Transport for London (TfL) now has a statutory role in the planning of London's rail system. The Department for Transport and Network Rail must formally consult with TfL on the specification of franchises and route utilisation strategies respectively. To ensure that TfL has a robust basis on which to present its views, it has initiated a series of rail corridor plans. The subject of this paper will be the rail corridor plan (RCP) for the South Western corridor.ûIn the context of the South Western corridor, the most important gap identified was the high level of crowding today, along with substantial expected growth. Trains are almost all at maximum length for the infrastructure, and there are few, if any, additional train paths available. Schemes examined included train lengthening, double-deck trains and increased frequency with major infrastructure enhancement. The recommendation as offering best value for money in this area was train lengthening, with associated station modifications, plus reconfiguration of some rolling stock to provide additional standing capacity (at the expense of a few seats). Other gaps included the ability to interchange at Clapham Junction, one of Britain's major stations, where some trains currently do not stop due to operational constraints; a solution involving modest infrastructure enhancement was identified. Other stations were examined and detailed proposals prepared for the improvement of facilities, accessibility, security and interchange opportunities. Other schemes included the Airtrack proposal to provide a rail service from the corridor to Heathrow Airport; later evening services and increases in off peak frequencies to match standards elsewhere; improvements in train frequencies between some urban centres(current services have a strong focus on central London); measures at Waterloo Station (the London terminus) to improve passenger flows and enhancecapacity; and consideration of more active management of travel demand toencourage transfer from peak services to those in the shoulder and off-peak periods. TfL's conclusions have formed the basis of the input on this corridor into the national rail planning process. It has argued that addressing the significant growth forecast on the line must be a priority duringthe franchise term of 10 years, commencing in February 2007, and that a commitment to implement the changes proposed should be made by the Department for Transport in its preparation of the franchise specification and theprocurement of the franchise. It has also argued that Network Rail, as network owner and operator, should take the lead in developing and delivering the infrastructure proposals to meet the growth forecasts on which thereis collective agreement. For the covering abstract see ITRD E135582.
Samenvatting