Kent Route Study
There are no simple options to meet projected demand in Kent beyond 2024, according to NR’s Draft Route Study.
THERE are no simple options to meet projected demand in Kent beyond 2024, according to Network Rail’s Draft Route Study published on March 14.
In launching its study for consultation the infrastructure company seeks to tackle capacity challenges in the region.
Additional terminal capacity in London will be needed to meet expected growth to 2044, as well as the removal of bottlenecks to allow more trains to run.
“Further development is required in the coming years to formulate a coherent strategy for major investment,” Network Rail continued.
It expects passenger numbers on most routes in Kent to grow by 15% between 2011 and 2024, and by 47% to 2044. Growth on domestic high-speed trains is predicted to be much higher, with an ‘assumed’ rate of 80% to 2024, and 127% by 2044.
The consultation runs alongside (but for a longer period) the Department for Transport’s South Eastern franchise consultation and is in anticipation of Control Period 6, which runs from 2019 to 2024 and beyond.
NR said projected passenger growth can largely be met in the area until 2024 by lengthening trains to the maximum possible for each corridor, but that beyond then “there are no simple options to meet projected demand”.
Capacity enhancements on routes from London Bridge and London Victoria is considered the highest priority, with train lengthening on Tonbridge services to nine coaches likely to come first. The Benefit:Cost Ratio (BCR) of this is calculated at between 3 and 4.4, significantly better than other options for lengthening trains which run via Chatham and Maidstone East.
Growth on Metro routes into London Bridge can be met until 2024 by lengthening more trains to 12-car formations, and platform lengthening at stations such as Woolwich Dockyard.
Signalling alterations have also been identified. NR estimates this will cost between £20 million and £50m and will have a BCR of 0.9 to 1.3. It says this should be considered for delivery by 2024.
Removal of restrictions of operating 12-car trains at London Charing Cross that do not have Selective Door Opening at Platforms 4-6 is also suggested via use of new or suitable cascaded trains. The alternative to this would be a major rebuild of the station. London Victoria’s eightcoach restriction for suburban services means train lengthening is regarded as impracticable: introduction of high-density rolling stock is suggested as a solution.
In order to provide an additional peak hour service into London Cannon Street, a 12-car berthing siding on the Metropolitan Reversible line is being proposed, but NR says this will require considerable engineering work to achieve at a cost of up to £10m.
To meet the growth in demand for domestic high-speed services, lengthening of more trains to 12-car formations and provision of one additional service is suggested.
This would require a platform extension at Maidstone West. This is estimated to cost between £10m and £20m, and should also be considered for delivery by 2024.
The BCR ratio will be calculated in the final study.
Platform lengthening has also been suggested for the Blackfriars routes south of the River Thames to allow 12-coach trains to operate on Thameslink services. Depending on options chosen, this could cost between £500m and £1.25bn, with it being suggested as a 2024 option. However, the BCR will depend on demand from new developments in the area served, such as Brent Cross. Wider station capacity issues are also examined, with Brixton, Bromley South, Denmark Hill, Lewisham, and Peckham Rye identified as being high priorities for crowding relief schemes.
Increased connectivity is looked at, with a connection at Ashford International suggested to allow trains to operate between High Speed 1 and Hastings. In order to allow through services, electrification from Ashford to Ore would be needed at a cost of £250m to £500m for 25kV electrification of £100m-£250m for third-rail. In conjunction with linespeed improvements on the Marshlink route, this could cut journey times and provide additional capacity between Hastings and London. A further and less expensive in capital terms option would be to use hybrid trains.
Reinstatement of the former Eurostar link from Fawkham Junction to Ebbsfleet is also considered, which would open up new journey opportunities for passengers travelling in this fast growing area.
Network resilience comes under scrutiny, and a chord between Canterbury East and Canterbury West is proposed, which would allow trains to operate between Dover and Ashford should the sea wall between Folkestone and Dover collapse, as it did in December 2015.
The consultation closes on June 30, with responses sought via email to kentroutestudy@networkrail.co.uk