Wales Route Specification - Network Rail · Wales March 2017 Network Rail – Route Specifications:...

Delivering a better railway for a better Britain Route Specifications 2017 Wales

Network Rail – Route Specifications: Wales 02March 2017Wales

SRS L.01 Border (near Pilning) – Swansea 03

SRS L.02/03 Gloucester – Severn Tunnel Junction 07

SRS L.04/05 Newport – Crewe 10

SRS L.06/07 Llanelli – Craven Arms, Heart of Wales line 14

SRS L.08/09 Shrewsbury – Aberystwyth/Pwllheli, Cambrian line (Cambrian Main Line and Cambrian Coast lines) 17

SRS L.10 – 12 Shrewsbury – Chester 21

SRS L.13/14 Chester – Holyhead 25

SRS L.15/16 Wrexham – Bidston 29

SRS L.17 Newport – Ebbw Vale 33

SRS L.18 South Wales Valleys 37

SRS L.19 Bridgend – Maesteg 42

SRS L.20 – 22 Swansea – Milford Haven/Pembroke Dock/Fishguard Harbour 46

SRS L.23 Llandudno – Blaenau Ffestiniog 51

SRS L.99 Other Freight Lines 54

Glossary 59

Interface with other routes (refer to separate Strategic Route Specifications documents)London North Western: SRS M 20 Wolverhampton and Shrewsbury

Route L: Wales

Network Rail – Route Specifications: Wales 03March 2017

Geographic Map

SRS L.01 Border (near Pilning) – Swansea

Route specification descriptionThe Welsh part of the Great Western Main Line includes the Severn Tunnel and is four tracked between Severn Tunnel Junction and Cardiff reflecting the mix of higher speed passenger trains which use the main lines, and lower-speed freight trains which use the relief lines, and which serve the freight complexes at Llanwern, Newport, Wentloog and Cardiff Tidal. The busiest section for passenger traffic is between Newport and Cardiff where long distance trains from north Wales and Manchester share the main lines with London and Bristol trains, plus local trains from Ebbw Vale to Cardiff, and trains from the Midlands and Cheltenham to Cardiff.

The double track section west of Cardiff carries fewer passenger trains but these together with freight to and from the Port Talbot area and west Wales make for high capacity utilisation between Cardiff and Margam.

The completion of Newport Area Signalling renewal (in early 2011), Newport station reconstruction, and the earlier Severn Tunnel Junction enhancements, now mean that the four tracked section (i.e. to the east of Cardiff) has two stations with four platforms (in place of three previously) at each to accommodate traffic at greater levels of performance, as well as handling recent growth in main line passenger volumes. On the two tracked section (to the west of Cardiff) capacity is shared between long distance high speed (LDHS) passenger services to Swansea (calling only at Bridgend, Port Talbot Parkway and Neath) and regional and local services which serve a considerable number of local stations, in two groups, as well as freight. Services from Cardiff to Maesteg call at Pontyclun, Llanharan and Pencoed, between Cardiff and Bridgend. The minor stations west of Bridgend (Pyle, Baglan, Briton Ferry, Skewen and Llansamlet) are served by two-hourly stopping trains from Cardiff to Swansea, known as Swanline services. The Manchester to Carmarthen/Milford Haven regional services normally only call at the principal stations between Cardiff and Swansea.

With the exception of Bridgend all intermediate stations west of Cardiff have two platforms. At Bridgend, the bay platform at the east end of the station is provided specifically to handle turnround of the South Wales Valleys services, independently of the main line. The bay at the west end of Bridgend station is connected to the

Maesteg branch and is used on occasions when Maesteg to Cardiff through stopping trains cannot be operated between Bridgend and Cardiff.

Immediately west of Briton Ferry station, the grade-separated junction at Court Sart leads on the freight line to Llandeilo Junction, and one of the daily passenger trains between Cardiff and Fishguard Harbour uses this route, avoiding the need to go into Swansea to reverse. To the west of Llansamlet station, on the approach to Swansea at Landore, a short chord diverges off the main line around Landore depot, which also permits through movements to west Wales to avoid Swansea station. The triangle at Landore is used in conjunction with the important Landore depot operated by the Great Western franchisee. It’s used in the event of sets needing reversal, and sustains the long distance Swansea – London service.

Control Period 5 will see the electrification of the Great Western Main Line from London Paddington to Cardiff. Intercity Express Programme (IEP) services will be introduced between Swansea, Cardiff and London.

Legend

Strategic Route Section

L.01

Newport

Ninian Park

Pontyclun

Bristol Temple Meads

Major / Key Station

Llanharan

Pencoed

Bridgend

Pyle

Port Talbot Parkway

Baglan

Briton Ferry

NeathSkewen

Llansamlet

Swansea

Coastline

Strategic Route Section L.01

Strategic Route L

Station

Severn Tunnel Junction

Cardiff Central

Rail Network


Table 1.0

Information Current 2019 2043 Notes

Line of route description

GW900: Pilning to Fishguard HarbourGW9001: Landore Junction to Swansea

Section start Border (near Pilning)

Section end Swansea

Route availability RA7,8 RA7,8 RA7,8

Gauge W6, W8 W10 from Pilning to Cardiff W10

Signals Track Circuit Block Track Circuit Block ERTMS

SpeedSee Sectional Appendix for detailed speed profiles

Predominant linespeed 90mph (Main Lines) and 40mph (Relief Lines).

As current. Raise linespeed where possible in line with infrastructure characteristics and capability of rolling stock.

The Welsh Route Study identified a choice for funders in CP6 to raise the linespeed of the Relief Lines between Cardiff Central to Severn Tunnel Junction in line with the capability provided by the signalling.

Electrification None All four lines Pilning to Cardiff Central electrified as part of GWML electrification.

25kV OLE

Route capability overview

Passenger train service levels (trains per hour / day)Table 2.0

Current 2019 2043 Notes

Typical journey time Pilning to Swansea (FGW LDHS service): 1 hour 30 minutes

Reduce journey times to lowest possible in line with linespeed improvements and changes in rolling stock.

No. of trains per hour 9 Trains per hour (east of Cardiff):

2 Long distance high speed to London

5 Interurban

2 Regional urban

As current with additionally: One regional urban service each hour between Cardiff Central and Ebbw Vale Town. Two additional morning peak services from Swansea to London Paddington. Two additional evening peak services from London Paddington to Swansea.Other additional services may be specified as part of the next Wales and Borders franchise commencing in October 2018.

Possible changes to service frequency, in line with industry aspirations and franchise requirements.

SRS L.01 Border (near Pilning) – Swansea

Network Rail – Route Specifications: Wales 05March 2017 SRS L.01 Border (near Pilning) – Swansea

Current Freight Trains (paths per day) Table 3.0

Current 2019 2043

Route section Severn Tunnel Junction to Cardiff Central

Daily paths in one direction (as per WTT)

25 paths per dayAs per forecasts in the Freight Market Study

* Figures are for freight trains in one direction only.

Table 4.0

Type Current No. of level crossings 2019 No. of level crossings 2043 No. of level crossings

Supervised: 7As determined by Level Crossing PolicyAutomatic: 1

User: 22

* Figures include both private and public crossings.

Level crossings on route

http://www.networkrail.co.uk/improvements/planning-policies-and-plans/long-term-planning-process/market-studies/freight/

Network Rail – Route Specifications: Wales 06March 2017SRS L.01 Border (near Pilning) – Swansea

Table 5.0

Project Project Description ELR Implementation Date

Output change Notes Status

Cardiff Area Signalling Renewal

Signalling renewal SWM2 CP5 Signalling Complete

Windsor Road Overbridge Structures renewal SWM2 CP5 Renewed asset Complete

Track renewals Renewal of life expired track between Pilning and Swansea

SWM2 CP5 Renewed asset Complete

Port Talbot Station enhancement

Improvved access and facilities at Port Talbot Parkway

SWM2 CP5 Improved station facilities Complete

GWML Electrification Structural modifications BSW,SWM2

CP5 Modification of structural assets to accommodateelectrification

In development

GWML Electrification Electrification from Pilning to Cardiff Central

BSW,SWM2

CP5 Introduction of electric trains replacing diesel

In development

Port Talbot West Resignalling - Phase 1

Signalling renewal and recontrol to the Wales ROC

SWM2 CP5 Signalling In development

Relief Line upgrade Upgrading Relief Lines between Cardiff and Severn Tunnel Junction to improve capacityand connectivity.

SWM2 TBC Improved capacity and faster journey times

This was presented as a CP6 choice for funders in the Welsh Route Study.

Uncommitted

Cardiff Central Masterplan Redevelopment of Cardiff Central Station to create a station fit for a capital city.

TBC A better customer experience with more space andmore services


Uncommitted

* In addition to the proposed enhancement programme, this table includes other Network Rail funded schemes, renewals and third party schemes where applicable.** The precise timing and scope of renewals will remain subject to review to enable us to meet our overall obligations as efficiently as possible, consistent with the reasonable requirements of operators and other stakeholders.

Proposed infrastructure investment in Control Period 5 (2014 – 2019)* and pipeline of schemes beyond CP5

Network Rail – Route Specifications: Wales 07March 2017SRS L.02/03 Gloucester – Severn Tunnel Junction

Route specification descriptionThere are four platforms at the recently reconstructed Severn Tunnel Junction Station, of which two serve trains to and from the Gloucester route, and two serve trains on the Great Western Main Line to and from London and Bristol.

The route is double track between Severn Tunnel Junction Station and Gloucester. A broadly hourly stopping train service between Cardiff Central and Cheltenham (provided within the Wales & Borders franchise) calls at Newport and at Severn Tunnel Junction and then at Caldicot, Chepstow and Lydney (in Gloucestershire). A bay platform at the west end of Gloucester enables these local services to turn back, clear of the through lines if required. An hourly long distance service from Cardiff to Nottingham also operates along this route.

In addition to the passenger services, this section of route is the primary freight link between South Wales and most of England.

A pair of goods loops exist at Lydney, and there are through main through lines at Gloucester enabling through freight to be regulated clear of the passenger platform faces. The three through platform faces at Gloucester are all signalled for use in either direction, and a number of passenger train movements (i.e. those scheduled to call at Gloucester) do reverse at Gloucester (i.e. when travelling between the Bristol direction and the Cheltenham direction).

In addition to regular traffic this section also plays a key diversionary role on occasions when the Severn Tunnel is undergoing maintenance, for the long distance South Wales – London corridor. There are no freight terminals on this section. A connection is maintained (from the Up Goods Loop) at Lydney with the privately-owned Dean Forest Railway, which permits occasional stock movements to take place.

Geographic Maps


Table 1.0



GW700: Gloucester Barnwood Junction to Severn Tunnel Junction

Section start Gloucester

Section end Severn Tunnel Junction

Route availability 8 8 10

Gauge W8 W8 W10/12 (electrification)



Predominant linespeed between70mph and 90mph

Raise linespeed where possible in line with infrastructure characteristics and capability of rolling stock.

Electrification None None See Network RUS: Electrification




Typical journey time Gloucester to Severn Tunnel Junction (ATW local suburban service): 40 minutes

Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 1 Regional Urban service between Cheltenham and Cardiff

1 Regional Urban service between Cheltenham and Maesteg

As current, with possible changes to service frequency as a result of the Wales and Borders franchise renewal in 2018.

Possible changes to service frequency in line with industry aspirations and franchise requirements

SRS L.02/03 Gloucester – Severn Tunnel

Junction

Network Rail – Route Specifications: Wales 09March 2017 SRS L.02/03 Gloucester – Severn Tunnel

Junction


Current 2019 2043

Route section Gloucester to Severn Tunnel Junction




Table 4.0


Supervised: 3As determined by level crossing policyAutomatic: 1

User: 25



Proposed infrastructure investment in Control Period 5 (2014 - 2019) and pipeline of schemes beyond CP5No further schemes currently planned for Control Period 5.

Network Rail – Route Specifications: Wales 10March 2017SRS L.04/05 Newport – Crewe

Route specification descriptionAlthough most of this long double track section physically lies in England (from north of Llanvihangel, itself about four miles north of Abergavenny in Monmouthshire) its importance is in joining south Wales with north Wales which are connected by long distance trains linking Cardiff with Shrewsbury thence via Chester to Bangor and Holyhead. The section also carries long distance regional trains between west Wales (either Milford Haven or Carmarthen) and Manchester, which omit some of the border counties stations to offer fast links between key centres. In addition to the fast hourly regional services between Shrewsbury and Crewe, which mostly run nonstop, an all-stations stopping service (two-hourly) is also provided which caters for the six intermediate stations at Yorton, Wem, Prees, Whitchurch, Wrenbury and Nantwich.

Shrewsbury acts as a major hub for connectivity with the Cambrian Lines (to Machynlleth, Aberystwyth and the Cambrian Coast), and to Wolverhampton and Birmingham. A fourth service group also operates over the portion of the Newport – Crewe route between Craven Arms and Shrewsbury, namely the Heart of Wales Line trains linking Swansea with Shrewsbury.

Hereford acts as a secondary hub, where services from there to Birmingham and to London via the Cotswold Line connect with the long distance Welsh regional services, and briefly share route capacity between Hereford station and Shelwick Junction. A third, through platform at Hereford is provided for arrivals from the London and Worcester directions, and the trains after discharging passengers subsequently cross the main lines at the south of the station towards the former depot, in order to reverse and re-enter the northbound side of the station. In order to improve operational flexibility and reliability, a scheme is being implemented in Control Period 5 to provide the ability for trains from the Shrewsbury and Worcester directions, to turn back within Platforms 1 and 2 at Hereford station, thereby avoiding the need to shunt into and out of stabling sidings. A fourth bay platform is provided for Worcester line trains to start from when required.

In addition to three through platforms at Shrewsbury, which handle the majority of services provided within the current Wales and Borders franchise, two south-facing bay platforms are also

provided, which are normally used for turnback of the stopping services from Birmingham (calling all stations between Wolverhampton and Wellington) which terminate at Shrewsbury, and by the Heart of Wales Line services from Swansea.

In addition to the long distance passenger services (where frequencies have more than doubled since two-car and three-car diesel units replaced older loco-hauled trains in the early 1990s, causing capacity utilisation to increase significantly) freight traffic also runs along the length of the route, mostly of a long distance nature. There is a length of four track railway through Hereford station enabling recessing and regulation of through freight services. This complements freight loops at Panteg, Pontrilas, Woofferton and Sutton Bridge (northbound) and at Craven Arms and Panteg (southbound). A connection to a freight terminal (aggregates) is provided at Moreton-on-Lugg, north of Hereford.

Passenger demand between north and south Wales, to enable a day’s business in the capital, has been further stimulated by the introduction of an express morning southbound train from Holyhead to Cardiff, with catering, and a late afternoon northwards return. These journeys run in addition to the all day regional services (provided from the commencement of the present franchise), and are intended to promote better transport links between the north and the south in line with proactive Welsh Government policies for encouraging demand for rail.

A resignalling scheme took place between Shrewsbury and Crewe during Control Period 4 which saw the replacement of life expired signalling, recontrol to the Wales Route Operating Centre, and the introduction of simplified bi-directional signalling.

Geographic Maps


Table 1.0



GW730: Shrewsbury Sutton Bridge Junction to Newport Maindee West Junction GW735: Shrewsbury Crewe Junction to NantwichNW1007: Nantwich to Crewe South Junction

Section start Maindee West Junction

Section end Crewe South Junction


Gauge W8 W8 W8

Signals TCB, AB TCB, AB ERTMS


Predominant linespeed between70mph and 90mph.

Predominant linespeed between70mph and 90mph.


Electrification None (apart from all lines from SYC 1m 41ch to Crewe SouthJunction, as part of WCML)

None (apart from all lines from SYC 1m 41ch to Crewe South Junction, as part of WCML)

See Network RUS: Electrification




Typical journey time Newport to Crewe (ATW long distance service): 2 hours 10 minutes


No. of trains per hour - 1 interurban between Cardiff and Manchester every hour- 1 interurban between Cardiff and Holyhead every two hours- 1 regional urban between Shrewsbury andCrewe every two hours- 4 trains a day between Craven Arms and Shrewsbury (services from the Heart of Wales Line)- 1 additional service from the Heart of Wales Line from May 2015 for a trial period of 3 years



SRS L.04/05 Newport – Crewe

http://www.networkrail.co.uk/browseDirectory.aspx%3Froot%3D%26dir%3D%255cRUS%2520Documents%255cRoute%2520Utilisation%2520Strategies%255cNetwork%255cWorking%2520Group%25204%2520-%2520Electrification%2520Strategy

Network Rail – Route Specifications: Wales 12March 2017SRS L.04/05 Newport – Crewe


Current 2019 2043

Route section Maindee East Junction to Crewe South Junction




Table 4.0



User: 168




Network Rail – Route Specifications: Wales 13March 2017 SRS L.04/05 Newport – Crewe

Table 5.0



Craven Arms layout modernisation

Modernisation of the layout including signalling and crossovers for train movements from the Central Wales Line to the Newport to Shrewsbury Line.

SHL CP5 Improves operational flexibility and reliability

In development


Proposed infrastructure investment in Control Period 5 (2014 - 2019) and pipeline of schemes beyond CP5

Network Rail – Route Specifications: Wales 14March 2017SRS L.06/07 Llanelli – Craven Arms, Heart of Wales line

Route specification descriptionPassenger volumes on the 90-mile Heart of Wales Line across mid-Wales, serving Llandeilo, Llandovery, Llanwrtyd, Llandrindod and Knighton, reflect the low frequency of four trains each way per weekday, sustained by just two diesel multiple unit trains in service, which generally run throughout between Swansea, Llanelli (where reversal takes place) and Shrewsbury, calling at a very large number of halts serving small communities which in some cases have practically no other public transport alternative, and in some cases call only on demand. The highly scenic character of much of the route is a factor in the promotion of rail travel for leisure in this part of Wales. The route is single track for nearly all of its length, between Pontarddulais and Craven Arms, with five intermediate passing loops, and supervised by one signalbox at Pantyffynnon, towards the southern end of the route.

Except at the five passing loop locations of Llandeilo, Llandovery, Llanwrtyd, Llandrindod, and Knighton all of which have two platforms, all other stations and halts from Pontarddulais northwards have a single platform, whilst Llangennech and Bynea are on the double track southern extremity of the route, and thus retain two platforms. At Craven Arms station (on the main line from Newport to Crewe) Heart of Wales services use the northbound (up) platform in either direction.

There is no regular freight traffic north of Pantyffynnon, where the recently reopened freight branch diverges to the Gwaun-Cae-Gurwen opencast site. The Heart of Wales route is, however, maintained to a standard which permits very occasional freight diversionary use, and infrequent locomotive-hauled charter trains to pass over its entire length. A siding at Llandrindod permits stabling of such special movements when necessary.

At the extreme southern end of the Heart of Wales Line, the connection at Genwen Junction (just north of Llandeilo Junction) leads into the Trostre steel works complex, and trains from Margam to Trostre (after normally using the Swansea District freight line) traverse the Craven Arms to Llanelli route (which is double track south of Morlais Junction) for about three miles to gain access to the private siding, which cannot be accessed from the Swansea to Milford Haven main line.

From May 2015 additional services will operate on the line, for a trial period of three years, funded by Welsh Government. This will enable peak arrivals and departures at either end of the line.

Geographic Maps


Table 1.0



GW910: Craven Arms to Llandeilo Junction

Section start Craven Arms Junction

Section end Llandeilo Junction

Route availability 5, 8 5, 8 5, 8

Gauge W6, W8 W6, W8 W6, W8

Signals No Signaller Token with Remote Crossing Loops, TCB

Replace No Signaller Token and TCB in modern equivalent form

ERTMS


Predominant linespeed between 45mph and 60mph


Regularise linespeed where possible in line with infrastructure characteristics and capability of rolling stock.

Electrification None None None




Typical journey time Llanelli to Craven Arms: 3 hrs 5 mins Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 4 local trains per day in each direction1 additional train in the peak hours serving either end of the line for a trial period of 3 years from May 2015.



SRS L.06/07 Llanelli – Craven Arms, Heart of

Wales line

Network Rail – Route Specifications: Wales 16March 2017SRS L.06/07 Llanelli – Craven Arms, Heart of

Wales line


Current 2019 2043

Route section Llandeilo Junction to Morlais Junction


NoneAs per forecasts in the Freight Market Study


Table 4.0



User: 171



Proposed infrastructure investment in Control Period 5 (2014 - 2019) and pipeline of schemes beyond CP5No further schemes currently planned for Control Period 5.


Network Rail – Route Specifications: Wales 17March 2017SRS L.08/09 Shrewsbury – Aberystwyth/Pwllheli, Cambrian line (Cambrian Main Line and Cambrian Coast lines)

Route specification descriptionWith only three stations between Shrewsbury and Machynlleth, serving the principal settlements at Welshpool, Newtown and Caersws, journeys on the single track Cambrian Main Line (which run through from Birmingham) to Aberystwyth are fast relative to the roads across mid-Wales. A major investment programme to provide new ERTMS signalling in conjunction with additional and upgraded passing loops was completed in spring 2011 and incorporated a number of earlier level crossing closures to improve reliability, safety and performance. This put in place the long-term capability to provide for service frequencies to increase beyond the established two-hourly pattern, to deliver Welsh Government policy objectives for the large mid-Wales region.

From May 2015 for a trial period of three years, Welsh Government have funded 4 additional services a day during the peak to enable peak arrivals and departures from Shrewsbury.

Diverging from the Cambrian Main Line at Dyfi Junction, west of Machynlleth, the Cambrian Coast line section to Barmouth and Pwllheli is slower as a consequence of numerous halts and level crossings. Here, summer traffic levels make some strengthening of trains necessary as a train journey along the coast is a significant tourist attraction in good weather. School traffic on the Cambrian Coast line (principally to Harlech, from either direction) drives the timetable on this single track section which has few passing loops, and there is an element of through running to and from the Cambrian Coast section from Shrewsbury and the West Midlands.

The passing loop at Talerddig (between Caersws and Machynlleth) is regularly used to permit the base two-hourly services to cross one another. When hourly services commence the additional capability at Welshpool (on the newly-extended crossing loop) and at Dyfi Junction (on the new crossing loop on the Aberystwyth side of the station) will be utilised. The new depot at Machynlleth houses the whole of the current Wales & Borders franchisee’s fleet fitted with ERTMS cab signalling equipment utilised on the Cambrian lines. Rolling stock is also outstabled overnight at Pwllheli. A secondary facility at Shrewsbury Coleham (adjacent to Sutton Bridge Junction, at the beginning of the Cambrian line) houses the pilot locomotives which are provided to enable non-ERTMS fitted special trains to

operate on the Cambrian lines. The whole route is controlled from Machynlleth.

One other passing loop on the main line section, at Newtown station, provides some contingency for crossing moves in the event of out of course running. On the Cambrian Coast section passing loops are provided at Tywyn, Barmouth, Harlech and Porthmadog. In addition, at Barmouth and Porthmadog stabling sidings for special/charter trains are provided.

To the east of Porthmadog station, the privately-owned narrow gauge Welsh Highland Railway crosses over the Cambrian Coast line.

On the approach to Aberystwyth station the major level crossing at Llanbadarn also encompasses the narrow gauge Vale of Rheidol railway from Aberystwyth to Devils Bridge, with interlinked crossing controls, although there is no dependency between main line and narrow gauge movements.

Geographic Maps


Table 1.0



GW733: Sutton Bridge Junction to AberystwythGW734: Dovey Junction to Pwllheli

Section start Sutton Bridge Junction

Section end Aberystwyth/Pwllheli

Route availability 5, 7 5, 7 5, 7

Gauge W6 W6 W6

Signals ERTMS ERTMS ERTMS









Typical journey time Shrewsbury to Aberystwyth: 1 hour 58 minutesMachynlleth to Pwllheli: 2 hours 10 minutes


No. of trains per hour 1 interurban every two hours fromBirmingham International to Aberystwyth

1 local service every two hours from Machynlleth to Pwllheli

4 additional trains a day to operate from May 2015 during the peak



SRS L.08/09 Shrewsbury – Aberystwyth

Pwllheli, Cambrian line(Cambrian Main Line and Cambrian Coast lines)

Network Rail – Route Specifications: Wales 19March 2017SRS L.08/09 Shrewsbury – Aberystwyth/

Pwllheli, Cambrian line(Cambrian Main Line and Cambrian Coast lines)


Current 2019 2043

Route section Sutton Bridge Junction to Aberystwyth/Pwllheli


None None None


Table 4.0



User: 281



Network Rail – Route Specifications: Wales 20March 2017 SRS L.08/09 Shrewsbury – Aberystwyth/Pwllheli, Cambrian line(Cambrian Main Line and Cambrian Coast lines)

Table 5.0



Barmouth Viaduct refurbishment

Renewal of metallic and timber bridge spans

DJP CP5/ CP6 Refurbished asset In development

Cambrian level crossing renewals

Level crossing renewals SBADJP

CP5 Some crossings to become fully interactive with ERTMS and have an integrated speed control system.

In development

Track Renewals Renewal of life expired track between Newtown and Talerddig

SBA CP5 Renewed asset In development



Network Rail – Route Specifications: Wales 21March 2017SRS L.10 – 12 Shrewsbury – Chester

Route specification descriptionFormerly a double track main line, this section was rationalised and singled (in the 1980s) between Wrexham and Saltney Junction to the west of Chester, where it joins the Chester – Holyhead north Wales coast section. Since the 1970s the Shrewsbury – Chester route only carried a rural-type stopping service, at two-hourly frequencies, which was linked to the Shrewsbury to Wolverhampton stopping services. This service utilised rolling stock capable of only 75mph thus enabling more economic maintenance levels than those which formerly applied for more intensive express services and freight. The four intermediate stations at Gobowen, Chirk, Ruabon and Wrexham General all have two platforms for Shrewsbury – Chester services. At Wrexham there is a third platform for use by movements to and from the Bidston line, and also acting as a freight running connection. In addition, a fourth south-facing bay is provided which (until the open access operator Wrexham, Shropshire & Marylebone Railway ceased operations in January 2011) had been used for stabling, and southbound trains commencing their journey at Wrexham General.

The route carries an hourly service between Chester and Shrewsbury formed of a 2 hourly service frequency between Cardiff Central and Holyhead and a 2 hourly service frequency between Birmingham International and Holyhead.

South of Wrexham the principal freight traffic is steel, between Llanwern in south Wales and the nearby Shotton steelworks served off the Wrexham – Bidston line by the junction at Wrexham General station. A private siding connection to the north of Chirk station, in the southbound (Up) line, serves the Kronospan premises, processing forest products (i.e. wood). In conjunction with this, a run-round loop is retained in the former station yard at Gobowen, to enable freight journeys to return northwards.

In addition to the Arriva Trains Wales (ATW) services covering the whole route between Shrewsbury and Chester, there is a limited Virgin Trains presence at Wrexham General of the London Euston to Chester services which extend beyond Chester to Wrexham once per day in each direction, necessitating use of the crossover towards Croes Newydd.

Welsh Government is funding a scheme that improves journey times and capacity on this route which is being delivered in Control Period 5. The scheme involves redoubling part of the route between Wrexham General and Saltney Junction which will enable a reduction in significant station dwell times at Chester for southbound trains and Shrewsbury for northbound trains.

Geographic Maps


Table 1.0



GW731: Abbey Foregate to RuabonNW3005: Gobowen to Saltney Junction

Section start Abbey Foregate Junction

Section end Saltney Junction


Gauge W6 W6 W6

Signals Track Circuit Block, Absolute Block Track Circuit Block ERTMS



Raise linespeed where possible in line with infrastructure characteristics and capability of rolling stock






Typical journey time Shrewsbury to Chester: 55 minutes Shrewsbury to Chester: 45 – 50 minutes Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 1 interurban per hour As current, with possible changes to service frequency as a result of the Wales and Borders franchise renewal in 2018.


SRS L.10 – 12 Shrewsbury – Chester



Current 2019 2043

Route section Shrewsbury to Chester


4 paths per day As per forecasts in the Freight Market Study


Table 4.0



User: 44





Table 5.0



North - South Wales Journey time improvements

Enhancements WSJ2 CP5 Signalling, more capacity between Wrexham General and Saltney Junction through redoubling part of the route and linespeed improvements.

In delivery

Capacity improvements Further programme of capacity improvements between Chester and Wrexham.

WSJ2 TBC Increased capacity and faster journey times.


Uncommitted



Network Rail – Route Specifications: Wales 25March 2017SRS L.13/14 Chester – Holyhead

Route specification descriptionThe route from Chester to Holyhead is effectively an arm of the West Coast Main Line across north Wales from London to the north-west of England and Scotland, branching off at Crewe. It carries long distance through services between London Euston and Bangor or Holyhead. These generally run as extensions of the hourly Virgin Trains London – Chester service, and call at the principal stations along the north Wales coast to Bangor and then run non-stop across the island of Anglesey to Holyhead where connections are available by ferry to Ireland, to either Dun Laoghaire or Dublin. The route is double track throughout from Chester to Holyhead except for the short section across the Menai Straits (Brittania Bridge), separating Anglesey from the Welsh mainland between Bangor and Llanfairpwll stations, which is single track.

Long-distance services operated by the Wales and Borders franchisee linking Cardiff and Holyhead have taken on increased importance, involving reversal at Chester station, a hub for frequent local services to the Wirral and Liverpool, Manchester, and Crewe. These are coordinated with other inter-regional services linking Holyhead with Shrewsbury and Birmingham, via Wrexham General. The eastern portion of the route also carries the hourly service from Llandudno to Chester, Helsby, Warrington (Bank Quay) and Manchester Piccadilly which has an all stations role between Llandudno Junction and Chester. Much of the route on the Welsh mainland is suitable for 90mph running, and 75mph on the island of Anglesey.

All intermediate stations from Shotton (Low Level) to Valley (on Anglesey) have two platforms, except at Llandudno Junction where a third through platform connects to the branch to Llandudno. In addition, a fourth bay platform here provides the capacity for frequent shuttle connections to Llandudno from main line services calling at Llandudno Junction. The westbound (Down direction) platforms at Rhyl and at Abergele & Pensarn are served by platform loop lines, as are both platforms at Bangor station. The station at Holyhead is owned and operated by Stena Line, the principal ferry company running from the port of Holyhead, and has three platform faces. Two of these retain the facility for locomotive

run-round if loco-hauled trains are used instead of multiple units, or on charter/special traffic. Platform 3 is in effect the rail element of the ferry interchange facility for the HSS fastcraft service to Dun Laoghaire, as an integrated facility for foot passengers.

Extensive siding and stabling facilities, and a fuelling point, are provided at the depot at Holyhead used mainly by Arriva Trains Wales, immediately outside and within the station area.

Some freight traffic runs across the whole of the north Wales coast line to the nuclear waste siding at Valley (near Holyhead). Two intermediate freight terminals lie on the route, at Mostyn Dock (between Flint and Prestatyn) and at Penmaenmawr. Immediately to the west of Chester station a short four track section exists, to assist regulation of freight traffic, between Chester South Junction and Roodee Junction, before Saltney Junction where the section to Wrexham and Shrewsbury diverges. Goods loops (one in either direction) are provided at Holywell Junction (to the west of Flint) to further assist freight regulation.

Chester station is operated by the current Wales and Borders franchisee, but is part of Network Rail’s London North Western (LNW) Route and contained within the West Coast Main Line route section. Furthermore, the northernmost platform face at Chester station is electrified with the third-rail DC system, and is used by frequent Merseyrail services from Liverpool Central.

Geographic Maps


Table 1.0



NW3001: Crewe North Junction to Holyhead

Section start Chester

Section end Holyhead


Gauge W7 W7 W10 (with electrification)

Signals Track Circuit Block, Absolute Block Track Circuit Block ERTMS





Electrification None None Electrification of the North Wales Coast Main Line has been presented as a future choice for funders.




Typical journey time Chester to Holyhead: 1 hour 50 minutes Reduce journey time where possible Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 2 interurban 1 long distance (5-6 trains per day)



SRS L.13/14 Chester – Holyhead



Current 2019 2043

Route section Chester to Holyhead


1 path per day As per forecasts in the Freight Market Study


Table 4.0


Supervised: 3 As determined by level crossing policy

Automatic: 0

User: 50




Table 5.0



Track Renewals Renewal of life expired track between Chester and Holyhead

CNH3 CP5 Renewed asset In development

North Wales Coast Phase 1 resignalling - Rockcliff Hall to Llandudno Junction

Signalling renewal - conversion to modular signalling

CNH3 CP5 Signalling In development

North Wales Coast Modernisation

Electrification of the North Wales Coast Main Line between Chester and Holyhead

CNH3 TBC Electrification This was presented as a CP6 choice for funders in the Welsh Route Study.

Uncommitted

North Wales Coast Main Line Journey Time Improvements

Improved linespeeds on the North Wales Coast Main Line between Chester and Holyhead.

CNH3 TBC Faster journey times This was presented as a CP6 choice for funders in the Welsh Route Study.

Uncommitted



Network Rail – Route Specifications: Wales 29March 2017SRS L.15/16 Wrexham – Bidston

Route specification descriptionThe ‘Borderlands’ route is single track over the short distance from its terminus at Wrexham Central Station to Wrexham General. It is then double track from a point just north of Wrexham General through Shotton (High Level) to a point just short of Bidston station on the electrified (third-rail DC) Merseyrail network between Liverpool Central and West Kirby. This means that trains from Wrexham arriving there have a necessarily brief turn round between the 4tph electric services at the island platform at Bidston. There are eleven, quite closely spaced intermediate stations and the general character of the route is a mixture of urban at either end with a more rural element in the Hope area. An hourly commuter passenger service operates for much of the day, provided by the current Wales and Borders franchisee.

As well as the connectivity provided to Birkenhead and Liverpool at Bidston, to a lesser extent connectivity with the north Wales coast line is possible between Shotton High Level and Low Level stations. Additionally, interchange is possible between the Wrexham Central to Bidston trains on this line and Shrewsbury to Chester trains at Wrexham General, where a footbridge connects the two parts of the station.

Freight traffic uses the southern portion of the Wrexham to Bidston line to gain access to the Shotton steelworks site by means of the connection at Dee Marsh Junction, to the north of Hawarden Bridge Station. The route south of this point is in Wales, but the route to the north passes through Cheshire before entering the metropolitan county of Merseyside north of Heswall station.

Geographic Maps


Table 1.0



NW3007: Wrexham Central to Bidston West Junction

Section start Wrexham Central

Section end Bidston West Junction

Route availability 5, 7, 8 5, 7, 8 10


Signals One Train Working, Absolute Block, Track Circuit Block

One Train Working, Absolute Block, Track Circuit Block

ERTMS



Improve linespeeds where practical and value for money

Improve linespeeds up to 75mph where practical and value for money



Passenger train service levels (trains per hour / day)

Table 2.0


Typical journey time Wrexham Central to Bidston: 1 hour Wrexham Central to Bidston: 1 hour Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 1 local train in each direction As current, with possible changes to service frequency as a result of the Wales and Borders franchise renewal in 2018.


SRS L.15/16 Wrexham – Bidston



Current 2019 2043

Route section Wrexham General to Dee Marsh




Table 4.0



User: 22





Table 5.0



Improved line speeds between Wrexham and Bidston

Improved line speeds WDB TBC Faster journey times This was presented as a CP6 choice for funders in the Welsh Route Study.

Uncommitted



Network Rail – Route Specifications: Wales 33March 2017SRS L.17 Newport – Ebbw Vale

Route specification descriptionThe branch line from Newport (Ebbw Junction) to Ebbw Vale Parkway was reconstructed after closure of the Ebbw Vale steelworks and cessation of all freight traffic. Six new stations were built, to enable an hourly train service between Cardiff and Ebbw Vale to be introduced in 2008. The line is single track, but with a short double track section between Risca and Crosskeys which acts as a dynamic passing loop. The site of Ebbw Vale Parkway station as the terminus of the route is a short-term expedient, being over a mile south of Ebbw Vale town centre. During Control Period 5 the line will be extended to a new station at Ebbw Vale Town, funded by the Welsh Government, and a further new station at Pye Corner opened in December 2014, funded by the Welsh Government and Network Rail’s New Stations Fund.

The branch line is controlled from the signal box at Park Junction, at the southern end of the valley. As well as the Cardiff Curve, which is double track and joins the GWML at Ebbw Junction, and is used by the regular Cardiff to Ebbw Vale passenger services, another curve links Park Junction with Gaer Junction (closer to Newport station) and is currently used by freight from east of Newport destined for Machen, at the end of another (freight-only) branch leading off from Park Junction through Bassaleg. Following Newport Area Signalling Renewal (NASR) the curve between Park Junction and Gaer Junction has been upgraded to passenger train status, in anticipation of future additional train services to link Ebbw Vale directly with Newport.

Welsh Government is funding enhancement of this route to provide additional network capacity which will enable a higher frequency of service to operate between Cardiff Central and Ebbw Vale Town. During CP5 this enhanced network capability will also provide the ability to operate services between Ebbw Vale Town and Newport.

Geographic Map


Table 1.0



GW770: Ebbw Vale Parkway to Gaer Junction

Section start Ebbw Vale Parkway

Section end Gaer Junction

Route availability 5, 8 5, 8 7

Gauge W9 W10 (VLE) W10 (VLE)

Signals One Train Working, Track Circuit Block

Track Circuit Block ERTMS





Electrification None None 25kV OHL


Passenger train service levels (trains per hour / day)

Table 2.0


Typical journey time Cardiff Central to Ebbw Vale Parkway: 57 minutes Cardiff Central to Ebbw Vale Parkway: 57 minutes Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 1 local service between Cardiff and Ebbw Vale Parkway (Terminus will be Ebbw Vale Town when it opens later in 2015)

Welsh Government is funding enhancement of the route which will enable specification of improved service frequency in the next Wales & Borders franchise.


SRS L.17 Newport – Ebbw Vale

3



Current 2019 2043

Route section Park Junction to Gaer Junction




Table 4.0



User: 5





Table 5.0

Project Project Description ELR Implementation date


Ebbw Vale Town extension Extension of branch line northwards beyond Ebbw Vale Parkway.

WVL CP5 Track and additional station

Complete

Ebbw Vale Frequency Enhancement

Line capacity increases including doubling track and station enhancements

WVL CP5 Track, capability toaccept doubled branch frequencies

In development

Further improved frequency on the Ebbw Vale Line

Further increased capacity on the Ebbw Vale Line enabling connectivity to Newport and a new line to Abertillery

WVL TBC Increased capacity and services to new destinations


Uncommitted



Network Rail – Route Specifications: Wales 37March 2017SRS L.18 South Wales Valleys

Route specification descriptionThe present-day network of lines comprising the South Wales Valleys route is formed out of the core Taff Vale routes to Merthyr Tydfil and Treherbert in the Rhondda, and up the Rhymney valley through Caerphilly to Rhymney, plus the Coryton branch in Cardiff, to which have been added the former freight-only lines from Abercynon to Aberdare and the City Line between Ninian Park and Radyr. To the south, the Vale of Glamorgan Line from Barry to Bridgend has been the most recent element of network expansion in South East Wales , in 2005, adding to the established routes south of Cardiff to Barry Island, to Penarth and Cardiff Bay. As well as the widening of the reach of this network, where all trains cross the city centre of Cardiff and serve both Cardiff Central and Cardiff Queen Street, it has received considerable further investment to increase capability such that most of the major towns served enjoy two trains per hour, rising to four in the inner area.

Commuter traffic to Cardiff continues to grow steadily and many stations have had six-car platform length enhancement in anticipation of continued growth. This capability applies over the section of route between Rhymney and Penarth, and on the Taff Vale main line between Cardiff and Treherbert. Elsewhere stations have four car capability, except at the City Line stations (Waungron Park, Fairwater and Danescourt) and Ty Glas on the Coryton branch, where two-car capability applies. Very short platforms exist at Gilfach Fargoed where special arrangements apply.

Although around two-thirds of the South Wales Valleys route is double track, its operation is characterised by the end of each line being single track, with a passing loop (at Ystrad Rhondda, between Porth and Treherbert in the Rhondda valley, at Mountain Ash between Abercynon and Aberdare in the Cynon valley, and at Merthyr Vale between Abercynon and Merthyr Tydfil in the Taff Vale), which permit half hourly service frequencies. To the south of Cardiff, the branches to Cardiff Bay (from Cardiff Queen Street South Junction), to Penarth (from Cogan Junction) and from Barry to Barry Island, are all single track.

The longer single track section between Bargoed and Rhymney currently restricts frequencies to hourly, however the passing loop built at Tir Phil during Control Period 5 enables half hourly frequency to Rhymney. In addition the new station at Energlyn and

Churchill Park, was built on the Rhymney line in December 2013, funded by the Welsh Government.

In Control Period 5 additional capacity has been provided as part of the Cardiff Area Signalling Renewal which includes the redoubling of the single track Trefforest Curve between Cardiff West Junction and Penarth Curve North Junction, improving capacity on the City Line. Additional platforms at Cardiff Central, Cardiff Queen Street, Caerphilly, Barry and Pontypridd; allowing for an additional four trains per hour to traverse the core section between Cardiff Central and Cardiff Queen Street during the peak.

The principal category of freight traffic on the South Wales Valleys route is opencast coal destined for Aberthaw Power Station, situated on the Vale of Glamorgan line west of Barry. Some of this originates at opencast sites connected to the South Wales Valleys route by two freight only lines, one beyond Aberdare to Hirwaun/Tower Colliery, the other from Ystrad Mynach (in the Rhymney Valley) to Cwmbargoed. A connection at Cadoxton to the Barry Docks complex handles intermodal movements and chemicals traffic. At the western end of the Vale of Glamorgan section a further connection diverges to the major Ford factory complex at Bridgend (Fords Junction) for automotive traffic.

As part of the procurement of the next Wales and Borders franchise, which will commence in October 2018, Welsh Government and Transport for Wales are assessing options for how they will modernise the Core Valley Lines network north of Cardiff Central including the line to Cardiff Bay. It is anticipated that the programme of work will be announced in early 2018, with modernisation works being delivered during CP6.

Geographic Map


Table 1.0



GW810: Rhymney to Queen Street North JunctionGW828: Coryton to Heath JunctionGW830: Merthyr Tydfil to Barry Island (via Cardiff Queen Street)GW834: Hirwaun to AbercynonGW835: Treherbert to Pontypridd JunctionGW839: Queen Street South Junction to Cardiff BayGW840: Radyr Junction to Cardiff Radyr Branch Junction (via City Lines)GW860: Penarth Curve North to SouthGW864: Cogan Junction to PenarthGW870: Barry to Bridgend Barry Junction (Vale of Glamorgan Line)

Section start See above

Section end See above

Route availability All RA6, except RA8 between Radyr and Barry/Bridgend via the City Line

All RA6, except RA8 between Radyr and Barry/Bridgend via the City Line

All RA6, except RA8 between Radyr and Barry/Bridgend via the City Line


Signals No Signaller Token, Track Circuit Block, One Train Working, Absolute Block



Predominant linespeed 45mphto 75mph

Predominant linespeed 45mphto 75mph


Electrification None None As determined by Welsh Government Metro solutions


SRS L.18 South Wales Valleys




Typical journey time Merthyr Tydfil to Cardiff Queen Street typically 54 minutes (outer)

Barry Town to Cardiff Central 13 minutes (inner)

Improve journey times where practical and value for money Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 4 tph to Bargoed (2 extended to Rhymney)2 tph to Aberdare2 tph to Merthyr Tydfil2 tph to Treherbert4 tph to Penarth3 tph to Barry Island1 tph to Bridgend (via VOG)2 tph to Coryton2 tph to Radyr (via City Line)

This provides for 12 tph between Cardiff Central and Cardiff Queen Street in each direction

As part of the procurement of the next Wales and Borders franchise, which will commence in October 2018, it is anticipated that Welsh Government and Transport for Wales will look to improve frequency of services on the Core Valley Lines during CP6 as this part of network is modernised.

Possible changes to service frequency in line with industry aspirations and franchise requirements.

SRS L.18 South Wales Valleys



Current 2019 2043




Table 4.0



User: 32





Table 5.0



Cardiff Area Signalling Renewal (CASR)

Resignalling CAR, CEJ, BRY, PTH, RAD, VOG

CP5 Signalling renewal Complete

CASR enhancements Additional platforms at Cardiff Queen Street, Cardiff Central, Caerphilly, Barry, Pontypridd.Passing loop at Tir Phil to enable higher frequency. Redouble Trefforest Curve.

CEJ, RAD, CAR, BRY, CAM, CAR

CP5 Additional capacity Complete

Access for all Improved access at Treherbert and Cadoxton. THT, BRY CP5 Improved passenger access In development

Access for all Improved access at Barry, Treforest, Cathays BRY, CAM, CP6 Improved passenger access In development

Cardiff Metro Potential infrastructure enhancements on the Cardiff Core Valley Lines north of Cardiff Queen Street.

CAM, THT, ABD, CAR, CRY

TBC - likely CP6 To be determined following the renewal of the Wales and Borders franchise in October 2018.

Uncommitted



Network Rail – Route Specifications: Wales 42March 2017SRS L.19 Bridgend – Maesteg

Route specification descriptionThe former freight-only line along the Llynfi valley was opened to a new passenger-train service in the early 1990s which runs through from Cardiff Central to Maesteg. In addition to the six stations beyond Bridgend on the branch, the hourly through services also serve three stations on the South Wales Main Line section of the GWML at Pontyclun , Pencoed and Llanharan. The branch from Bridgend Lynfi Junction (immediately to the west of Bridgend station on the South Wales section of the Great Western Main Line from London Paddington to Swansea) is single track throughout, and each station has a single platform face. The first two at Wildmill and Sarn are located on the lower section of the branch below Tondu, where the freight line from Margam (and ultimately Port Talbot Docks) joins. After Tondu station the remaining three stations are in the upper part of the Lynfi valley, at Garth, Maesteg (Ewenny Road), and Maesteg.

The valley is populated relatively densely and train loadings have been such as to warrant platform lengthening on the branch to permit future four-car operations when two-car sets are insufficient, in a similar manner to the core South Wales Valleys network radiating from Cardiff Queen Street. The length of the branch and the number of stops, give high capacity utilisation as there is no intermediate passenger train passing place for the hourly service.

There is no regular freight traffic on this section of route but (together with the freight-only line between Tondu and Margam) diversions between Margam and Bridgend (i.e. via Tondu) are possible should the GWML (i.e. via Stormy) ever need to be completely shut between those two points. A goods loop retained at Tondu facilitates train reversal when this pattern of operation is in place.

Geographic Map


Table 1.0



GW874: Bridgend (Llynfi Junction) to Maesteg

Section start Llynfi Junction

Section end Maesteg



Signals No Signaller Token, Track Circuit Block



Predominant linespeed 50mph Predominant linespeed 50mph Improve linespeeds where practical and value for money





Typical journey time Bridgend to Maesteg: 25 minutes Bridgend to Maesteg: 25 minutes Reduce journey time to lowest possible in line with linespeed improvements and changes in rolling stock

No. of trains per hour 1 regional urban between Cardiff andMaesteg



SRS L.19 Bridgend – Maesteg



Current 2019 2043

Route section Bridgend to Maesteg


None (This is a diversionary route not with any permanent timetabled services)

As per forecasts in the Freight Market Study


Table 4.0



User: 9





Table 5.0



Maesteg branch capacityupgrade

Improve capacity on the branch lines to enable a higher frequency of service.

BAL TBC Enable 2tph (passenger)between Bridgend and Maesteg

This scheme is currently under review. In development



Network Rail – Route Specifications: Wales 46March 2017SRS L.20 – 22 Swansea – Milford Haven/Pembroke Dock/Fishguard Harbour

Route specification descriptionThe mostly double-tracked main line into west Wales is effectively a continuation of the Great Western Main Line from London Paddington to Swansea, where terminating long distance trains generally give cross-platform interchange for rural/regional services to Llanelli, and beyond, on four different routes. The principal corridor in west Wales is to Carmarthen (a terminus station necessitating reversal) and Milford Haven through Haverfordwest. The route is also effectively single on either side of the triangle at Carmarthen Junction, (to and from Carmarthen Station), and then single beyond Clarbeston Road to Milford Haven, with a passing loop at Haverfordwest. After the station at Haverfordwest (which is a significant interchange point with buses for much of the south west region of Wales) two short branch lines diverge to the oil refineries at Waterston, and Robeston, which generate long distance petroleum flows. Following the start of the current Wales and Borders franchise in 2004, passenger train services in West Wales were substantially restructured to give an hourly core service from Carmarthen to Cardiff (and onwards to Manchester Piccadilly), thus reducing the necessity for interchange at Swansea for most journeys within Wales. These journeys commence from Milford Haven at two-hourly intervals

At Whitland Station a bay platform is provided for the branch to Tenby and Pembroke Dock, although most services run through between Swansea and Pembroke Dock, on an all stations basis. The branch is single track, with numerous level crossings, and a passing loop is provided at Tenby.

At Clarbeston Road another single track line diverges to Fishguard Harbour, where the station within the ferryport is operated by Stena Line, who run the twice-daily car ferry service to Rosslare in southern Ireland, and with which the train services (either from Cardiff or Swansea) are scheduled to connect.

In 2010, a new passenger service to Fishguard was introduced with five return journeys per day to Carmarthen and further east.

In 2011, the station at Fishguard & Goodwick was reopened with support from the Welsh Government and the South West Wales Integrated Transport Consortium (SWWITCH). All of these three

route sub-sections remain cleared for operation by IC125 long distance trains, and a summer Saturday round trip operates from London Paddington to Pembroke Dock as part of the First Great Western (FGW) franchise. One FGW morning train per day from Swansea to London Paddington starts from Carmarthen, with a corresponding evening return from London Paddington to West Wales, serving some of the intermediate stations.

The fourth route sub-section is from Llanelli to the Heart of Wales Line. These Swansea – Shrewsbury services reverse at Llanelli station after sharing the busiest section of the West Wales route between Swansea and Llanelli.

During Control Period 4 an enhancement project took place to redouble the single track between Cockett (just west of Swansea) and Duffryn (to the east of Llanelli), and restore a disused platform at Gowerton Station. This has enabled better spacing of the different train services and also gives the capability for all services to stop at Gowerton. The project was funded by Welsh Government and delivered in parrallel with Network Rail’s renewal of the Loughor Viaduct.

Geographic Maps


Table 1.0



GW900: Pilning to Fishguard HarbourGW906: Swansea Loop East Junction to Swansea Loop West JunctionGW930: Carmarthen Junction to Carmarthen StationGW940: Carmarthen Station to Carmarthen Bridge JunctionGW950: Whitland to Pembroke DockGW960: Clarbeston Road to Milford Haven

Section start Landore Junction/Swansea Loop East Junction

Section end Milford Haven/Pembroke Dock/Fishguard Harbour

Route availability 6, 7, 8 6, 7, 8 6, 7, 8

Gauge W6, W7, W8 W6, W7, W8 W6, W7, W8

Signals Absolute Block, Track Circuit Block, No Signaller Token, No Signaller Token with Remote CrossingLoops

Absolute Block, Track Circuit Block, No SignallerToken, No Signaller Token with Remote Crossing Loops

ERTMS







SRS L.20 – 22 Swansea – Milford Haven/Pembroke Dock/Fishguard Harbour




Typical journey time Swansea to Fishguard Harbour: 1 hour 44 mins

Swansea to Pembroke Dock: 2 hours 19 mins

Swansea to Milford Haven: 1 hour 53 mins

Swansea to Fishguard Harbour: 1 hour 44 mins

Swansea to Pembroke Dock: 2 hours 19 mins

Swansea to Milford Haven: 1 hour 53 mins


No. of trains per hour 2 local services a day from Swansea to Fishguard Harbour

5 local services a day from Carmarthen to Fishguard

1 regional urban service every two hours between Swansea and Pembroke Dock

1 hourly regional urban service between Swansea and Carmarthen (every two hours extended to Milford Haven)

4 trains a day from the Heart of Wales Line, with additional peak services being introduced to enable commuting into Swansea, on a trial period of 3 years from May 2015.



SRS L.20 – 22 Swansea – Milford Haven/Pembroke Dock/Fishguard Harbour



Current 2019 2043

Route section Swansea Loop West Junction to Gulf Oil Branch Junction




Table 4.0



User: 84





Table 5.0



Access for all Improved access at Llanelli station SWM2 CP6 Improved passenger access

In development



Network Rail – Route Specifications: Wales 51March 2017SRS L.23 Llandudno – Blaenau Ffestiniog

Route specification descriptionThe route between Llandudno and Blaenau Ffestiniog is effectively comprised of two distinct sections. That from Llandudno to Llandudno Junction is double track with relatively frequent train services, either from Manchester Piccadilly, Warrington Bank Quay and Chester, or shuttle services between Llandudno and Llandudno Junction to connect with the long distance regional and high speed services. There is one intermediate station at Deganwy. There are three platforms at Llandudno such that excursion or special trains can be handled and stabled, in addition to regular services. A bay platform at Llandudno Junction usually handles the shuttle journeys from Llandudno.

The single track section southwards from Llandudno Junction through North Llanwrst (which has a passing loop) to Blaenau Ffestiniog is rural in character and for much of its length on the northernmost section is extremely vulnerable to flooding from the adjacent River Conwy. The six trains per day service utilises one train, without necessitating the use of the loop at North Llanwrst, but this confers on the branch the ability to accept loco-hauled excursion and charter trains to Blaenau Ffestiniog, at which a run round loop is provided.

On the southernmost section the terrain becomes mountainous, with a long tunnel, and the station at Blaenau Ffestiniog is integrated with an island platform provided for the narrow gauge heritage services of the Ffestiniog Railway with which connections (practically year-round) to Porthmadog on the Cambrian Coast line are possible. Most train services between Llandudno Junction and Blaenau Ffestiniog run through from Llandudno.

Traffic volumes fluctuate and reflect much higher summer seasonal carryings on account of the popularity of the Snowdonia region generally. There are no freight terminal facilities on either section of the route currently in use although there is access to a strategic freight site off the branch at Llandudno Junction.

Although operationally disconnected at Blaenau Ffestiniog station, the track continues beyond there for a further six miles where it terminates at a siding near Maentwrog Road, adjacent to the Trawsfynydd nuclear power station, and which is strategically retained for possible future rail traffic in connection with the decommissioning of the power station.

Geographic Map


Table 1.0



NW3015: Llandudno Junction to Blaenau FfestiniogNW3017: Llandudno Junction to Llandudno

Section start Llandudno

Section end Blaenau Ffestiniog


Gauge W6 W6 W6

Signals Electric Token Block, No Signaller Token, Absolute Block

Electric Token Block, No Signaller Token, Absolute Block

ERTMS









Typical journey time Blaenau Ffestiniog to Llandudno Junction: 1 hour 2 minutes

Blaenau Ffestiniog to Llandudno Junction: 1 hour 2 minutes


No. of trains per hour 6 local trains per day between Blaenau Ffestiniog and Llandudno Junction:

1 Inter urban and 1 Regional Urban train per hour between Llandudno and Llandudno Junction



SRS L.23 Llandudno – Blaenau Ffestiniog

Network Rail – Route Specifications: Wales 53March 2017SRS L.23 Llandudno – Blaenau Ffestiniog


Current 2019 2043

Route section Blaenau Ffestiniog to Llandudno


None None None


Table 4.0



User: 33



Proposed infrastructure investment in Control Period 5 (2014 - 2019) and pipeline of schemes beyond CP5No schemes currently planned for Control Period 5.

Network Rail – Route Specifications: Wales 54March 2017SRS L.99 Other Freight Lines

Route specification descriptionThe following freight lines are collectively L.99:

Llanwern Works East Connection to Llanwern Works West Connection (Steel Works Service Line)The Llanwern steel works is connected to the relief lines of the Great Western Main Line, to the east of Newport, and substantial flows of steel move in and out of either end of the three mile long site .

Uskmouth to East Usk JunctionThe primary freight customer at Uskmouth is the Fifoots power station, which receives coal in trainload movements, from a number of sources, all of which pass through the small East Usk sidings complex along the three-mile long branch. Approximately midway steel traffic is handled, at the Birdport terminal.

Maindee East Junction to Maindee North JunctionThis very short, single track chord links the Great Western Main Line with the Newport to Crewe route east of Newport, to permit direct freight flows (such as Llanwern to Shotton) to avoid Newport Station. It is also used by occasional passenger service diversions and empty stock movements.

Machen Quarry to Park JunctionThe four mile section to Machen Quarry diverges from the Ebbw Vale branch at Park Junction, to the north of Newport, and runs up the valley to solely serve the quarry.

Alexandra Dock Junction to 160m 27ch (boundary with ABP Newport Docks)This section enables freight trains to gain access (from the Great Western Main Line, relief lines) to the separate Newport Docks railway system, for a range of commodities, as well as linking the Alexandra Dock Junction sidings with the GWML and docks.

Pengam Junction to 4m 54ch (boundary with ABP Cardiff Docks)This section enables freight trains to gain access (from the Great Western Main Line, relief lines) to the separate Cardiff Docks railway system, for a range of commodities, as well as linking the Cardiff Tidal sidings with the GWML and docks.

Cwmbargoed to Ystrad Mynach South JunctionThis eight mile long, steeply-graded section links the Rhymney valley to a cluster of sidings near Merthyr Tydfil at Cwmbargoed, for the loading of opencast coal and aggregates.

Leckwith Loop South Junction to Leckwith Loop North JunctionApproximately a quarter of a mile long, this spur links the GWML (to the west of the main train depot at Cardiff Canton) to the Valleys system, to provide a direct route between the GWML from Swansea and Bridgend to the Barry and Vale of Glamorgan lines in order to give a direct routeing which avoids Cardiff Central. It can be used by passenger trains (such as those from Cardiff Central to Maesteg), in conjunction with the Trefforest Curve (south of Cardiff Canton) as an alternative to the GWML (which passes to the north of Cardiff Canton).

Tondu to Port Talbot Docks (Ogmore Vale Extension)The principal purpose of the section between Tondu and Margam was to provide access to the opencast site at Parc Slip, however this facility has now been closed. Beyond Margam the line runs parallel to the GWML and serves the (now disused) iron ore terminal at Port Talbot Docks.

Court Sart Junction/Up Flying Loop Junction to Morlais JunctionThis section is known locally as the Swansea District line and exists to enable through freight to and from West Wales to avoid the harsher gradients of the GWML via Swansea. It is double track throughout with extensive freight connections branching off it.

Jersey Marine Junction South to Jersey Marine (Swansea Docks)This short curve links the Swansea District line to the Swansea Docks complex.

Jersey Marine Junction South to Glyn NeathThis eight mile long section serves the Cwmgwrach opencast colliery site and links it to Swansea Docks, or elsewhere with reversal at Jersey Marine (Neath & Brecon Junction).

Onllwyn to Neath & Brecon JunctionThis ten mile long section serves the Onllwyn washery site and links it to Swansea Docks, or elsewhere with reversal at Jersey Marine (Neath & Brecon Junction)

Grovesend Colliery Loop Junction to Hendy JunctionThis short curve links the Swansea District line to the Heart of Wales line, and enables traffic (usually from the Gwaun-Cae-Gurwen site) to Swansea Docks, or elsewhere with reversal at Jersey Marine (Neath & Brecon Junction).

Geographic Map

Network Rail – Route Specifications: Wales 55March 2017SRS L.99 Other Freight Lines

Gwaun-Cae-Gurwen to PantyffynnonThis five mile long section serves the Gwaun-Cae-Gurwen colliery site and links it to the Heart of Wales line.

Gulf Oil Branch Junction to Waterston Gulf Oil RefineryThis two mile long branch gives access from near Johnston (to the south of Haverfordwest on the Milford Haven line) to the refinery at Waterston .

Herbrandston Junction to Robeston Amoco SidingsThis two mile long branch gives access from near Johnston (to the south of Haverfordwest on the Milford Haven line) to the refinery at Robeston .

Table 1.0



GW720: Uskmouth to East Usk Junction


Gauge W7 W7 W7 Increase gauge as appropriate

Signals One Train Working with Staff One Train Working with Staff ERTMS


15mph 15mph 15mph Raise line speed as appropriate



Current Freight Trains (trains per day) Table 2.0

Current 2019 2043




Level crossings on routeThere are no level crossings in this route section.



Table 1.0



GW820: Cwmbargoed to Ystrad Mynach South Junction



Signals Train Staff and Ticket Train Staff and Ticket ERTMS





SRS L.99 Other Freight Lines

Cwmbargoed to Ystrad Mynach South Junction


Current 2019 2043




Level crossings on routeTable 4.0



User: 2




Table 1.0



GW877: Tondu to Port Talbot Docks (Ogmore Vale Extension)



Signals No Signaller Token, Track Circuit Block, C2 (Line worked under the control of a Person in Charge)

No Signaller Token, Track Circuit Block, C2 (Line worked under the control of a Person in Charge)

ERTMS






Tondu to Port Talbot Docks (Ogmore Vale Extension)


Current 2019 2043


None (This is a diversionary route with no permanent timetabled services)

As per forecasts in the Freight Market Study


Level crossings on routeTable 4.0



User: 9



Table 1.0



GW890: Court Sart Junction/Up Flying Loop Junction to Morlais Junction


Gauge W6, W8 W6, W8 W6, W8 Increase gauge as appropriate







Court Sart Junction/Up Flying Loop Junction to Morlais Junction


Current 2019 2043


4 paths per day As per forecasts in the Freight Market Study


Level crossings on routeThere are no level crossings in this route section.

Network Rail – Route Specifications: Wales 59March 2017Glossary

Term Meaning

ASC Area Signalling Centre

ATW Arriva Trains Wales

CASR Cardiff Area Signalling Renewal

Control Period 4 (CP4) Control Period 4 (2009-2014)

Control Period 5 (CP5) The 2014 – 2019 period

Control Period 6 (CP6) The 2019 – 2024 period

DfT Department for Transport

Down line Usually the line away from London

ECML East Coast Main Line

EK2 East Kent Resignalling phase 2

ELL East London Line

ELR Engineers Line Reference, three letter code designating the line of route

ERTMS European Rail Traffic Management System

Fast line Predominantly used by trains with limited stops on the line

FOC Freight Operating Company

GRIP Governance for Railway Investment Projects

HLOS High Level Output Specification

HS1 High Speed 1 – the high speed link between St Pancras International and the channel tunnel

HS2 Proposed high speed link between London and Birmingham beyond to Leeds and Manchester

IECC Integrated Electronic Control Centre

Jn Junction

LNW London North Western

LTPP Long Term Planning Process

Network Rail – Route Specifications: Wales 60March 2017Glossary

Term Meaning

MPH Miles Per Hour

NR Network Rail

NRDF Network Rail Discretionary Fund

NSIP National Stations Improvement Fund

ORR Office of Rail Regulation (the regulator for the rail industry in Great Britain)

RA Route Availability

RCT Rhondda Cynon Taff

ROC Rail Operations Centre

RUS Route Utilisation Strategy

Slow line Predominantly used by trains serving stations on the line

SRS Strategic Route Section

SWWITCH South West Wales Integrated Transport Consortium

TfL Transport for London

TPD Trains Per Day

TPH Trains Per Hour

TOC Train Operating Company

TPH Trains Per Hour

Up line Usually the line towards London

VLE Valley Lines Electrification

VT Virgin Trains

WCML West Coast Main Line

WG Welsh Government

WTT Working Timetable

Network Rail Limited 1 Eversholt Street London NW1 2DN

Tel: 020 7557 8000

www.networkrail.co.uk

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