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Network rail strategic business plan 2007

Strategic Route 7 - Great Eastern was the designation given by Network Rail , from to , to a grouping of railway lines in the East of England that encompassed the Great Eastern Main Line and its various branch lines. The route serviced the regional centres of Colchester , Ipswich and Norwich as well as the ports of Felixstowe and Harwich. In , Network Rail restructured its route categorisation. The Route was divided into a number of separate Strategic Route Sections SRS's that were defined based on route use, infrastructure and historical lines. The Route 7 plans for [3] and [1] are made available online. In the medium term, —14, this includes minor infrastructure works and additional rolling stock to allow main line peak-service trains to be extended to car formation.
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Network Rail Strategic Business Plan - Property Income Forecast Review

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Network Rail Strategic Business Plan Update

Strategic Route 5 - West Anglia was the designation given by Network Rail , from to , to a grouping of railway lines in the East of England that encompassed the West Anglia Main Line and its various branch lines. The route provided key services to Cambridge and Stansted Airport as well as supporting suburban services in North London and rural services in Cambridgeshire , Norfolk and Suffolk. In , Network Rail restructured its route categorisation. The Route was divided into a number of separate Strategic Route Sections SRS's that were defined based on route use, infrastructure and historical lines.
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High Speed 1

It was completed in September The project aimed to enhance the station to cope with increased passenger numbers as well as expected future growth in traffic, but did not alter the train capacity of the station. In , the station handled passenger numbers far in excess of the capacity of its existing design.
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Long term opportunities and challenges We anticipate that accommodating growth in rail usage in the West Midlands will continue to be a significant challenge on the route, as employment and economic activity in central Birmingham continues to increase. As previously mentioned, the preferred option to accommodate this increased growth is through longer train formations. However, both additional, and in some cases longer trains, may become more difficult to accommodate at Birmingham New Street. This plan included the feasibility of developing a north and south facing chord line that links the Camp Hill lines to Birmingham Moor Street Snow Hill Lines.
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