity or when there are passengers standing for more than 20 minutes. This is consistent with DfT poicy. For the Ayesbury via Amersham service group, Rickmansworth and stations north of it are more than 20 minutes from London Maryebone. For the suburban service group, in genera Northot Park and stations north of it are 20 minutes from London Maryebone and for the ong distance service group, it tends to be Denham and stations north of it. The 20-minute boundary varies by service groups due to different caing patterns. 6 On the Leamington Spa and Chitern corridor, generay services starting from High Wycombe and south of it are grouped to form the suburban services with the remainder being grouped in ong distance. 47

48 3. Current demand, capacity and deivery Metropoitan ine: Amersham to centra London The Metropoitan ine services, reevant to the scope of this RUS, operate between Amersham and Baker Street with some continuing to Liverpoo Street in the City of London and beyond, aong with the train services operated by Chitern Raiways from Ayesbury to London Maryebone. Chitern services offer faster journey times than Metropoitan services as fewer stops are made, athough Metropoitan services give direct access to Liverpoo Street in centra London, one of the main empoyment ocations in the City. The infrastructure between Amersham and Harrow-on-the-Hi is owned by London Underground Limited (LUL) and shared by them and Chitern Raiways. Around 800 passengers use the Metropoitan ine at Amersham in each morning three-hour peak (07:00 to 09:59) on a typica weekday. Patronage on the Amersham to centra London services increases aong the route when it approaches centra London. In 2009, overa there was sufficient train capacity, incuding seats and standing space, on the Amersham to centra London Metropoitan ine services to meet demand between Amersham and Baker Street. In the morning three-hour peak, average oad factor compared to train capacity, of the Amersham services, is ess than 50 per cent increasing to 60 per cent after Baker Street. This is an average figure and can mask the busiest trains. In the high-peak hour, the busiest services operate cose to train capacity (incuding standing spaces). The interior of LUL s Metropoitan ine trains are designed to accommodate a higher voume of passengers and offer more standing space than the roing stock used on the nationa rai services. As part of the wider subsurface ine upgrade, LUL pans to increase capacity on the Metropoitan ine through increased service frequency and the introduction of higher capacity roing stock (known as S-stock). This woud hep to meet increasing demand Birmingham Airport In 2009, Birmingham Airport was the second busiest airport in the UK outside London. In 2009, the airport handed approximatey 9.1 miion passengers and the voume of air passengers at Birmingham Airport is forecast to grow to 27 miion passengers per year by The airport, which has recenty been renamed, is ocated in the Metropoitan Borough of Soihu, adjacent to the Nationa Exhibition Centre and eight mies south east of Birmingham s city centre. It has a catchment area of approximatey nine miion peope iving within a 60-minute car journey of the airport. Figure 3.14 shows where air passengers in the Midands few from in 2008 and its proportion. In 2008, it is estimated that about 30 per cent of air passengers in the Midands few from Birmingham Airport and about 30 per cent few from London airports. Birmingham Airport has good pubic transport inks and is connected by bus, coach and rai. To support the ongoing deveopment of the airport, it is important to ensure that pubic transport inks are continuay reviewed and sufficient for future demand predicted, been highighted as a key objective to support the ongoing deveopment of the airport. In terms of rai service provision, the airport termina can be accessed from Birmingham Internationa station via the Air-Rai Link, which is a shutte service that connects the rai station with the airport passenger terminas. In 2009, approximatey 27 per cent of air passengers traveed to the airport by pubic transport (where pubic transport is defined as non-car and non-taxi) and rai accounting for 15 per cent of a journeys. Anaysis of passenger surveys conducted at the airport in 2008 indicated that routes with direct rai services to the airport (such as Shrewsbury and Stafford and Woverhampton) tend to have more than 20 per cent of air passengers traveing to the airport using rai, highighting that good rai inkage heps to stimuate rai s moda share. The Airport Surface Access Strategy pubished in 2007 has set a Passenger Pubic Transport Mode Share target for the airport of 25 per cent by 2012 with a mode share target of 12 per cent of a journeys. Since 2008, there were approximatey 7,000 peope empoyed at the airport. Approximatey 24 per cent of staff empoyed at the airport traveed to work by pubic transport (defined as non-car and nontaxi), but with rai accounting for approximatey five per cent ony, party due to a arge proportion of staff starting shifts in the eary morning when rai services are not avaiabe or not as frequent. The new Airport Surface Access Strategy has set an Empoyee Pubic Transport Mode Share target for the airport of 25 per cent by 2012 with a rai mode share target of six per cent. 7 Source: Airport Master Pan pubished by Birmingham Airport. Forecast is unconstrained and assumes provision of the Runway Extension by

49 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.14 Airports used by peope in the Midands in % Other 3% Manchester 9.4% Coventry 1.3% East Midands 16.8% Birmingham Internationa 38.8% London Gatwick 6.2% London Luton 7.2% London Heathrow 13% Source: Facts and Statistics, 2009 by Birmingham Airport 3.6 Freight operating companies There are currenty five freight operators operating reguar services on the route but others may operate irreguar services, and new operators may emerge from time to time DB Schenker DB Schenker is a ogistics company, which is a whoy owned subsidiary of Deutsche Bahn AG. The company is invoved in a wide range of markets incuding air, and and sea freight, with a rai division encompassing a variety of European rai freight companies. DB Schenker is the argest freight operator in the UK and aso has a icence to operate European services Freightiner Group Freightiner Group has two freight operating companies: Freightiner Limited and Freightiner Heavy Hau. Freightiner Limited is the argest rai hauier of containerised traffic in the UK, predominanty for the deep sea market. Freightiner Heavy Hau is a significant conveyor of buk goods, predominanty coa, construction materias and waste. It aso operates infrastructure services GB Raifreight GB Raifreight, which was purchased by Eurotunne in 2010, is the third argest British rai freight operator. GB Raifreight is a significant operator of deep sea container trains and rai infrastructure services. They aso run a number of services for buk market customers incuding coa and gypsum Direct Rai Services Limited Direct Rai Services operates traffic for the power industry in the UK. In the ast few years the company has expanded into running services in the domestic intermoda and short sea intermoda markets. Key traffic fows for domestic container products are between Daventry and Grangemouth, Aberdeen and Mossend Coas Rai Coas Rai provides rai freight hauage for a market sectors throughout the United Kingdom and Europe. 49

50 3. Current demand, capacity and deivery 3.7 Current freight market profie Overview Rai freight pays a vita roe in Britain s economy. In recent years rai s freight market share has consistenty grown and now accounts for an 11 per cent share of a surface freight transport in the UK. The Government has openy wecomed and encouraged this growth in ight of significant economic and environmenta benefits. There is a significant eve of freight traffic in the RUS area. In genera freight demand in the West Midands area and across the route remains steady. Due to its popuation, the West Midands Regiona Freight Strategy (2007) emphasises the roe of the region as a major market for buying and seing goods and services and the importance of sustainabe freight for its economic prosperity and quaity of ife. In addition to the arge quantity of freight which is transported to and from terminas and freight yards in the West Midands, a significant voume of freight passes through the region. A significant focus for rai freight movements within the RUS area is between the West Midands and the East of Engand (especiay Feixstowe), the South and the South West. These movements originate at the East Coast ports. Between 1997 and 2006 the West Midands region has seen a 420 per cent increase in inbound trains from UK deep-sea ports and this growth is expected to continue in the ong term as further termina expansion takes pace. Figures 3.15, 3.16 and 3.17 iustrate the principa freight fows and the ocations of freight sites within the RUS area. The key freight markets within the West Midands and Chiterns RUS area are : intermoda coa metas petroeum automotives aggregates. The main freight routes are Birmingham - Nuneaton ( - Leicester) Birmingham - Soihu - Leamington Spa - Banbury Leamington Spa - Coventry Coventry - Nuneaton, and onto the West Coast Main Line Birmingham - Tamworth (- North East) Sutton Park ine - Wasa Bromsgrove - Camp Hi - Water Orton corridor - Stafford - Bescot-Stechford - Coventry - Rugby Major fows There are significant fows of freight traffic to oca terminas and marshaing yards within the West Midands, and a substantia voume of freight traffic aso traverses the route to and from ocations outside the region. The main freight markets within the RUS area are described beow. Coa Coa remains a dominant fue used for generating eectricity in the UK. Taking into account the continuing uncertainty in gas and oi prices and the time it takes to buid nucear power stations, coa is expected to remain in demand for the foreseeabe future. Coa traffic in the West Midands originates from Daw Mi Coiery to serve the Power Stations at Ratciffe and Drax. The power stations at Ironbridge and Rugeey are served by onger distance coa fows from deep sea ports and oading faciities in Scotand, Liverpoo, Bristo and the east coast. As the Power Station at Ironbridge is not fitted with Fue Gas Desuphurisation (FGD) it is not expected to continue operating beyond Intermoda There is high demand for container and intermoda freight transport, and rai is increasing its moda share of this market. The West Midands region is critica for Freightiner Limited, who generate around 200,000 container movements per year, and Lawey Street in Birmingham is a key intermoda termina. There are third-party terminas ocated at Hams Ha Birch Coppice (BIFT) Daventry (DIRFT) Rugby Teford. Traffic at these terminas comes from deep sea ports, especiay the east coast ports and Southampton, and from mainand Europe via the Channe Tunne. A high proportion of traffic at DIRFT is domestic traffic. There was an increase in services to Hams Ha, Daventry and Birch Coppice within the West Midands area in Since the competion of oading gauge cearance to W10 from Southampton to the West Midands in March 2011 further increases in freight traffic have been stimuated with new services aready having commenced. Further expansion is aso taking pace at Daventry. Daventry Internationa Rai Freight Termina (DIRFT) 2 is due to open in Summer 2011 and DIRFT 3 within the next 10 years. 50

51 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.15 Freight commodity fows Coa Aggregates Oi Meta Intermoda Waste Autos No booked fows Fows not on RUS raiway Freight site Junction Shrewsbury Teford Intermoda Raifreight Park Ironbridge Power Station Oxey Jn Bushbury Jn Portobeo Jn Woverhampton Daraston Jn Woverhampton Round Oak Stee Termina Stee Termina Handsworth Scrap Wasa Bescot Jn Bescot Yard Soho Jn Rugeey Power Station Lawey Street Freightiner Termina Caste Bromwich STVA Bordesey STVA & Aggregates Banbury Lafarge Hams Ha Kingsbury Oi Termina Birch Coppice Daw Mi Coiery Murco Petroium Daventry Internationa Rai Freight Termina Cavert Landfi Neasden Aggregates Perry Barr Jn Stafford Birmingham New Street Stourbridge Junction Kings Norton Jn Hereford Worcester Shrub Hi Rugeey Trent Vaey Bordesey Chetenham Spa Water Orton Lichfied Trent Vaey Stechford Jn Leamington Spa Oxford Kingsbury Jn Whitacre Jn Coventry Princes Risborough Tamworth Derby Nuneaton Rugby Northampton Ayesbury Neasden South Jn 51

52 3. Current demand, capacity and deivery Figure 3.16 Rai freight operators and fows DB Schenker GBRf Freightiner Heavy Hau Fows not on RUS raiway Freightiner Intermoda No booked fows Direct Rai Services Freight site Junction Stafford Shrewsbury Ironbridge Power Station Teford Intermoda Raifreight Park Oxey Jn Bushbury Jn Portobeo Jn Woverhampton Daraston Jn Round Oak Stee Termina Woverhampton Stee Termina Birmingham New Street Stourbridge Junction Handsworth Kings Norton Jn Hereford Worcester Shrub Hi Wasa Bescot Jn Bescot Yard Soho Jn Rugeey Trent Vaey Lichfied Trent Vaey Rugeey Power Station Kingsbury Jn Water Orton Hams Ha Lawey Street Freightiner Termina Caste Bromwich STVA Perry Barr Jn Whitacre Jn Stechford Jn Bordesey Bordesey STVA & Aggregates Leamington Spa Banbury Lafarge Chetenham Spa Oxford Kingsbury Oi Termina Birch Coppice Coventry Princes Risborough Tamworth Daw Mi Coiery Murco Petroium Neasden Aggregates Rugby Derby To the East Midands Nuneaton Daventry Internationa Rai Freight Termina Northampton Cavert Landfi Ayesbury Neasden South Jn 52

53 Mothbaed Raiway West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.17 Freight sites by commodity Intermode Meta Coa Construction Oi Landfi 1 Teford Intermoda Raifreight Park 2 Woverhamton Stee Termina 20 WWH Cemex 21 Murco Petroeum LONDON MARYLEBONE 3 Handsworth scrap 22 Coventry Proogis Park 4 Rugeey Power Station 5 Bescot Yard 23 Cavert Landfi 24 Daventry (DIRFT) Neasden South 15 6 Lawey Street Freightiner Termina 25 Worcester Meta Box 7 Caste Bromwich STVA 8 Bordesey STVA and Aggregates 9 Hams Ha 26 Wasa Cement (Tarmac) 27 Northampton Lafarge 27 NORTHAMPTON 10 Kingsbury Oi Termina Birch Coppice (Birmingham Intermoda Freight termina) Trent Vaey Severn Bridge RUGBY Mothbaed Raiway Engish Bridge SHREWSBURY Caydon L.N.E. Abbey Foregate Shewick Cowich Rugeey STAFFORD North Trent Vaey No. 1 Madeey Oxey Woverhampton North WOLVERHAMPTON Crane Street Ayesbury HEREFORD ism anted Raiwa D y Bushbury Portobeo Ryecroft Peck Daraston Bescot Newton Gaton Smethwick Perry Barr s Soho s Stourbridge North Barnt Green Stoke Works Nuneaton s Henwick Worcester Tunne Abbey WORCESTER SHRUB HILL Norton Abbotswood Angesea Sidings (Cosed) Aston s Proof House Grand NUNEATON BIRMINGHAM MOOR STREET Lifford s Kings Norton s Park Lane Caste Bromwich Jaguar Landor Street St Andrews Bordesey s Tyseey North Tyseey South Bearey Barton North Water Orton 9 s Whitacre Stechford North Hatton s Bedworth Coventry North Gibbet Hi Miverton Leamington Spa LEAMINGTON SPA Aynho Wovercot Oxford North Wichnor OXFORD Lichfied Trent Vaey TAMWORTH Kingsbury COVENTRY BIRMINGHAM INTERNATIONAL Dismanted Raiway 1 Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway 17 4 Pensnett (Cosed) WORCESTER FOREGATE STREET Duddeston Sidings BIRMINGHAM SNOW HILL 14 Princes Risborough s Kingsbury EMR 13 Daw Mi Coiery Round Oak Stee Termina 15 Neasden Aggregates 16 Banbury Lafarge 17 Ironbridge Power Station 18 Rugby (DB Schenker) 19 Satey EMR 53

54 3. Current demand, capacity and deivery Automotive Automotive fows transport time-sensitive high vaue products, for which the transit forms part of the production process. Within the RUS area automotive services that provide finished products operate to/ from Hams Ha (car components), Bescot and the Jaguar car pant at Caste Bromwich provides export cars to Southampton. Metas The West Midands remains the key UK centre for meta processing and consumption, and as a resut there are significant fows of products both into and out of the region. In addition, substantia tonnages, particuary of stee, pass through the area. A these fows aso have baancing movements of empty wagons, adding consideraby to the overa capacity utiisation of the network. Large voumes of semi-finished and finished stee products from both UK manufacturing sites and from a number of ports around the country are moved into terminas at Round Oak and Woverhampton. In addition, metas for recycing are aso despatched to a range of UK destinations from terminas at Handsworth, Satey and Kingsbury. Fows that pass through the West Midands incude arge tonnages of stee from South Waes to both the North East and to Corby, and aso from the North East and into South Waes and Washwood Heath. Construction/aggregates Aggregates services are operated to terminas at Wasa, Caste Bromwich, Bordesey and Banbury within the RUS area. Freightiner Heavy Hau Limited aso operates from Leicestershire to Neasden. Other freight fows within the RUS area incude oi and petroeum to the Kingsbury Termina near Tamworth and the Murco Termina at Bedworth, and domestic/industria waste traffic to the andfi site at Cavert from Crickewood, Wiesden, Bristo and Northot. Demand is determined by the operating hours at the andfi sites imposed due to environmenta restrictions on site operators which dictate the hours of rai operation. Infrastructure services The RUS area accommodates significant engineering hauage fows from the virtua quarry at Bescot and concrete seeper pant at Washwood Heath. These sites support Network Rai infrastructure maintenance and renewa activities. Additionay, commercia freight traffic aso operates from Washwood Heath pant conveying seepers for use on the London Underground network. In addition, engineering trains operate to and from Bordesey Yard in connection with the Birmingham Gateway project where a materias are deivered to site by rai. Freight capacity and capabiity The rise in freight traffic in recent years has paced further pressure on network and termina capacity in and around the RUS area. The increase in freight fows traversing aready busy rai corridors around the RUS area has driven modest network enhancements and expansion at many of the freight terminas and yards primariy on the Birmingham to Derby and Nuneaton corridors. Some terminas aso cause performance-reated issues, with difficut access and egress at Kingsbury Termina. Bescot Yard (via Bescot Jn from the Wasa direction) and Woverhampton Stee Termina are a significant in this respect. This is further compounded by the fact that there remains a imited number of terminas within the RUS area situated upon busy rai corridors and these are now operating cose to, or at their design capacity. Other probems and constraints on freight growth incude ack of suitaby gauge-ceared diversionary routes to support 24 hour 7 days a week operation. The recenty competed W10 gauge cearance project from Southampton to the WCML has party aeviated this constraint. The ack of high-speed ooping faciities of sufficient ength to accommodate the desired future maximum ength of train of 775 metres is aso a constraint. Whist it is recognised that there are a number of corridors which are reaching saturation, network capabiity has the potentia to become a significant constraint as the demand for onger and arger freight services steadiy increases. The Oxford to Leamington Spa corridor is a key freight route from Southampton to the West Midands and beyond, which is restricted in its abiity to reguate services due to inadequate ooping faciities and the singe ine section between Leamington Spa and Coventry. Based on the immediate aspiration for further train engthening foowing the recenty competed W10 gauge cearance the faciities on this corridor are being reviewed. Capacity on the Stour Vaey ine heading north between Coventry, Birmingham and Stafford is constrained especiay access to and egress from Woverhampton stee termina. Significant capita investment to support expansion of the port of Bristo wi drive growth in container traffic to the West Midands and beyond. The Birmingham to Derby and Nuneaton corridors act as centra arteries for the movement of freight in and around the West Midands area. This is due to the number of hub-based freight terminas strategicay ocated aong the two routes, most of which benefit from main-ine access and are in cose proximity to major trunk roads and the main motorway network. Freight fows that serve these terminas can affect overa capacity on these sections. This is particuary true of the Kingsbury and Satey areas. 54

55 West Midands and Chiterns Route Utiisation Strategy May Network capacity and utiisation Capacity utiisation There is a diverse mix of traffic operating throughout the RUS area, and most of it has to navigate through critica junctions at key ocations. Therefore, the effective use of this capacity is a vita consideration for this strategy. The RUS has measured capacity using the Capacity Utiisation Index (CUI) which is one way of demonstrating how much capacity is utiised by the current timetabe and how congested a ine is. This is hepfu in understanding the scope for additiona services, spare capacity and how this may have a negative impact on performance. The method was deveoped by the former Strategic Rai Authority in order to provide a usefu indication of remaining pain ine capacity. The method is ess effective when measuring capacity constraints at junctions and termini. There is a high eve of panned capacity utiisation on most radia routes into centra Birmingham and on the ines into London Maryebone, party due to the high service density and the mix of traffic types. Figures 3.18 and 3.19 show the CUI for the RUS area. In genera, where CUI is greater than 75 per cent accommodating growth becomes chaenging and may have a negative impact on performance as the resiience of the timetabe decreases. During the busiest morning period between 06:00 and 09:00, high CUI is experienced on most of the corridors into centra Birmingham. Track capacity utiisation is at 100 per cent between Kings Norton and Birmingham New Street at this time, and it is greater than 80 per cent between Birmingham New Street and Woverhampton, Wasa and Hednesford, Water Orton and Tamworth, Stechford and Coventry and Heney-in-Arden and Winecote. This suggests that there is very imited scope for additiona train paths within the timetabe pan Capacity constraints Capacity constraints exist at a number of ocations within the RUS area. These may restrict the abiity to operate more trains, and can exacerbate deays during times of perturbation. The foowing are significant issues to note on the RUS corridors: the two track section between Birmingham New Street and Kings Norton, due to the dense mix of traffic, station caing patterns and junction ayout at Kings Norton ony two out of the four ines between Kings Norton and Longbridge are eectrified, imiting operationa fexibiity the steep gradient of the Lickey Incine, between Bromsgrove and Barnt Green impacts on capacity utiisation (particuary freight traffic) access arrangements at Kingsbury termina for services from the North East the short section of three aspect signaing between Wichnor Jn and Water Orton West Jn (within a prevaiing section of four aspect signaing) the singe ine section between Coventry (Gibbet Hi) and Leamington Spa (Miverton Jn) the ayout between Worcester and Hereford, incuding headways, turnback faciities and singe ine sections between Great Mavern and Hereford and in the Worcester stations area the mix of panning headways between Worcester and Birmingham Snow Hi the timetabe structure and operating interface between London Underground and nationa rai services between Amersham and Harrow-on-the-Hi. 55

56 Mothbaed Raiway D ism anted Raiwa y Lifford hinnor & Prince Cavert Waste 3. Current demand, capacity and deivery Figure 3.18 Capacity utiisation index, 08:00 09:00 hours Trent Vaey No. 1 Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Gravey Hi Perry Barr Perry Barr Witton s Jeweery Quarter Soho s Aston s Aston Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Hams Ha Water Euro Orton Termina s Whitacre Stechford North Stechford Adderey Park Lea Ha Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Rover - MG Longbridge Northfied Car Pant (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge 0 20% 20 40% Barton North 40 60% Wichnor 60 70% SHREWSBURY STAFFORD Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Cowich Rugeey North Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Rugeey Power Station Bescot Newton Angesea Sidings (Cosed) Lichfied Trent Vaey Park Lane Lichfied Trent Vaey Kingsbury TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Five Ways University Sey Oak Duddeston Sidings BIRMINGHAM SNOW HILL Sutton Codfied Wyde Green Chester Road Erdington Lichfied City Shenstone Bake Street Buters Lane Four Oaks Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Hamstead Duddeston Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth 70 80% 80%+ London Underground infrastructure Main InterCity station (interchange opportunities) Bakedown Kidderminster Severn Vaey Raiway Ha Green Oton Bournvie s Yardey Wood Soihu Shirey Widney Manor Kings Norton s Kings Norton Dorridge Whitocks End Caney Coventry North Trent Vaey Long Buckby COVENTRY RUGBY NORTHAMPTON Gibbet Hi Ledbury Cowa Hartebury Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Wovercot Miverton Leamington Spa LEAMINGTON SPA Bicester North Bicester Town Caydon L.N.E. Mothbaed Raiway Ayesbury Vae Parkway Ayesbury Ayesbury Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Great Missenden Monks Risborough Amersham WATFORD HEREFORD Oxford North OXFORD Princes Risborough s Princes Risborough Saunderton High Wycombe London Underground Infrastructure Rickmansworth Moor Park Harrow-on-the-Hi Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip Chafont & Latimer Choreywood Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 56

57 Mothbaed Raiway D ism anted Raiwa y Lifford hinnor & Prince Cavert Waste West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.19 Capacity utiisation index, 06:00 09:00 hours Trent Vaey No. 1 Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Gravey Hi Perry Barr Perry Barr Witton s Jeweery Quarter Soho s Aston s Aston Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Hams Ha Water Euro Orton Termina s Whitacre Stechford North Stechford Adderey Park Lea Ha Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Rover - MG Longbridge Northfied Car Pant (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge 0 20% 20 40% Barton North 40 60% SHREWSBURY STAFFORD Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Cowich Rugeey North Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Rugeey Power Station Bescot Newton Angesea Sidings (Cosed) Lichfied Trent Vaey Park Lane Lichfied Trent Vaey Kingsbury Wichnor TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Five Ways University Sey Oak Duddeston Sidings BIRMINGHAM SNOW HILL Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Lichfied City Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Hamstead Duddeston Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth 60 70% 70 80% 80%+ 100%+ London Underground Limited infrastructure Main InterCity station (interchange opportunities) Bakedown Kidderminster Severn Vaey Raiway Ha Green Oton Bournvie s Yardey Wood Soihu Shirey Widney Manor Kings Norton s Kings Norton Dorridge Whitocks End Caney Coventry North Trent Vaey Long Buckby COVENTRY RUGBY NORTHAMPTON Gibbet Hi Ledbury Cowa Hartebury Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Wovercot Miverton Leamington Spa LEAMINGTON SPA Bicester North Bicester Town Caydon L.N.E. Mothbaed Raiway Ayesbury Vae Parkway Ayesbury Ayesbury Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Great Missenden Monks Risborough Amersham WATFORD HEREFORD Oxford North OXFORD Princes Risborough s Princes Risborough Saunderton High Wycombe London Underground Infrastructure Rickmansworth Moor Park Harrow-on-the-Hi Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip Chafont & Latimer Choreywood Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 57

58 3. Current demand, capacity and deivery 3.9 Rai network The infrastructure characteristics in the scope area of the West Midands and Chiterns RUS vary depending on the ocation, historica service demands and recent deveopments. This has resuted in different eves of route capabiity. The principa infrastructure characteristics that have been anaysed to estabish the current route capabiity and capacity are: panning headways inespeeds junction speeds eectrification oop engths patform engths oading gauge route avaiabiity. The current baseine for each of these sections assumes that the committed projects that are outined in Chapter 4 wi have been successfuy competed Panning headways Panning headways specify how cosey one train can be timetabed to foow another on a given route. Figure 3.20 iustrates the panning headways in the RUS area. Within the RUS area, headways vary from three minutes aong core sections in the West Midands area and on the Leamington Spa and Chitern ine, to 9-12 minutes on parts of the Ayesbury ine. Whie the majority of the RUS area has a doube track configuration, there are severa singe ine sections which have headways as high as 18 minutes. Singe ines restrict the number of services that can run on the route and are generay a performance risk. Principa amongst these in the RUS area are the ines between Princes Risborough and Ayesbury, Barnt Green and Redditch, Gibbet Hi and Miverton junctions on the Leamington Spa and Coventry ine, and between Stoke Works Jn on the Cross City ine and Droitwich Spa. There are aso severa singe ine sections on the route between Worcester and Hereford which restrict service frequency and operationa fexibiity. At present some of the corridors within the West Midands area are controed by oder signaing technoogy which typicay requires onger headways, imiting opportunities for additiona train paths during peak times. This is especiay true on the periphery of a number of the routes, notaby in the Worcester area, where there are a number of oder type mechanica signa boxes. The mechanica signaing south of Kidderminster restricts capacity, particuary during peak times, making it difficut to enhance the service frequency from Worcester to Birmingham and imports a performance risk to the Bromsgrove and Stourbridge routes due to the interface between both routes at Droitwich Spa. The major signaing renewa pans for the radia routes eading into Birmingham wi hep to address the issue of ong headways. Where resignaing schemes are considered to be committed at the time of pubication, the proposed enhanced network has been incorporated into the base infrastructure. This is refected in Figure 3.20 which shows the panning headways across the RUS area Linespeeds Linespeeds vary greaty across the RUS area, from the high speed sections of mph to the ower speed sections of 45mph or beow. Figure 3.21 iustrates the differing inespeeds across the RUS area. Linespeeds have a direct impact on service capacity and achievabe journey times. The estabished inespeeds are generay appropriate to the nature of the service type being operated. Where ower inespeeds exist, these are generay attributabe to track condition and signaing constraints. This can cause inefficiency in terms of capacity and journey time, depending on roing stock types and stopping patterns. This is especiay true for the interurban services, which do not stop as frequenty as oca services. A proportion of the RUS area has inespeeds that are ower than the predominant roing stock capabiity, which is generay 100mph. There are severa schemes which wi improve the inespeed at various ocations within the RUS area which have been incuded in the baseine anaysis. These incude the inespeed proposas on the Woverhampton and Shrewsbury ine, the Cannock ine, and those being deivered as part of the Evergreen 3 project, which invoves a suite of enhancements that wi improve the journey times between London Maryebone and Birmingham Moor Street. Linespeed improvement works wi focus on the area between West Ruisip and Aynho Junction near Banbury, and wi increase the extent of 100mph running on the Chitern route. The programme of resignaing within the West Midands has aso evauated potentia future inespeed enhancements and, where it is considered appropriate, signas have been paced to accommodate these proposas in the scheme pans Key junction speeds Junction turnout speeds in the RUS area are generay 30mph or beow, with the majority being 20mph. Some of the ower junction speeds are as a direct resut of track geometry. Deceeration from inespeed and subsequent acceeration back to inespeed after traversing a junction creates a penaty both in time and capacity. Equay the arrangements for signa approach contro often impacts on journey time and decreases capacity. 58

59 Mothbaed Raiway D ism anted Raiwa y V hinnor & Prince Cavert Waste West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.20 Panning headways Round Oak Stee Termina 19 mins Lye Stourbridge North Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Gaton Smethwick Aston s Proof House Grand Park Lane 3 mins Caste Bromwich Caste Bromwich Jaguar Washwood Heath Duddeston Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Water Orton s 3 mins Stechford North Birch Coppice 24 mins Kingsbury Oi Termina Kingsbury EMR Whitacre Lifford s Kings Norton s C s Risborough Raiwa y Severn Bridge Engish Bridge Shewick 3 min 4 min 4.5 min Panning Headways SHREWSBURY STAFFORD Trent Vaey No. 1 Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Cowich Rugeey North Rugeey Trent Vaey 3 mins Portobeo Woverhampton Stee Termina Ryecroft Peck Rugeey Power Station Bescot Newton Soho s Angesea Sidings (Cosed) Lichfied Trent Vaey Barton North Lichfied Trent Vaey Kingsbury Hams Ha Euro Termina Wichnor TAMWORTH Dismanted Raiway Water Orton Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town 2 mins Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Sandwe & Dudey Rowey Regis Od Hi Cradey Heath Langey Green Hamstead Five Ways University Sey Oak Sutton Codfied Wyde Green Chester Road Erdington Gravey Hi Perry Barr Perry Barr Witton s Aston Jeweery Quarter Duddeston Sidings BIRMINGHAM SNOW HILL Shenstone Bake Street Buters Lane Four Oaks Lichfied City Adderey Park Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) 6 mins 3 mins 2 mins Lea Ha Stechford Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth 3 min 4 min 5 min 6 min Singe Line 9 min 10 min AB Section 3 min 4 min 5 min 6 min London Underground Infrastructure Mechanica Signa Box Singe ine 3 min Singe ine transit time 7 min Singe ine transit time 8 min 9 min 10 min AB Section with 6 min headway Absoute Bock section transit time AB section AB section with headway 4 min Absoute bock section transit time London Underground Limited infrastructure Main InterCity station (interchange opportunities) Mechanica signa box Ledbury 12 mins HEREFORD Cowa 8 mins Great Mavern 6 mins Bakedown Kidderminster Severn Vaey Raiway 4 mins 5 mins Hartebury Kings Norton Northfied Longbridge Bournvie Barnt Green 8 mins Bromsgrove Barnt Green 6 mins Stoke Avechurch Works 12 mins WORCESTER Droitwich FOREGATE Spa STREET 6 mins 2 mins 10 mins Redditch Henwick Worcester Tunne 2 mins 7 mins Shrub Hi WORCESTER 14 mins SHRUB HILL Mavern Link Norton 1 min Abbotswood 4 minute headways on sow ines between Kings Norton and Longbridge Ha Green Yardey Wood Shirey Whitocks End Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Oton Soihu Bearey Bearey Stratford-Upon-Avon Widney Manor 10 mins Dorridge Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Caney COVENTRY Gibbet Hi Banbury Kings Sutton Aynho Heyford Tackey Wovercot Oxford North OXFORD Coventry North 18 mins Miverton Trent Vaey RUGBY Mothbaed Raiway NORTHAMPTON Long Buckby WATFORD Leamington Spa Caydon L.N.E. LEAMINGTON SPA 30 mins 19 mins Ayesbury Vae Parkway Bicester Ayesbury Ayesbury North Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway 16 mins Bicester Great Missenden Town Monks Risborough Amersham Princes Risborough s Princes Chafont & Latimer Risborough Choreywood Saunderton High Wycombe London Underground Infrastructure V V V Rickmansworth Moor Park Harrow-on-the-Hi Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 59

60 Mothbaed Raiway D ism anted Raiwa y hinnor & Prince Cavert Waste 3. Current demand, capacity and deivery Figure 3.21 Prevaiing inespeed Trent Vaey No. 1 Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Duddeston Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Hams Ha Water Euro Orton Termina s Whitacre Stechford North Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER 70 and 30 SHRUB HILL Mavern Link Norton 50 and 30 Rover - MG Longbridge Car Pant Northfied (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge Barton North Wichnor Cowich Rugeey STAFFORD North SHREWSBURY Rugeey Trent Vaey Rugeey Town Rugeey Power Station Angesea Sidings (Cosed) Lichfied Trent Vaey Lichfied City Lichfied Trent Vaey 0-35 mph Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Portobeo Woverhampton Stee Termina Ryecroft Peck Bescot Newton Park Lane Kingsbury TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Hednesford Cannock Landywood Boxwich North Boxwich Wasa Gravey Hi Perry Barr Aston s Perry Barr Witton Aston s Jeweery Quarter Duddeston Sidings BIRMINGHAM Soho SNOW HILL s Five Ways University Sey Oak Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Adderey Park Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Hamstead Lea Ha Stechford Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth mph mph mph mph mph London Underground Infrastructure Ha Green Oton Caney Coventry North Bakedown Bournvie Lifford Trent Vaey s Yardey Wood Soihu Long Buckby COVENTRY RUGBY NORTHAMPTON Kidderminster Shirey Widney Manor Kings Severn Vaey Norton s Kings Norton Gibbet Hi Dorridge Raiway Whitocks End Ledbury HEREFORD Cowa Hartebury Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Route 13 Wovercot Route 13 Oxford North OXFORD Miverton Leamington Spa LEAMINGTON SPA Caydon L.N.E. Mothbaed Raiway Ayesbury Vae Parkway Ayesbury Bicester Ayesbury North Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Bicester Great Missenden Town Monks Risborough Amersham Princes Risborough s Princes Chafont & Latimer Risborough Choreywood Saunderton High Wycombe London Underground Infrastructure Neasden South WATFORD Rickmansworth Moor Park Harrow-on-the-Hi LONDON MARYLEBONE Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip 0-35mph 40-45mph 50-60mph 65-75mph mph mph London Underground Infrastructure Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium 60

61 West Midands and Chiterns Route Utiisation Strategy May Eectrification Figure 3.22 shows the extent of eectrification within the RUS area. The foowing routes within the West Midands are eectrified using 25kv AC overhead ine: Rugby to Stafford via Birmingham New Street Grand Jn ines via Aston and Bescot and incuding Wasa (the ine between Peck Jn and Wasa) Cross City North as far as Lichfied Trent Vaey high-eve Cross City South (sow ines ony between Kings Norton and Longbridge). The eectrified infrastructure in the RUS area is utiised by Virgin Trains, London Midand and the freight operators. The Chitern Main Line is not eectrified. The Metropoitan ine between Amersham and Harrow-on-the-Hi is eectrified using 650v dc fourth rai. The extent of eectrification within the RUS area is panned to be extended through Network Rai s commitment in the Contro Period 4 Deivery Pan to extend eectrification from Barnt Green to Bromsgrove to faciitate the extension of Cross City services Loop ength and capabiity A diverse mix of passenger and freight traffic operates within the RUS area, with differing speeds, formations and market types. Accommodating this traffic is particuary chaenging due to the fact that the majority of the RUS area is doube track in formation and there is a imited avaiabiity of suitabe ocations to reguate services (aow faster trains to overtake sower ones). There are severa oops ocated across the RUS area but most of these are ocated in ess than idea ocations and are unabe to accommodate intermoda services for which the desired maximum ength is 775 metres. This is further compounded by the inadequate entry and exit speeds and the associated approach contro signaing restrictions. It is recognised that the optima method to reguate services in most cases is by an additiona stretch of ine that is not necessariy adjacent to, but is sufficienty ong to avoid the service being reguated being brought to a standsti. However, where this is not possibe, the maximum capabiity of the oop needs to be expoited Patform engths The engths of patforms aso vary aong a ine of route. Figure 3.23 shows the patform engths at stations within the RUS area and indicates the number of vehices which can be accommodated at each station. The majority of patforms across the RUS area can accommodate six-car train engths. There are, however, a significant number of stations within the West Midands, particuary on the Cannock ine, which cannot accommodate four-car engths. It shoud aso be noted that where the patform engths vary aong a ine of route, train ength and passenger capacity is constrained by the shortest patforms. Where practica, seective door opening or a process of skip-stopping has to be depoyed to resove this issue. However, this may not optimise the timetabe or station dwe times. Patform widths as we as engths can present issues at some stations. At Birmingham Moor Street and University, for exampe, the narrow patforms are a probem during times of high passenger demand, and this has been compounded by the continued increase in peak passenger numbers Loading gauge The oading gauge reates to the height and width of roing stock and freight wagons and defines the size of vehices which can be carried on a specific route. The gauge within the RUS area has evoved as new fows have emerged. A arge portion of the RUS area is W8 gauge ceared, but there are aso sections of W6, W7, W9 and W10 gauge. W9 and W10 are the gauges required to transport the argest containers (9 6 high) on conventiona wagons. The absence of this gauge in parts of the RUS area reduces the fexibe routing options for W9 and W10 traffic and is a serious imitation on rai s attractiveness in the intermoda market. The mixture of gauges means that diversionary routes can often be ong and circuitous, or trains have to be canceed when the main route is not avaiabe. See Figure 3.24 for the various rai oading gauge profies. Figure 3.25 shows the gauge in the RUS area Route Avaiabiity Route Avaiabiity is a system for determining which types of ocomotive and roing stock can trave over any given section of route and is normay determined by the strength of underine bridges in reation to axe oad and speed. Figure 3.26 shows that the Route Avaiabiity across the majority of the RUS area is RA8, with the exception of part of the Leamington Spa and Chitern corridor which is RA7. In order for RA9 and RA10 traffic to be operated, specia cearance is required, and this usuay requires oca speed restrictions to be appied over weaker structures. This aso reduces fexibiity during perturbation. 61

62 3. Current demand, capacity and deivery 3.10 Performance Reiabiity and deay The industry uses two measures to monitor passenger service punctuaity and reiabiity: Pubic Performance Measure (PPM) and Canceations and Significant Lateness (CaSL). PPM is expressed as a percentage and each passenger service that operates across the network contributes to this. PPM measures the number of trains that actuay operated punctuay as a percentage compared to those that are schedued to operate in the pubished timetabe. Services operate under one of three sectors (ong distance, regiona, and London and South East) and dependent on their sector the definition of punctuaity varies. Long distance trains are considered punctua if they reach their fina destination within 10 minutes of their pubished arriva time. The regiona and London and South East measure of punctuaity is that they arrive within five minutes of their pubished arriva time. Reiabiity is aso incuded within the PPM metric. A reiabiity faiure under PPM can be a resut of deviation from the schedued caing pattern, faiure to reach the fina destination or faiure to compete any eement of the journey. CaSL is comprised of two principa eements: canceations and significant ateness. Services are considered canceed if they fai to compete their fu schedued journey or are canceed before 50 per cent of the journey is competed. If more than 50 per cent of the journey is competed it is considered to be a partia canceation. The canceation metric aso takes into account services that miss schedued caing points, these are cassed as fai to ca. The significanty ate metric is appied if a service arrives at its fina destination 30 minutes or more after its schedued arriva time. Network Rai and a franchised passenger operators are required, under the Network Code, to create annua Joint Performance Improvement Pans (JPIPs) in which individua operator trajectories, annua targets (moving annua averages), underpinning improvement pans and management processes are defined. The combined JPIPs aggregate to the nationa trajectory for each metric. JPIP deivery is the joint responsibiity of the signatories and the agreed trajectories are cosey monitored by an industry governance group known as the Nationa Task Force. Simiar arrangements do not appy to freight operators where the ony reguatory target within CP4 is a Network Rai deay minutes per 100 kiometres of operation. The target is normaised in this way because of the variabe voumes of freight traffic. Deay minutes are used to determine an individua train s ateness and are captured on a route basis. The industry recognises and measures two types of deay: primary deay and reactionary deay. Primary deay is the deay caused directy to a train by an incident, whereas reactionary is the deay which is indirecty caused to other trains as a resut of such an incident. The RUS process ony focuses on ways to minimise reactionary deay as the reduction in primary deay is aready managed through estabished industry processes, eg. individua JPIPs RUS area performance anaysis The performance anaysis for the RUS area assessed primary deay (deay caused directy to a train by an incident) and reactionary deay (deay indirecty caused to other trains as a resut of an incident) on a sampe period (Period 13, 2007/8) [doesn t this faty contradict the ast sentence of the previous paragraph]. The performance data anaysed iustrated the effects that primary deay had on the individua corridors within the RUS area. Additionay, it assisted in the process of appreciating the performance reationship between each corridor in respect of whether reactionary deay was contained on a corridor or transferred to others. The tota deay experienced by a corridor is the corridor contained deay (primary deay and reactionary deay contained within a corridor) and imported reactionary deay imported from other corridors. The resuts of this anaysis for each corridor are presented in the performance charts in Appendix A. The anaysis indicated that the top three causes of deay reated to points, signaing and other assets. The findings demonstrate that, of the tota reactionary deay generated within the RUS area, on average over 80 per cent of this deay remained within the RUS area. The majority of deay within the RUS area during the period of anaysis was caused by incidents on the Derby, Nuneaton (incuding Camp Hi) corridor, foowed by the Leamington Spa and Chitern corridor and the Wasa and Cannock corridor. The Derby and Nuneaton corridor created over 30,000 minutes incuding corridor contained deay of over 21,000 minutes. The argest portion of the exported deay was to outside the RUS area, with neary 5,000 minutes exported, showing the importance of the corridor in the wider rai industry. This anaysis has assisted in identifying where there may be performance-reated issues and these factors have been factored in the deveopment of options where appropriate. 62

63 West Midands and Chiterns Route Utiisation Strategy May Stations Faciities Appendix B provides a detaied ist of station faciities at the stations ocated within the West Midands and Chiterns RUS area and the integration with other modes of transport Links with other transport modes The ease with which passengers can access stations infuences the attractiveness of rai trave reative to other transport modes. Rai is often ony one stage of a passenger journey, with some passengers using other modes of transport to access the station. In terms of trave choices, it is generay assumed that passengers woud be abe to cyce or wak to the station within the haf-mie radius. Beyond haf a mie, the main modes of access woud be by bus or car, with some passengers choosing to cyce where cyce storage faciities are avaiabe at the station Car parking Providing car parking spaces at rai stations improves accessibiity to the rai network, particuary where waking or cycing is not a feasibe option. Car parking faciities in the RUS area are summarised in Appendix B aong with accessibiity to the station and interchange opportunities with other modes of transport. It shoud be noted that the RUS has not coated data on London Underground car parks or aternative parking faciities near to stations. The majority of stations within the RUS area have a car parking faciity. Within the West Midands Metropoitan Area, Centro operates over 6,000 spaces at 37 stations and has a poicy of providing free parking for rai users, apart from at Soihu and Sutton Codfied. Parking faciities outside the Centro area comprise a mixture of free and charged, and are generay operated by the appropriate train operating company. Whie there is some evidence of passengers driving to the Centro area to park and catch a train, passengers generay prefer to use their oca station subject to there being adequate parking and train service provision at reasonabe cost. There is evidence that at stations where there is a high car parking charge (such as Birmingham Internationa and Warwick Parkway), usage by oca commuters is reativey ow. It is recognised that imited car parking capacity is a widespread issue and recent passenger surveys demonstrate that a significant number of car parks in the RUS area are at or very cose to capacity on weekdays by the end of the peak period. In recent years, car parking provision has steadiy increased, but demand consistenty outstrips suppy at many stations. This eads to passengers choosing to park on adjacent streets, driving to different stations or choosing not to trave by rai. This is particuary an issue in the ate morning and off-peak periods and can act as a barrier to future rai growth. There are a number of car park expansion schemes in deveopment which aim to address this issue. These are outined in Chapter 4. 63

64 Mothbaed Raiway D ism anted Raiwa y hinnor & Prince Cavert Waste 3. Current demand, capacity and deivery Figure 3.22 Eectrification in the RUS area Trent Vaey No. 1 Oakengates Penkridge Teford Centra Madeey Shifna Cosford Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Handsworth Sidings Smethwick Rofe Street Gravey Hi Perry Barr Perry Barr Witton s Jeweery Quarter Soho s Aston s Aston Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Duddeston Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Water Hams Ha Orton Euro s Termina Whitacre Stechford North Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Rover - MG Longbridge Car Pant Northfied (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge Doube track (mixed traffic) Singe track (mixed traffic) Barton North London Underground Limited infrastructure SHREWSBURY Abbey Foregate Weington Donnington Intermoda Termina IRONBRIDGE POWER STATION STAFFORD Bushbury Cowich Rugeey North Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Daraston RUGELEY POWER STATION Bescot Newton Hamstead Tame Bescot Yard Bridge Parkway The Hawthorns Angesea Sidings (Cosed) Route 18 Lichfied Trent Vaey Park Lane Lichfied Trent Vaey Kingsbury Wichnor TAMWORTH Dismanted Raiway Abrighton Codsa Bibrook Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Smethwick Gaton Bridge Five Ways University Sey Oak BIRMINGHAM SNOW HILL Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Lichfied City Adderey Park Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Duddeston Sidings Lea Ha Stechford Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth Eectrification Doube Track (mixed traffic) Singe Track (mixed traffic) Mothbaed Line (Freight Ony) Dismanted Raiway (Trackbed Protected) London Underground Infrastructure DC 4th Rai OHLE Part Eectrified NONE DC fourth rai OHLE Part eectrified None Ha Green Oton Caney Coventry North Bakedown Bournvie Lifford Trent Vaey s NORTHAMPTON Yardey Wood Soihu COVENTRY RUGBY Kidderminster Shirey Widney Manor Kings Severn Vaey Norton s Kings Norton Gibbet Hi Dorridge Raiway Whitocks End Ledbury HEREFORD Cowa Hartebury Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Wovercot Oxford North OXFORD Miverton Leamington Spa LEAMINGTON SPA Caydon L.N.E. Mothbaed Raiway WATFORD Ayesbury Vae Parkway Ayesbury Bicester Ayesbury North Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Bicester Great Missenden Town Monks Risborough Amersham Princes Risborough s Princes Chafont & Latimer Risborough Choreywood Saunderton High Wycombe London Underground Infrastructure Rickmansworth Moor Park Harrow-on-the-Hi Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 64

65 West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.23 Patform engths Shrewsbury Weington Oakengates Teford Centra Shifna Cosford Stafford Abrighton Codsa Bibrook Penkridge Woverhampton Bakedown Kidderminster* Rugeey Trent Vaey* Coseey Tipton Dudey Port Rugeey Town Hednesford* Smethwick Gaton Bridge Sandwe & Dudey Langey Green* Rowey Regis Stourbridge Town Od Hi Cradey Heath* Stourbridge Junction Lye Hagey Hartebury Cannock Landywood Boxwich North Boxwich Droitwich Spa* Worcester Foregate Street Wasa Gravey Hi Perry Barr Aston Witton The Hawthorns Jeweery Quarter Duddeston Smethwick Rofe Street Birmingham New Street Five Ways University Sey Oak Bournvie Kings Norton Northfied Longbridge Bromsgrove** Barnt Green Redditch Birmingham Snow Hi Birmingham Moor Street Lichfied Trent Vaey Lichfied City Shenstone Bake Street Buters Lane Four Oaks Whitocks End* Wytha* Earswood Water Orton Sma Heath* Tyseey Acocks Green Oton Soihu Wootton Wawen Wimcote Stratford-upon-Avon Winecote Adderey Park Coeshi Parkway Lea Ha Marston Green Tamworth Stechford Birmingham Internationa Hampton-in-Arden* Berkswe Nuneaton Bedworth Tie Hi Caney COVENTRY 0-97m Patforms cannot accommodate 4x23m vehice + 5m operationa ength) up to 4 car Patforms can accommodate up to 4x23m vehice + 5m operationa ength up to 5 car Patforms can accommodate up to 6x23m vehice + 5m operationa ength up to 6 car Patforms can accommodate up to 6x23m vehice + 5m operationa ength up to 8 car Patforms can accommodate up to 8x23m vehice + 5m operationa ength 8 car + Patforms can accommodate up to 10x23m vehice + 5m operationa ength Data shown in tabe * as specified in CP4 patform engthening scheme (see chapter 4 for detais) ** as specified in CP4 station reocation scheme (see chapter 4 for detais) Patform engths are the operationa usuabe ength. Categorisation is based on the shortest patform ength (uness two or more patforms fit the onger ength category). Northampton Rugby Leamington Spa Hereford Hatton Avechurch The Lakes Wood End Caverdon Danzey Heney-in-Arden Ledbury Cowa Mavern Link Great Mavern Bearey Worcester Shrub Hi Sutton Codfied Wyde Green Chester Road Erdington Tame Bridge Parkway Hamstead Bescot Stadium Bordesey Yardey Wood* Ha Green Spring Road* Shirey Widney Manor* Dorridge Lapworth Warwick Parkway Warwick Banbury Kings Sutton Heyford Tackey Bicester North Bicester Town Litte Kimbe Monks Risborough Ayesbury Vae Parkway Ayesbury Stoke Mandevie Wendover Great Missenden Amersham Chafont & Latimer Choreywood Haddenham & Thame Parkway Princes Risborough Saunderton Rickmansworth Moor Park Harrow-on-the-Hi High Wycombe Beasonsfied Seer Green Gerrards Cross Denham Gof Cub Denham Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium Northot Park West Ruisip South Ruisip Patform Station 1A 1B C Birmingham Internationa Birmingham New Street Hereford Leamington Spa London Maryebone Northampton Nuneaton Rugby Shrewsbury Up 245 Dn Up 285 Dn Stafford Woverhampton LONDON MARYLEBONE 65

66 3. Current demand, capacity and deivery Figure 3.24 Loading gauge enveopes GB1 GB GA W12 W10 W9 W8 W7 W6 66

67 Mothbaed Raiway D ism anted Raiwa y hinnor & Prince Cavert Waste West Midands and Chiterns Route Utiisation Strategy May 2011 Figure 3.25 Loading gauge Trent Vaey No. 1 Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Duddeston Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Hams Ha Water Euro Orton Termina s Whitacre Stechford North Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Rover - MG Longbridge Car Pant Northfied (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge W6 W7 SHREWSBURY STAFFORD Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Cowich Rugeey North Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Rugeey Power Station Bescot Newton Angesea Sidings (Cosed) Lichfied Trent Vaey Park Lane Barton North Lichfied Trent Vaey Kingsbury Wichnor TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON ROUTE AVAILABILITY RA5 RA6 RA7 RA8 RA9 RA10 London Underground Infrastructure Main InterCity Station (Interchange Opportunities) Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Gravey Hi Perry Barr Aston s Perry Barr Witton Aston s Jeweery Quarter Duddeston Sidings BIRMINGHAM Soho SNOW HILL s Five Ways University Sey Oak Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Lichfied City Adderey Park Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Hamstead Lea Ha Stechford Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth W8 W9 W10 W12 (European Gauge) London Underground Limited infrastructure Main InterCity station (interchange opportunities) Ha Green Oton Caney Coventry North Bakedown Bournvie Lifford Trent Vaey s Yardey Wood Soihu Long Buckby COVENTRY RUGBY NORTHAMPTON Kidderminster Shirey Widney Manor Kings Severn Vaey Norton s Kings Norton Gibbet Hi Dorridge Raiway Whitocks End Ledbury HEREFORD Cowa Hartebury Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Route 13 Wovercot Route 13 Oxford North OXFORD Miverton Leamington Spa LEAMINGTON SPA Caydon L.N.E. Mothbaed Raiway WATFORD Ayesbury Vae Parkway Ayesbury Bicester Ayesbury North Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Bicester Great Missenden Town Monks Risborough Amersham Princes Risborough s Princes Chafont & Latimer Risborough Choreywood Saunderton High Wycombe London Underground Infrastructure Route 13 Rickmansworth Moor Park Harrow-on-the-Hi Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 67

68 Mothbaed Raiway D ism anted Raiwa y hinnor & Prince Cavert Waste 3. Current demand, capacity and deivery Figure 3.26 Route avaiabiity Trent Vaey No. 1 Oxey Woverhampton North WOLVERHAMPTON Crane Street Coseey Daraston Tame Bescot Yard Bridge Parkway The Hawthorns Handsworth Sidings Smethwick Gaton Bridge Smethwick Rofe Street Sandwe Gaton & Dudey Smethwick Langey Green Round Oak Stee Termina Rowey Regis Od Hi Cradey Heath Lye Stourbridge North Proof House Grand Caste Bromwich Caste Bromwich Jaguar Washwood Heath Duddeston Lawey Street Freightiner Satey EMR Termina Landor Street St Andrews BIRMINGHAM MOOR STREET Bordesey s Bordesey Sma Heath Tyseey North Bordesey STVA Tyseey and Aggregates Tyseey South Spring Road Acocks Green Birch Coppice Water Hams Ha Orton Euro s Termina Whitacre Stechford North Stechford Adderey Park Lea Ha Shewick Droitwich Spa WORCESTER FOREGATE STREET Henwick Worcester Tunne Great Shrub Hi Mavern WORCESTER SHRUB HILL Norton Mavern Link Rover - MG Longbridge Car Pant Northfied (Cosed) Longbridge Barnt Green Bromsgrove Barnt Green Stoke Works Abbotswood C s Risborough Raiwa y Severn Bridge Engish Bridge RA5 RA6 SHREWSBURY STAFFORD Abbey Foregate Weington Donnington Intermoda Termina Oakengates Penkridge Teford Centra Madeey Shifna Ironbridge Cosford Power Station Abrighton Codsa Bibrook Bushbury Cowich Rugeey North Rugeey Trent Vaey Portobeo Woverhampton Stee Termina Ryecroft Peck Rugeey Power Station Bescot Newton Angesea Sidings (Cosed) Lichfied Trent Vaey Park Lane Barton North Lichfied Trent Vaey Kingsbury Wichnor TAMWORTH Dismanted Raiway Water Orton Kingsbury Oi Termina Kingsbury EMR Daw Mi coiery Abbey Murco Petroeum Nuneaton s NUNEATON ROUTE AVAILABILITY RA5 RA6 RA7 RA8 RA9 RA10 London Underground Infrastructure Main InterCity Station (Interchange Opportunities) Mothbaed Raiway BIRMINGHAM NEW STREET Mothbaed Raiway Stourbridge Town Stourbridge Junction Tipton Dudey Port Hagey Rugeey Town Hednesford Cannock Landywood Boxwich North Boxwich Wasa Hamstead Gravey Hi Perry Barr Aston s Perry Barr Witton Aston s Jeweery Quarter Duddeston Sidings BIRMINGHAM Soho SNOW HILL s Five Ways University Sey Oak Sutton Codfied Wyde Green Chester Road Erdington Shenstone Bake Street Buters Lane Four Oaks Lichfied City Winecote Coeshi Parkway Bescot Stadium Pensnett (Cosed) Marston Green BIRMINGHAM INTERNATIONAL Hampton-in-Arden Berkswe Tie Hi Bedworth RA7 RA8 RA9 RA10 London Underground Limited infrastructure Main InterCity station (interchange opportunities) Ha Green Oton Caney Coventry North Bakedown Bournvie Lifford Trent Vaey s Yardey Wood Soihu Long Buckby COVENTRY RUGBY NORTHAMPTON Kidderminster Shirey Widney Manor Kings Severn Vaey Norton s Kings Norton Gibbet Hi Dorridge Raiway Whitocks End Ledbury HEREFORD Cowa Hartebury Avechurch Redditch Wytha Earswood The Lakes Wood End Danzey Heney-in-Arden Wootton Wawen Wimcote Bearey Bearey Stratford-Upon-Avon Hatton s Lapworth Caverdon Hatton Warwick Parkway Warwick Banbury Kings Sutton Aynho Heyford Tackey Route 13 Wovercot Route 13 Oxford North OXFORD Miverton Leamington Spa LEAMINGTON SPA Caydon L.N.E. Mothbaed Raiway WATFORD Ayesbury Vae Parkway Ayesbury Bicester Ayesbury North Stoke Mandevie Litte Kimbe Haddenham & Wendover Thame Parkway Bicester Great Missenden Town Monks Risborough Amersham Princes Risborough s Princes Chafont & Latimer Risborough Choreywood Saunderton High Wycombe London Underground Infrastructure Route 13 Moor Park Harrow-on-the-Hi Northot Park South Ruisip Seer Green Gerrards Cross Denham Gof Cub Denham West Ruisip Rickmansworth Neasden South Sudbury Hi Harrow Sudbury & Harrow Road Wembey Stadium LONDON MARYLEBONE 68

69 West Midands and Chiterns Route Utiisation Strategy May Interchange with other transport modes The need to improve other means of accessing the rai network shoud aso be considered for passengers who do not have use of a car. Whist there are high eves of car ownership in certain parts of the RUS area, particuary in Warwickshire and the areas surrounding the Chitern Main Line, it is important to consider those who are dependant on aternative modes of transport for part of their end- to-end journey. Promoting aternative modes to car transport aso figures prominenty in the Government s transport and environmenta poicies which emphasise the need to reduce road congestion and encourage more sustainabe forms of trave. The London area has the highest usage of pubic transport in the UK and interchange with London Underground and oca bus services is therefore of particuar importance. Recent anaysis has shown that within the Birmingham area one in three peope sti do not have access to a car and the dependence of young and od peope on pubic transport across the RUS area shoud not be overooked. There are severa ocations where the raiway intersects or runs cose to other modes of pubic transport, providing passengers with an opportunity to integrate other transport modes into their overa journey. Appendix B highights the stations that have bus, metro, underground and air interchange faciities. It aso iustrates the cyce storage capacity. These modes shoud be considered as an aternative means to access the rai network for passengers who do not have access to a car or wish to use another mode of access. Stations which are considered to have particuary good interchange faciities are: Amersham (rai underground, nationa rai and bus inks to London Heathrow) Birmingham Snow Hi (rai, tram and bus) Birmingham Internationa (air, bus and rai) Chafont and Latimer (rai underground and nationa rai) Coeshi Parkway (bus, rai and park and ride. Bus inks are particuary good to Birmingham Airport for inks to the NEC). Cradey Heath (rai and bus) Lichfied City (bus). High Wycombe (bus inks to London Heathrow) Princes Risborough (bus and rai) Rickmansworth (bus and coach for London Heathrow Airport). Sutton Codfied (bus) Soihu (bus) Station accessibiity As we as providing easy access to the stations on the network, it is aso important to ensure that there is an unobstructed and obstace-free accessibe route avaiabe within stations to assist with access to services and to faciitate efficient interchange. The ack of adequate step-free access to patforms or arge stepping distances between patforms and trains can act as a barrier to using rai for those with reduced mobiity, with young chidren or carrying uggage. Appendix B shows the accessibiity eves at stations and indicates that this varies across the RUS area. There are severa enhancements in deveopment sponsored by the Access for A and Nationa Stations Improvement Programme (NSIP) funds which aim to address accessibiity issues at stations. These are discussed in Chapter 4. 69

70 3. Current demand, capacity and deivery 3.12 Roing stock, depots and stabing The principa maintenance depots in the RUS area which maintain and service roing stock are ocated at: Ayesbury Chitern Raiways (diese depot) Centra Rivers Virgin Trains and CrossCountry (diese depot) Neasden LUL (eectric depot) Northampton London Midand (eectric depot) Oxey Virgin Trains (eectric depot) Tyseey London Midand (diese depot) Soho London Midand (eectric depot) Wembey Chitern Raiways (diese depot) Each of the depots is different and performs a specific roe, based on its ocation, faciities, processes and assigned roing stock. Each depot has been deveoped to operate on a variety of activities which incude overnight servicing, maintenance, modifications, whee set attention, repairs, ceaning and differing eves or repair and overhau. Each depot has a different ayout, with variabes such as track ayout, berths and stabing roads which dictate the workfow through the site Engineering access Due to the mixture of traffic and routes within the RUS area, engineering access varies within the RUS area. The current access arrangements around the various route sections are briefy described beow. The RUS area has a reasonabe avaiabiity for diversionary routing over much of its network, and a refined pattern of cycica midweek night possessions has been appied. A notabe exception is between Birmingham and Coventry, where there is no aternative eectrified diversionary route. This can cause issues during maintenance work, as the current arrangements on the Coventry corridor, mean that some Euston to Woverhampton services are prevented from serving the key ocations of Coventry and Birmingham Internationa. Diversionary routes can create issues for freight customers as freight diversions are constrained by capabiity requirements of gauge and weight. Whie freight operators cannot readiy divert their traffic to the roads in the same way as passenger operators, some of the freight services have fexibiity surrounding the timing and duration of their journeys and possessions that coud affect them are targeted at times of itte traffic. Growth wi increasingy require a route to be avaiabe for more of the time. On the Chitern ine, engineering access is avaiabe through a reguar pattern of eight hours on Saturday nights and five hours on Sunday nights, as we as possession opportunities on week nights which are imited due to Chitern Raiways ate night services and empty stock movements. Possession panning, which is the cosure of a ine for engineering works, is carefuy integrated on the Chitern route with the Birmingham to Didcot and West Coast Main Line routes, to enabe the route to be used as an aternative for passengers and freight from London to the West Midands. The Chitern route can be used as a diversionary route for Virgin Train services, during West Coast South a-ine cosures on Bank Hoidays, and for First Great Western services during Crossrai and Reading enhancement bockades. The 2010 pan has been carefuy panned to ensure that a route through to Birmingham is maintained whenever possibe, and the West Coast South and Chitern Main Line are not bocked simutaneousy. Network Rai has deveoped a revised approach to possessions panning which seeks to focus maintenance access at times of east vaue to users of the network, and optimise engineering costs against revenues and economic benefits. The output shoud then be incorporated into the annua Rues of the Route panning process. Improvements to maintenance activities have been incorporated into the Network Avaiabiity Impementation Pan, which detais the next steps towards deivering improvements to network avaiabiity in Contro Period 4. This pan aso incudes improvements to track renewa activities, possession strategies to minimise disruption. Further detais of the Network Avaiabiity Impementation Pan is presented in Chapter 4 under committed schemes. 70

71 4. Panned changes to infrastructure and services This chapter outines the panned changes to suppy within the rai network over the period of this Route Utiisation Strategy (RUS). These changes are identified as either committed changes which incude panned changes to train services or infrastructure, and proposed or uncommitted changes. These changes do not incude those recommended by this RUS. 4.1 Committed and uncommitted projects Where significant renewa and enhancement projects are committed, they form part of the baseine for the RUS. For the purpose of anaysis in this RUS, a committed scheme is considered to be one that has confirmed funding and is beyond Governance to Rai Investment Projects (GRIP) stage 4 singe option deveopment. Any interventions proposed by the RUS are assessed against a baseine of today s raiway as described in Chapter 3, pus committed projects. The baseine is defined as the do minimum scenario in anaysis work. The RUS deveopment process aso recognises those renewa and enhancement projects that are in the eary stages of deveopment. Projects up to and incuding GRIP stage 4 are cassified as uncommitted and have not been incuded within the baseine. The RUS cannot assume that these projects wi go ahead, but where an output from an uncommitted scheme may deiver a resoution to a gap identified by this RUS, the RUS can recommend the same intervention if it proves to be the optimum way forward from the optioneering process. 4.2 Panned changes to infrastructure This section presents committed enhancement schemes, which incudes those incuded in the Contro Period 4 (CP4) Deivery Pan to meet targets set in the High Leve Output Specification (HLOS) and those committed through the GRIP process. It aso outines the uncommitted schemes that have aso been taken into consideration HLOS and CP4 Deivery Pan The HLOS specified various metrics (reiabiity, capacity and safety) which the coective rai industry is required to achieve during CP4. It prescribed peope demand metrics for major urban areas incuding Birmingham, and the main London termini incuding Maryebone. The CP4 Deivery Pan outines the committed outputs Network Rai has been funded to deiver in CP4 which incudes those required to meet the HLOS metrics. Further detais on the 2007 White Paper and HLOS metrics are at Further detais on Network Rai committed CP4 outputs are at The West Midands and Chiterns RUS is aigned with the deivery of the key outputs specified within the CP4 Deivery Pan. It recognises that many of the issues raised during the gap identification stage of the RUS are addressed and resoved by the committed CP4 enhancements schemes and associated operationa pans. The key eements of the CP4 Deivery Pan which need to be considered as part of the baseine for the RUS incude the foowing: Strategic Freight Network network avaiabiity and seven day raiway train engthening Birmingham Gateway project extension of eectrification and Cross City services to Bromsgrove Redditch branch enhancement West Midands patform engthening Westereigh Jn to Barnt Green inespeed improvement Network Rai Discretionary Fund Nationa Stations Improvement Programme 71

72 4. Panned changes to infrastructure and services These are further described beow: Strategic Freight Network and Productivity Transport Innovation Fund schemes In Juy 2007 the Government pubished its White Paper Deivering a Sustainabe Raiway which outined its pans for the growth and deveopment of the raiway in the context of a ong-term strategy for the next 30 years. This White Paper presented a proposa to deveop a Strategic Freight Network (SFN), which is envisaged as a network of core and diversionary routes which are designed to enabe the efficient operation of more and onger freight trains and resove conficts between freight and passenger services. This refects support for further growth of rai freight as a sustainabe distribution system. Nationay, 200 miion has been aocated for the deveopment of the SFN during CP4. This funding suppements those schemes aready identified for funding through the Transport Innovation Fund (Productivity) enhancements scheme announced by DfT in October These schemes are: Feixstowe to Nuneaton oading gauge enhancement (via Peterborough): oading gauge improvements to provide an aternative W10 gauge route (enabing the movement of 9ft 6in containers on standard height wagons) from the Port of Feixstowe to the Midands, avoiding the busy routes via London. Work started aong the route in Juy 2009 and gauge cearance was competed in Apri Southampton to West Coast oading gauge enhancement: a scheme to construct a W10 gauge ceared route from Southampton to the West Coast Main Line (WCML) via Basingstoke, Reading, Didcot Parkway and Leamington Spa. Gauge cearance was competed in March Nuneaton North Chord: a scheme to construct a mie of new raiway inking the Arey Lines at Nuneaton to the WCML, giving Feixstowe to Nuneaton freight traffic a dedicated route onto the WCML in the northbound direction. The Transport and Works Act Order was granted by the Secretary of State in Juy 2010 and construction work is anticipated to commence in Apri Competion is schedued for Summer The SFN funding aows for additiona gauge cearance and capacity improvements across the network, to meet industry growth forecasts and prevent this additiona freight traffic being forced onto the congested road network. Additionay the foowing SFN schemes wi have an impact on the services to and from the West Midands and Chiterns RUS area: improved capacity between Ipswich and Peterborough on the Feixstowe to Nuneaton route Water Orton Yorkshire oading gauge enhancement other infi gauge and infrastructure improvements across the network. The SFN incudes a specific fund for infi gauge schemes to progress towards the SFN vision of extensive W12 gauge cearance. The freight industry has expressed an aspiration for W12 gauge cearance for sections of the network which coud be used to transport short sea traffic. As a resut, the Freight RUS (FRUS) set a poicy to cear sections of a route to W12 wherever a structure is being rebuit. The SFN aso identifies preferred options to meet forecast growth in freight voume. A funding provision of 5 miion is incuded for studies to deveop identified schemes for deivery in Contro Period 5 (CP5) between 2014 and A shortist of potentia schemes, incuding possibe further capacity enhancements between Southampton and the WCML, has been agreed by the SFN Steering Group, and the initia studies are currenty underway. Train engthening opportunities are aso being assessed through the SFN, with the Southampton to West Midands route as a candidate scheme currenty being deveoped, permitting growth without increasing capacity utiisation. In order to faciitate this, infrastructure changes may be necessary Network avaiabiity and seven day raiway The Office of Rai Reguation (ORR) has aocated 160 miion nationay to assist in the deveopment of the seven day raiway initiative. The programme of change wi increase current eves of network avaiabiity during engineering works. This is part of the wider aim to deveop a raiway that reduces disruption to customers (passengers and freight) and better meets their needs, whist deivering efficient and effective maintenance, renewas and enhancements. The funding wi be spent on both infrastructure enhancements to faciitate the increase in rai operations, such as crossovers and bi-directiona signaing, and on investment to change Network Rai s work methods. Currenty there are no infrastructure schemes being progressed in the RUS area for seven day raiway funding. However, there are many initiatives in pace which wi deiver network avaiabiity benefits and it is anticipated that a operators of services within the RUS area wi benefit from the ongoing introduction of nationa piot initiatives. An exampe of this is the ine between Lichfied City and Wichnor Jn. By using seven day raiway funding, the ine has been kept open on two additiona weekend shifts during CP4 in order to retain CrossCountry drivers route knowedge which can be used when other ines are bocked for enhancement work or in times of disruption. The ine can aso be used as a diversionary route. 72

73 West Midands and Chiterns Route Utiisation Strategy May 2011 A Network Avaiabiity Impementation Pan is currenty in deveopment and aims to deiver the reguated outputs for network avaiabiity in CP4. Network Rai measures network avaiabiity using the new possession disruption indices (PDIs) and the metrics are highy sensitive to the ocation, number and duration of possessions. The Network Avaiabiity Pan aims to achieve a 37 per cent improvement in PDI which in effect wi deiver substantia improvements in network avaiabiity to passenger operators, and potentiay aow passenger and freight operators to run additiona train services at times that suppress customer demand. The core initiatives and activities which wi improve network avaiabiity incude improvements to maintenance and renewa activities, more efficient methods of working, new possession strategies to minimise disruption, and the estabishment of improved access points Train engthening Foowing the pubication of the White Paper in Juy 2007, the Government pubished a roing stock pan, setting out in more detai how roing stock woud be used to support train engthening to deiver increased capacity. This pan proposed the introduction of new roing stock where required, as we as the redepoyment of existing roing stock. The pan did not set out detaied ists of roing stock feets or a panned schedue for their introduction on specific routes. The train operators have been responsibe for the deveopment of operationa pans and subsequent procurement of roing stock in ine with HLOS passenger capacity requirements, with a view to providing best vaue for the investment by strengthening services on busiest routes. The HLOS peak demand requirement for Birmingham is expected to resut in additiona diese mutipe unit and eectric mutipe unit stock being provided to London Midand. The operationa pan produced by London Midand has considered where additiona peak capacity is required within the RUS area and has aocated additiona vehices to achieve this. The panned additiona vehices have formed part of the base for the RUS, and any options anaysis undertaken assumes the additiona capacity wi be deivered. The DfT recenty announced in June 2010 a review of the roing stock strategy and further detais of the pan have not yet been finaised. Whist the RUS wi continue to work on the assumption that the additiona vehices wi be deivered, it is therefore important to note that any refinement to the pan woud directy affect the assumptions and concusions of any options anaysis Birmingham Gateway project The major redeveopment of Birmingham New Street station (Birmingham Gateway) wi transform the station into a modern, wecoming and accessibe gateway to the city and transport hub for the UK rai network. The focus of the project is on improving the station environment and passenger services, through increased passenger capacity, improved access, better pedestrian inks to and through the station and more reiabe customer services. The 2007 HLOS confirmed to Network Rai that 128 miion woud be made avaiabe for the Gateway project. The tota fund for the redeveopment is 600 miion as it aso incudes major funding from Advantage West Midands, Birmingham City Counci and Centro. Network Rai, which owns and operates Birmingham New Street station, wi deiver the project. In addition to the benefits to rai passengers, there are major associated economic and tourism benefits for the region. The project scope incudes work to make the patforms cearer and ess crowded, a grand concourse encosed by a arge ight-fied atrium and eight new entrances making the station open to a sides of the city centre. Preparatory work has begun on the new concourse, incuding transformation of a former car park, and the current pan aims for competion of the first phase of works in The second phase of work to buid a second concourse to be combined with the first phase wi be competed in Bromsgrove station reocation This scheme is a third-party-funded enhancement to increase capacity and to enabe onger services to ca at Bromsgrove. The existing station is constrained with imited capacity to meet forecast passenger demand and increased services. It does not have the faciity to turn back trains without significant impact on service performance. The proposed option is to reocate Bromsgrove station 250 metres southwards aong the Birmingham to Bristo main ine. Reocating the station enabes the deveopment of a arger station with improved passenger faciities, such as car parking, bus interchange, onger patforms, increased cyce storage, and with Disabiity Discrimination Act (DDA) compiance. Commissioning of this scheme is panned in CP Extension of eectrification and Cross City services to Bromsgrove The scheme wi extend eectrification of the Cross City ine from Barnt Green to Bromsgrove, which wi faciitate the extension of the current Longbridge Cross City services to Bromsgrove. It is proposed that the scheme wi provide capacity for three trains per hour to Bromsgrove. This scheme cosey interfaces with the third-party-funded scheme to reocate Bromsgrove station (see ).This reocation is required as a prerequisite of the extension of Cross City services to Bromsgrove, to provide the opportunity to insta turn back faciities. The scheme at Bromsgrove aso has a timetabing interface with the scheme to increase Cross City 73

74 4. Panned changes to infrastructure and services services to Redditch. It is proposed that the current service of six trains per hour, where four turn round at Longbridge and two carry on to Redditch, wi be extended so that three trains per hour run to Bromsgrove and three trains per hour wi run to Redditch. The timing of the deivery of this scheme is currenty being determined and the proposed future timetabe wi be dependent on further detaied capacity and timetabe modeing work to ensure capacity is avaiabe to support current passenger and freight services and the new service requirement Redditch branch enhancement This scheme wi improve capacity on the Redditch branch, by enabing an additiona train per hour between Barnt Green and Redditch (in each direction), thereby deivering a standard 20-minute interva service between Redditch and Birmingham New Street. Network Rai is currenty deveoping the option of a doube track section between Avechurch and Redditch which wi require a second patform and footbridge at Avechurch. To aow for oca panning appication timescaes, the panned commissioning date for the project is now December The service is currenty operated by Cass 323 eectric mutipe units and the extension of the Cross City services wi ony require a minima increase in roing stock West Midands patform engthening This scheme wi hep to deiver the operationa pans currenty proposed by the train operators to achieve HLOS capacity metrics. Achieving the increase in demand set out in the HLOS requires train operators to depoy additiona roing stock. The preferred method for depoying extra stock wi be achieved through operating onger trains but this wi require patform engthening and/or the operation of seective door operation (SDO) at some stations. The agreed scope for patform engthening, foowing discussions with operators and other stakehoders, is detaied in Tabe Westereigh Jn to Barnt Green inespeed improvement Aong the Bristo to Birmingham and South Waes to Birmingham corridors (which merge north of Goucester), the scheme proposes to raise the inespeed to 100mph in both directions. This wi provide the abiity to reduce journey times by up to two minutes during future timetabe recasts, with associated benefits to the wider cross boundary services. This enhancement wi aso deiver significant performance improvements, as we as providing an increase in both passenger and freight capacity. Impementation of the inespeed improvement work is currenty programmed for December 2012, from which revised timings can then appy Network Rai Discretionary Fund The Network Rai Discretionary Fund (NRDF) is a mechanism for funding minor schemes (nominay under 5 miion) which wi enhance the capacity or capabiity of the rai network. An NRDF funded scheme must deiver vaue for money and have avaiabe resources to deiver the project efficienty. They are therefore schemes which are either inked to renewas or are stand aone schemes. A stand aone scheme is an enhancement undertaken as a separate scheme independent of any panned renewa works, whist an enhancement undertaken with a renewa is an enhancement impemented as part of a panned renewa. Schemes that have been funded by the NRDF and competed to date incude: part doubing of the Coventry to Leamington Spa ine as part of Coventry signaing renewa second access to Patform 12 at Birmingham New Street remova of permanent speed restrictions at Camp Hi and Grand Jn inespeed increases on the Cross City ine south of Barnt Green W10 gauge enhancement on the Sutton Park ine repacement of the bridge deck outside Birmingham Moor Street station in connection with Chitern Raiways timetabe change at Birmingham Moor Street and Birmingham Snow Hi reduced headways, a new crossover a Stratford-upon-Avon and a new turnback faciity at Whitocks End, as part of the Shirey to Stratford signaing renewa. Other schemes currenty being deveoped with committed funding from NRDF aign to resignaing projects being deivered in CP4. These are described in West Midands resignaing programme. There are aso a sma number of stand aone NRDF schemes which are described in

75 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 4.1 Patform enabing works required for West Midands train engthening Corridor Roing stock Stations Patforms Cannock Coventry Derby DMU Operation Cass 170 type units in formations no greater than 4 vehices. EMU Operation Cass 323, 350 and a ikey new buid type unit in formations of no greater than 8 vehices. DMU Operation Cass 170 type units in formations of 2, 3, 4 and 5. Leamington Spa DMU Operation Cass 150 and Cass 172 type units in formations no greater than 6 vehices. Stourbridge Stratford-upon- Avon DMU Cass 150, 170 and Cass 172 type units in formations no greater than 6 vehices. DMU Operation Cass 150 and Cass 172 type units in formations no greater than 6 vehices. Hednesford 1 Rugeey Trent Vaey 1 Hampton-in-Arden 1, 2 Winecote* 1, 2 Widney Manor 1, 2 Sma Heath 3, 4 Droitwich Spa 1, 2 Kidderminster 1, 2 Lye* 1, 2 Langey Green 1, 2 Cradey Heath 1, 2 Wytha 1, 2 Spring Road* 1, 2 Whitocks End 1, 2 Yardey Wood 1, 2 *or Seective Door Operation (SDO), subject to an agreed operationa pan Nationa Stations Improvement Programme The Nationa Stations Improvement Programme (NSIP) is a DfT-funded cross-industry programme designed to enhance approximatey 150 mediumsized stations across routes in Engand and Waes. It is a committed spending requirement in Network Rai s CP4 Deivery Pan and forms an agreed commitment to deiver station improvements for passengers. The primary objective of the programme is to make noticeabe and asting improvements to the environment at seected stations. The programme is being deveoped through oca deivery groups which enabe the NSIP money to be invested in the most effective way by everaging in third party funding. Loca deivery groups incude train operators and representatives from Network Rai. As part of the NSIP Tranche One programme, work at stations on the Cannock ine has recenty been competed. This has incuded the instaation of new CCTV and Customer Information Systems (CIS) equipment, new patform waiting sheters, artwork and station signage. Within the RUS area the stations that have currenty been identified for NSIP funding are presented in Tabe 4.2 with a brief description of the panned works. For the NSIP Tranche Two programme, station sites are currenty under consideration and deveopment funding is being sought. 75

76 4. Panned changes to infrastructure and services Tabe 4.2 Tranche one Nationa Stations Improvement Programme schemes Station Panned works Status Ayesbury Town Gerrards Cross Haddenham Thame Parkway improvements to the booking ha and waiting area incuding new gass partition wa to encose the entrance to the toiets extension of existing passenger waiting area new ceramic tied foor and skirting redecoration of booking ha was refurbishment of the existing mae, femae and disabed toiets is aso panned incuding new sip-resistant ceramic fooring, new heating and ventiation, and new recessed ceiing ighting. increased cyce faciities which wi incude reconfiguration to aow for an additiona 26 cyce hoops reocation of security raiings new paved areas new CCTV camera to view the gateine. refurbishment and extension of canopy on southbound patform instaation of ift canopy on northbound patform reocation of cyce racks to provide more spaces instaation of four new passenger waiting sheters. Competed. Competed. GRIP 3 Study Competed. Leamington Spa Princes Risborough Tamworth Teford refurbishment of the waiting rooms, incuding CIS, speakers and CCTV enhanced access for a users, incuding passengers with disabiities provision and/or restoration of fabric and fittings key to refect the Grade II isted status refurbishment of the disabed/baby change faciities and adies toiets conversion of current staff faciities on the southbound patform for passenger use, with the utimate aim of creating a refreshment room. extension of the waiting room new seating new CCTV cameras refurbishment of existing pubic toiets incuding disabed toiets new paving on station forecourt additiona cyce parking. refurbishment of station buiding on patform resurfacing of patforms refurbishment of the toiets and instaation of a DDA accessibe toiet refurbishment of waiting rooms on patforms 3 and 4 refurbishment of booking ha new cyce storage faciities new patform canopy. gazing and re-cadding to buiding façade canopy extension on patform 1 new waiting room and sheter on patform 2 externa andscaping new cyce faciities new station totem improved heating, doors, and seating refurbishment of toiets incuding new DDA accessibe toiet. Competed. Competed. Competion of the works is anticipated by the end of Competion of the works is anticipated by the end of

77 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 4.2 (continued) Tranche one Nationa Stations Improvement Programme schemes Station Panned works Status University widening of patform 2 extension of canopy on the Birmingham bound patform new cyce storage faciities new station signage renovation of the waiting room and ticket office. Warwick Wendover refurbishment of the pubic subway, incuding new fooring, ighting, wa cadding and improved drainage system. basic fabric improvements to a currenty disused room for use by passengers, with the utimate aim of deveoping a refreshment room. instaation of DDA compiant footbridge incuding ifts. Funding has aso been derived from Network Rai renewas, Chitern Raiways and DfT Access for A sma schemes. Competion of the works is anticipated at the beginning of Competed. Competion of the works is anticipated at the beginning of Other committed enhancement schemes in CP4 The foowing schemes are committed enhancements within the West Midands and Chiterns RUS area. These schemes, in addition to the capacity schemes specified above, have formed part of the baseine and have been taken into consideration during the appraisa work Evergreen 3 project The Evergreen 3 project is the third phase of the major infrastructure works which Chitern Raiways have promoted as part of their 20 year franchise to improve services on the Chitern Main Line. The first and second phase of works deivered additiona capacity, improved speeds at certain ocations and two new patforms at London Maryebone station. The third phase of Evergreen is a 274 miion project which wi deiver faster journeys between London Maryebone to Birmingham via Bicester, and a new route to Oxford, offering new passenger services between London Maryebone and Oxford station. The scheme wi deiver inespeed improvements to permit 100mph running on the Chitern Main Line and additiona ine capacity wi be created by providing passing faciities at Northot, Princes Risborough and Bicester. This wi aow more fexibe and ogica stopping patterns for suburban and ong distance services. Work on the Chitern Main Line to improve inespeeds and provide additiona capacity, is panned to be compete by Summer The Evergreen 3 project wi aso connect the Oxford to Bicester ine to the Chitern Main Line. This wi enabe a new Oxford to London Maryebone service via Bicester Town (known as BiOx), via a new southwest chord ine. The scheme wi rebuid the existing Bicester to Oxford ine for 100mph capabiity, with five-minute panning headways and invoves the construction of a new park and ride station at Water Eaton, to the north of Oxford. There wi be additiona patforms at Bicester Town, Isip and Oxford (the BiOx works outined here are subject to the granting of ministeria powers foowing Chitern Raiways TWA appication a decision is expected in ate 2011). A signaing on the route wi be controed by a centra ocation, and it is anticipated that new services wi commence in The associated timetabe changes that wi be deivered foowing the enhancement programme, wi provide the foowing benefits: additiona passenger capacity to London Maryebone in the three-hour morning peak Cass 172 DMUs used on some suburban services inespeed improvement to enabe faster journey time between London Maryebone and Birmingham (average 1 hour 41 minutes in the peak) haf-houry Oxford to London Maryebone service with 66 minutes journey time, caing at Water Eaton Parkway, Isip (some services), Bicester Town, Haddenham and Thame Parkway and High Wycombe changes in caing patterns on the ong distance services to enabe a faster journey time improvements to freight capabiity. The foowing schemes, which are funded through the CP4 Deivery Pan, directy interface with the Evergreen 3 project with the overa aim of improving capacity and journey times between London Maryebone and the West Midands: 77

78 4. Panned changes to infrastructure and services Aynho Jn to London Maryebone inespeed improvements: The scheme wi raise the inespeed at Aynho Jn (between Bicester and Banbury) in both directions. In the up direction (towards London) the inespeed wi be increased from 60mph to 90mph and in the down direction (towards the West Midands) the junction speed wi be increased from 40mph to 85mph. The scheme wi deiver a journey time reduction of 1 minute, and contribute towards the overa achievement of the 100 minutes journey time objective between London Maryebone and the West Midands. Competion is panned for August South Ruisip oop: This scheme comprises track and signaing aternations at South Ruisip in connection with wider remodeing being deveoped by the Evergreen 3 project, to provide capacity and inespeed improvements. It wi enabe a timetabe recast so that stations between London and Gerrards Cross can receive additiona inner suburban trains. These services wi be abe to be ooped to aow faster services to overtake during the morning and evening peak hours. This wi create additiona capacity for key markets such as Beaconsfied, High Wycombe, Haddenham and Thame Parkway and Bicester. Detaied design work is in progress with an aim to compete the overa works at Northot by August Metropoitan ine resignaing The subsurface ines resignaing programme (incuding the District and Hammersmith & City ines) is due to be competed by It is anticipated that the Metropoitan ine wi be competed in advance of this in 2016/17. In addition to the signaing upgrade works, panned changes incude reocation of the signaing contro to a centra ocation and the introduction of new London Underground eight-car S type roing stock. This new stock is panned to be in service on the Metropoitan ine in time for the introduction of the December 2012 timetabe West Midands resignaing programme Tabe 4.3 outines the signaing renewas, incuding proposed enhancement works, panned in the RUS area up to The signaing renewas work wi repace ife-expired assets with modern equivaent equipment. The RUS wi consider the renewed and enhanced network as the baseine infrastructure during its deveopment. Tabe 4.3 Signaing renewas, incuding proposed enhancement works, panned in the RUS area during CP4 Project Proposed work incuding enhancement schemes Benefits Water Orton resignaing Kidderminster/ Hartebury resignaing Wasa and Cannock resignaing reocate signaing contro to the West Midands Signaing Centre provide four aspect signaing between Nuneaton and Water Orton East Jn and three aspect signaing between Park Lane Jn and Adridge reduced signaing headways on the Sutton Park ine and between Water Orton and Nuneaton remodeed junctions at Water Orton and Landor Street. reocate signaing contro to the West Midands Signaing Centre reduced signaing headways between Stourbridge and Kidderminster higher entry and exit speeds in and out of Kidderminster goods oop new facing crossover at Stourbridge Jn. reocate signaing contro to the West Midands Signaing Centre provides signa spacing for 75mph running reinstatement of connection at north end of Wasa station from patform 3 to the up main reduced signaing headways on the Sutton Park ine provision of run round faciity at Wasa on the out of use goods ines to Round Oak. Deivers increased capacity, increased operationa fexibiity and improved performance. Deivers improved capacity and operationa fexibiity on the ine. Deivers increased capacity, increased operationa fexibiity, improved routing and improved performance. Panned competion date

79 West Midands and Chiterns Route Utiisation Strategy May Cotswod ine redoubing The Cotswod ine redoubing scheme invoves 20 mies of redoubing the singe ine track on the Cotswod Line from west of Evesham through to Moreton-in-Marsh and from Ascott-under- Wychwood to Carbury, with significant signaing modifications, three new station patforms and associated faciities. The scheme wi enabe an houry service to be introduced and provide performance improvement on the route. It wi aow through running for freight and diversionary operations and wi provide better connectivity from Worcester to Oxford and the Thames Vaey area. The scheme is due for competion in Autumn Tabe 4.4 Access for A programme of works Station Panned scope Status Sutton Codfied Northfied Sey Oak The scheme consists of the repacement of the footbridge span and the instaation of two new 16 person ifts that wi ink into the renewed footbridge. Additiona CCTV cameras and supporting equipment wi be instaed. Other works incude refurbishment works to patform 1 and 2 and the booking office. The scheme consists of two new 16 person ifts that wi ink into the existing footbridge. Additiona CCTV cameras and supporting equipment wi be instaed. The scheme consists of two new 16 person ifts that wi ink into the existing footbridge. Additiona CCTV cameras and supporting equipment wi be instaed. Heney in Arden The scheme is in the initia deveopment stages Competed Shirey Worcester Shrub Hi The scheme is in the initia deveopment stages. This scheme may be deveoped in parae with the station footbridge renewa. The scheme is in the initia deveopment stages. The outputs of this scheme may be incorporated into a potentia third party funded scheme that is currenty being deveoped with the Network Rai property team. Eary indications suggest that a new footbridge may be provided which woud ink the proposed third party deveopment to the station. The exact scope and timing of this scheme is sti to be defined in detai / Access for A Access for A, a 10-year initiative aunched by the DfT in 2006 to make more than 200 smaer stations across the country accessibe for a, is part of the Raiways for A Strategy, which aims to address the issues faced by mobiity impaired passengers using raiway stations in the UK. Centra to the strategy is the commitment of 35 miion nationay per year, unti 2015, for the provision of an obstacefree, accessibe route to and between patforms at priority stations. This generay invoves the provision of ifts or ramps, as we as associated works and refurbishment aong the defined route. The stations currenty incuded within the West Midands and Chiterns RUS area are outined in Tabe Birmingham Moor Street Patforms 3 and 4 reconnection The scheme to reinstate the connection to the termina patforms at Birmingham Moor Street station (one of the busiest stations in the West Midands), was competed eary in It reinstated the outof-use Patforms 3 and 4 at the station, in order to decongest the crowded through patforms and provide better passenger circuation throughout the station. The scheme incuded the repacement of the bridge deck outside the station, which was funded by the Network Rai Discretionary Fund. The scheme has deivered 32 vehices worth of capacity for stabing, which has been reeased from Tyseey and provides an opportunity for future growth in the West Midands. Reinstatement of the patforms has been required in order for Chitern Raiways to introduce their panned timetabe changes Birmingham city centre metro expansion As part of the West Midands Region s wider transport strategy known as Vision for Movement the Midand Metro tram system is to be extended. The trams wi run through the city of Birmingham towards New Street, connecting to a redeveoped Birmingham New Street station and wi provide connectivity to the city centre for passengers arriving into Birmingham Snow Hi station by rai or tram. The former Patform 4 at Birmingham Snow Hi (currenty used by the tram system) wi be vacated as part of the tram expansion with a new Snow Hi tram stop created cose to the new station entrance. This wi create an opportunity to potentiay restore the patform for heavy rai use to provide additiona capacity and operationa fexibiity at the station. 79

80 4. Panned changes to infrastructure and services Car parking expansion schemes The RUS recognises that the current shortage in car parking provision is one of the factors suppressing demand across the West Midands and Chiterns RUS area. Therefore, the industry is working hard to improve parking faciities and deveop suitabe car parking expansion programmes. In addition to specific pans to increase car parking capacity at Dudey Port station, and introduce a 350 space car park at the new Bromsgrove station, Centro is aso deveoping a network station access strategy based on an anaysis of the demand and capacity avaiabe on each route. This strategy wi incude a pan for improving park and ride and other access measures on a route-by-route basis, and wi highight particuar stations at which future park and ride expansion shoud be focused. As part of the Chitern Raiways franchise commitments, 1,444 new car parking spaces are being provided, with a ife expectancy of 25 years, at stations on the Chitern route. Car park capacity for commuters to London Maryebone has been a key area for deveopment by Chitern Raiways in the past, with additiona capacity deivered to accommodate growing demand. In 1994, a tota of 3,100 spaces were provided at Chitern stations and this more than doubed to 7,200 by A further 500 spaces have been added in 2010/11 incuding a new muti-storey faciity at High Wycombe. Looking forward, in the short term Chitern is progressing schemes to increase capacity further, incuding at Soihu, Warwick Parkway and Leamington Spa. Further capacity wi be deivered by Phase 2 of the Evergreen 3 project at Bicester Town and Water Eaton Parkway. It is to be expected that Chitern Raiways wi continue to deveop and promote car park expansion schemes that underpin the ongoing growth of the franchise to London Midand has provided an additiona 1000 car park spaces at their stations on the West Coast Main Line, with further capacity now avaiabe at Tamworth, Northampton, and Nuneaton. Around 350 spaces has aso been added to London Midand stations in the West Midands incuding Kidderminster and Worcester Shrub Hi. The pans incude the requirement to ensure that a of the parking space areas have appropriate eves of ighting and security. Virgin Trains are approaching competion of their major car park expansion programme to support increased demands on the WCML. Car park extensions which have been competed within the RUS area incude Coventry, Rugby, Stafford, Woverhamton and the significant deivery of 835 spaces at Birmingham Internationa. Tabe 4.5 outines some of the stations where expansion schemes have been undertaken recenty or are under deveopment during CP4. Tabe 4.5 Car parking schemes in the West Midands and Chiterns area Operator/PTE Station Number of spaces Date of competion Centro Bromsgrove New Station c.350 December 2013 Dudey Port 47 Summer 2011 Longbridge Temporary Park and Ride 45 Spring 2011 Rowey Regis 485 Currenty unfunded Soihu 163 By December 2011 Tie Hi 240 Spring 2011 Whitocks End 174 Spring 2011 Yardey Wood c.100 Currenty unfunded athough ikey to be the next Centro car park expansion Chitern Raiways Gerrards Cross 80 March 2011 Haddenham & Thame Parkway 200 March 2011 Bicester North 150 March 2011 Warwick Parkway 100 March 2011 Leamington Spa 80 March 2011 Banbury 200 March 2011 High Wycombe 200 March

81 West Midands and Chiterns Route Utiisation Strategy May 2011 Tabe 4.5 (continued) Car parking schemes in the West Midands and Chiterns area Operator/PTE Station Number of spaces Opening date London Midand Tamworth 79 September 2010 Nuneaton Kidderminster Worcester Shrub Hi Virgin Trains Birmingham Internationa 835 September 2009 Coventry 118 Juy 2009 Rugby 332 September 2009 Stafford 272 November 2010 Woverhampton 77 September Uncommitted enhancement schemes The foowing are uncommitted schemes which, if impemented, woud have a significant impact within the RUS area. These schemes are proposed mosty in CP5 and beyond Signaing renewa schemes in deveopment A number of signaing renewas are in the eary stages of deveopment, with work focusing on determining the scope and benefits which wi be deivered. These signaing renewa pans incude the Banbury area, proposed for ate CP4 deivery and Birmingham New Street station area, Woverhampton area, which are proposed for deivery in CP5 ( ). Banbury resignaing The Banbury resignaing project wi renew ifeexpired signaing equipment in the Banbury area and aign switch and crossing renewas, in order to rationaise the track ayout. With the remodeing and resignaing work there wi aso be opportunities to enhance the capabiity of the infrastructure, which may incude improvements to: the headway between Banbury North and the fringes to Maryebone and Oxford signabox areas, the operation and fexibiity of the Banbury station area, and the access and egress from existing patforms. The project is considering the stabing arrangements at Banbury for passenger roing stock and engineers pant, potentia changes to crossover arrangements around the station, possibe bidirectiona working over the down ine between Banbury and Aynho Jn and reconfiguration of the ooping arrangements at the north end of Banbury. This project is panned for competion in ate CP4. Woverhampton Power Signa Box (PSB) resignaing The Woverhampton PSB resignaing project wi renew ife-expired assets in the Woverhampton area with modern equivaent equipment. Signaing contro wi be reocated to the West Midands Signaing Centre. Woverhampton PSB wi remain post commissioning to be utiised by oca operations and maintenance. The project wi incorporate signaing requirements for remodeing work at Bushbury Jn which wi simpify the track ayout. Four aspect signaing and axe counter train protection wi be impemented as part of the scheme. The project wi provide additiona signas between Woverhampton and Coseey, which wi deiver a capacity improvement. This project is panned for competion during eary CP5. Birmingham New Street signaing renewas Birmingham New Street Power Signa Box (PSB) contros a mutipe route, high density part of the raiway. The scope of this project is to renew a ife-expired signaing equipment in the Birmingham New Street PSB contro area and to transfer contro to the West Midands Signaing Centre. The boundaries of the project are at Five Ways, Smethwick Gaton Bridge, Hamstead, Aston, Berkswe, and Adderey Park. The project wi consider the options for increasing capacity and inespeed across the area. The use of bi-directiona signaing and additiona turn back moves to increase fexibiity, together with rationaisation of junction ayouts to decrease occupation times, are being investigated. The project is panned for competion during CP5. Worcester area signaing ife extension There are pans for renewing the signaing equipment in the Worcester Area (Worcester Tunne Jn, Worcester Shrub Hi and Henwick signa boxes) and at Droitwich Spa signa box. These pans incude ife extension of the assets ony. 81

82 4. Panned changes to infrastructure and services Woverhampton to Shrewsbury inespeed improvements This is an enhancement scheme to deiver journey time reductions on the Woverhampton to Shrewsbury route. The project aims to raise the inespeed from the existing 70mph to 90mph over a distance of around 20 mies, which wi hep to deiver journey time reductions, increased capacity, timetabe fexibiity and performance resiience at both Shrewsbury and Woverhampton. Foowing the Government s Comprehensive Spending Review in ate 2010, the West Midands Regiona Funding Aocation (RFA) was withdrawn, eaving this project with a funding shortfa. Regiona Partners are working together to activey source aternative funding streams Cannock ine inespeed improvements This scheme aims to increase the inespeed on the route between Ryecroft Jn (Wasa) and Rugeey from the current 45/50mph to 75mph. The increase wi appy to approximatey 11 mies of the route in both directions. The objective of the scheme is to enabe a timetabed reduction in journey time for passenger services on the route, in order to encourage growth in passenger trave and moda shift, thereby reaising socio-economic benefits. To enabe efficient deivery of the scheme, the track, structures and patform works woud be deivered by the project, and the signaing works woud be deivered separatey by the Wasa and Cannock resignaing scheme. It shoud be noted that it is anticipated that the inespeed increase woud be impemented foowing the competion of the resignaing scheme in Foowing the Government s Comprehensive Spending Review in ate 2010, the West Midands RFA was withdrawn, eaving this project with a funding shortfa. Regiona Partners are working together to activey source aternative funding streams Stretton and Cannock freight terminas A new Strategic Rai Freight Interchange is being deveoped for connection to the network at Stretton, ocated between Woverhampton and Penkridge. The 200-acre regiona ogistic site is expected to be simiar to Daventry Internationa Rai Freight Termina and has a target commercia deveopment of 3.5 miion square feet, within easy access of the motorway network. The proposa is to provide two oops for the receipt and despatch of trains up to 775 metres in ength, inked to the network by both north and south connections and crossovers. The termina itsef wi be to the south of the oops and comprise up to six sidings. There is a significant interface with the Woverhampton resignaing project and deivery of the main signaing and track works may coincide with the resignaing project, currenty expected in Current anaysis indicates that there is sufficient capacity on the network to accommodate rai services to and from the proposed termina site and no performance risk on other trains wi resut. Esewhere in the RUS area there is an aspiration to estabish rai services to an existing intermoda faciity (on the site of the former Mid-Cannock Coiery). The 28-acre site has a capacity of about 5, foot-container-equivaent units and an existing rai connection, which woud be utiised to provide access to a new siding deveopment. Current anaysis indicates that there is sufficient capacity on the network to accommodate rai services to and from the Cannock site without impacting on the performance of other trains. It is acknowedged that further deveopment of these terminas shoud consider the impications on the capacity and operation of the strategic road network, and incude ongoing communication with the Highways Agency Coventry to Nuneaton rai upgrade Network Rai is working with Coventry City Counci, Warwickshire County Counci and Centro on a project to enhance the transport inks between Nuneaton, Bedworth and Coventry. Locations aong the route were identified as a major growth area in the former West Midands Regiona Spatia Strategy and there are a number of potentia ocations aong the route that coud receive significant additiona housing. It is forecast that these demands wi increase car use and congestion uness there is a good quaity pubic transport aternative. The proposed scheme incudes pans for a new sixcar bay patform at Coventry station, new stations at Coventry (Ricoh) Arena and Bermuda Park, and the extension of patforms at Bedworth station to accommodate three-car trains. The aim is to doube the existing houry service frequency and repace the current singe rai car with two-car trains. For events at Ricoh Arena this service woud be suppemented by a six-car shutte service between Coventry and Arena stations, where a new crossover is being provided to aow services to terminate. The new bay patform at Coventry wi remove services from the main through patforms at the station, thus deivering capacity and performance benefits. The route has recenty been resignaed with fiveminute headways which provides sufficient capacity to hande both the current and future freight traffic aongside the proposed passenger service. Timetabing work has shown that it is possibe to operate a haf-houry service from Nuneaton Patform 1 with the schedued freight traffic that uses this patform. 82

83 West Midands and Chiterns Route Utiisation Strategy May 2011 In February 2011, the DfT announced that this scheme has been accepted into the Deveopment Poo of schemes for which they are considering funding (subject to business case). The DfT wi make a fina decision on funding at the end of The scheme is currenty in deveopment. Other enhancements being deveoped in the area incude the Friargate major commercia regeneration project and pans to ater traffic fows around Coventry station area, with a potentia new access to the station Station deveopments The foowing station proposas are in different stages of deveopment, with funding streams currenty being expored: Keniworth station: a third-party scheme is in deveopment to provide a new station at Keniworth in Warwickshire. A new station in the town woud give residents oca access to the nationa rai network and encourage increased use of rai for journeys that might otherwise be undertaken by car. This woud hep improve accessibiity, reduce road congestion and aid economic regeneration in the area through increased access to jobs, education and eisure opportunities. A potentia service pattern is currenty being investigated. Stratford Parkway: a third party scheme is in deveopment to provide a new parkway station in Bishopton, near Stratford-upon-Avon, with an aspiration to increase train services between Stratford-upon-Avon and Birmingham. The pan incudes the provision of park and ride faciities which woud save peope from driving into Stratford-upon- Avon town centre to get the train at the existing station. Loca deveopments at the existing station ocation wi imit the potentia to further expand the current car park and therefore wi constrain the abiity of passengers to access the station. Stratford Parkway woud mitigate against the increased pressure on the existing Stratford station car park and enabe a potentia increase in train service frequency to cater for demand generated by the significant new housing deveopments panned to the north-west of the town. Worcestershire Parkway: the South Worcestershire Joint Core Strategy to 2026 indicates that the South Worcestershire authorities (Mavern Hi District Counci, Worcester City Counci and Wychavon District Counci) are supportive of the principe of deveoping a parkway station at Norton in Worcestershire as part of an integrated transport strategy. It is not certain whether this proposa wi be taken forward for further deveopment, and timescaes are therefore undefined and are ikey to be inked to onger term growth opportunities. Shrewsbury Parkway: an initia investigation into the feasibiity of a parkway station at Shrewsbury has been undertaken by Shropshire County Counci. The aspiration to introduce a new parkway station is based on the issues with road ayout, congestion and imited car parking at the current Shrewsbury station which eads to rai heading to other stations within the West Midands. The proposed ocation for the parkway station woud provide an access soution and an additiona bus based park and ride ocation for Shrewsbury. Current anaysis of demand and rai industry requirements supports the continued deveopment of this proposa. Birmingham Snow Hi: the opportunity to reinstate Patform 4 at Birmingham Snow Hi for heavy rai use (foowing the proposed extension of metro services to the city centre) is currenty being investigated. A feasibiity study is underway to assess patform capacity and utiisation. This study wi aim to determine how the current patforms operate, how current patform utiisation can be maximised, and whether reinstatement of the former Patform 4 wi be required to accommodate growth in the future. This study is due to report back post RUS pubication. Birmingham Internationa: the West Midands Regiona Rai Prioritisation Pan highights Birmingham Internationa station as an internationa gateway to the West Midands and as such there is an aspiration to upgrade the passenger environment, once funding can be found East-West Rai The primary objective of this major scheme is to improve east-west connectivity in the Oxford to Cambridge arc. The East-West Rai Consortium is proposing to reopen raiway ines and reintroduce passenger services from Oxford and Ayesbury to Betchey and Miton Keynes. The main purpose of the reopened raiway is to act as a oca transport ink to support growth and deveopment, as we as ease traffic congestion probems in Oxford, Betchey and Miton Keynes. Further deveopment of the route woud deiver significant capacity on the Cherwe Vaey and other existing routes and is seen as a ong-term strategic aspiration, supporting inter-regiona passenger services and creating an aternative freight route between the South of Engand and the Midands, the North and Scotand. 83

84 4. Panned changes to infrastructure and services The Station Trave Pan initiative The Station Trave Pan initiative aims to deiver further improvements to stations across the network. It addresses integrated pubic transport on a nationa basis and considers ways to reduce the environmenta impact of transportation through promotion of smarter transport choices. Within the RUS area, Kings Norton and Leamington Spa have been seected as piot stations and practica steps are being taken to support waking, cycing, pubic transport and car-sharing opportunities. 4.4 High Speed 2 Athough not yet a committed scheme in terms of identified funding, a new high speed ine is Government poicy. In 2008, Network Rai commissioned a study to consider the case for a new rai ine in the UK. The study found a case for a dedicated high speed ine from London to Birmingham, Manchester and Scotand. High Speed 2 Limited (HS2 Ltd) is the company formed by the Government in January 2009 to further consider the case for high speed rai services from London to the West Midands, northern Engand and Scotand. HS2 Ltd is currenty considering the feasibiity and credibiity of potentia options, and the resuts of this work wi inform the Government s overa strategy and programme for estabishing a high speed rai network. 4.5 Panned service changes The section beow outines the major panned service changes within the RUS area during CP4: December 2010 timetabe change The timetabe change ast December, depoyed the use of oco-haued services on seected Chitern mainine services. This incuded the introduction of oco-haued stock on peak hour trains and twocar Cass 172s for use by Chitern Raiways at the south end of the route. The oco-haued stock has improved the journey time of Chitern Raiway s London Maryebone to Birmingham service by approximatey 10 minutes. This is a timetabe and roing stock based initiative and required the committed investment to reinstate two termina patforms at Birmingham Moor Street (mentioned in section ) and the modification of speeds to enabe the operation of the oco-haued services between Tyseey and Aynho Jn (both of which are described earier). In December 2010, Arriva Trains Waes introduced five additiona return services between Woverhampton and Shrewsbury services on Sundays. This has heped to provide additiona capacity to cater for increased passenger demand between Waes and the West Midands timetabe changes Changes to the stopping pattern of Chitern Raiways services in 2011 wi provide two extra services from Amsterdam to London and one extra service from Harrow-on-the-Hi in the morning peak. Additiona peak semi-fast London Underground services between Amersham and centra London wi operate from December 2011 providing five extra trains in the morning peak period and two in the evening peak. Further timetabe changes are panned in 2011 as part of the Evergreen 3 project ( 100m to improve the inespeeds south of Banbury). This aims to achieve a journey time between London Maryebone and Birmingham of one hour 40 minutes. The infrastructure enhancements required to deiver this incude inespeed improvements between Neasden and Ruisip, the remodeing of Northot, West Ruisip, Princes Risborough and Aynho Jn, and inespeed improvements from West Ruisip to just south of High Wycombe. The scheme wi enabe a timetabe recast to reduce the number of stops made by ong distance trains, whist sustaining frequencies at key ocations. It wi faciitate potentia additiona inner-suburban trains between Gerrards Cross and London Maryebone. These services wi be timetabed in such a way as to aow faster services to overtake at West Ruisip in the morning peak towards London, and with a simiar arrangement at South Ruisip in the evening peak. The benefits of the new timetabe structure comprise enhanced capacity provision for key markets such as Beaconsfied, High Wycombe, Haddenham and Thame Parkway and Bicester, consequent from the concentration of inner stops proposed timetabe changes In December 2012, foowing the competion of deivery of S-Stock trains for the Metropoitan Line, it is anticipated that the higher operating speed capabiity of the new roing stock wi enabe the introduction of a new integrated timetabe on this corridor timetabe changes The second stage of the Evergreen 3 project aims to re-ink Oxford and High Wycombe through the creation of a new doube track curve ine inking the Chitern route just south of Bicester North with the Bicester Town to Oxford ine. Services from London Maryebone to Oxford are panned to start during

85 West Midands and Chiterns Route Utiisation Strategy May Panned roing stock changes The section beow outines the major roing stock changes within the RUS area during CP4 and CP5: Cass 390 Pendoino vehices The DfT sponsored enhancement scheme to engthen Cass 390 vehices on the WCML is progressing. The overa aim of this scheme is to increase capacity on the WCML to accommodate growth forecast on this route. The Cass 390 vehice feet wi be engthened by adding two standard vehices to the 31 existing nine-car sets, creating a tota of car trains. 21 sets wi remain as ninecar formations. The new vehices wi be avaiabe for fu service by 2012, however, depoyment of these vehices is sti under consideration at this time. In order for the engthened sets to operate, patform work is required at a number of stations. Where patform extension is not feasibe or economicay viabe, seective door operation (SDO) wi be used. Stations affected in the RUS area are Lichfied Trent Vaey, Woverhampton and Northampton. In order to maintain the new feet, associated improvement works required at Oxey and Wembey depots are aso being impemented as part of this scheme London Midand Cass 172 s During 2011, London Midand wi begin to repace its existing Cass 150 feet operated on the Snow Hi ines with Cass 172s. This is a new buid of diese unit, which wi offer vasty improved passenger comfort, together with better performance arising from enhanced traction capabiity Chitern Raiways Cass 172s Chitern Raiways has committed to ease four new 2-car Cass 172 units. These units wi be used to provide additiona capacity on trains into London Maryebone from High Wycombe. They have better acceeration than Chitern Raiways existing vehices and wi therefore be mosty used on inner suburban routes but wi have route acceptance for a Chitern Raiways existing routes LULs S stock In addition to the signaing upgrade works panned on the Metropoitan Line, London Underground are introducing new eight-car S type roing stock. This new stock is panned to be in service on the Metropoitan Line for introduction from December 2012 timetabe InterCity Express Programme (IEP) The current High Speed Train feet on the Great Western Main Line is due to be repaced by As a resut, a new generation of roing stock, IEP, wi take over the London Paddington to Worcester and Hereford services. Peak hour services between London Paddington and Hereford wi continue to be provided and the recent upgrade works on the Cotswods ine between Oxford and Worcester wi aow an improved reguar houry service to operate. The new feet wi provide an increase in capacity which wi make a major contribution towards meeting increasing demand over the next 30 years. 4.7 Depots and stabing As part of the Network RUS workstream, Network Rai intends to pubish a Depots Panning Guidance document. This document wi: provide a consistent approach to industry depot panning (for both new and enhanced faciities) provide evidence on industry best practice provide synergy with future Roing Stock Strategic Panning and aign with industry strategic panning. 85