14 October 2011 - St Albans City & District Council

New Matters and Changes in Circumstances: Rail Freight
6 East Midlands Route Utilisation Strategy
6.1 The Executive Summary of the East Midlands RUS quotes the following on Page 7:
“Analysis has demonstrated that the current provision of generally two off-peak
daytime freight paths per hour on the MML, at current utilisation levels of 60
percent, is sufficient to accommodate the forecast growth in the short term. A
third path per hour has been demonstrated as not being achievable within the
constraints of the current infrastructure”.
“The RUS recommends that two off-peak daytime paths in each direction (the
southbound path being 60mph and 2000 tonnes trailing load) are preserved south
of Bedford within the Thameslink Programme development timetable”.
6.2 Also in para 4.5.2 the RUS explains:
“The aggregates market is a major contributor to rail freight in the RUS area,
with four major quarries in the area at Croft, Bardon Hill, Stud Farm and
Mountsorrel that serve London and the south east markets using a number of
terminals on the MML, in the London area and elsewhere. There is also aggregates
traffic from the Peak Forest area. The Freight RUS expected construction traffic
to grow by 20 percent in tonnes lifted over the period, and approximately 25
percent in train numbers”.
6.3 A 25% increase in freight train numbers would increase the current utilisation of
the existing two freight paths per hour off peak on the MML from 60% to 75%.
6.4 Section 5.4.3 sets out the freight capability of the routes within the East Midlands
RUS area and states:
“The constraints associated with the availability of freight paths on the MML are
highlighted in Chapter 3. Analysis has demonstrated that the current provision of
generally two off-peak daytime freight paths per hour in each direction on the
MML, with most northbound services having light weight trailing loads, and with
current utilisation levels of 60 percent, is sufficient to accommodate the forecast
growth in freight traffic that needs to operate on this section of the route. There
is limited ability to serve multiple destinations from these paths. The RUS
assessment of freight capacity south of Bedford also concluded that there is a
potential conflict between the operation of additional Thameslink off-peak
services north of Cricklewood and the need to accommodate freight trains. This
conclusion will need to be tested as part of the timetable development work led
by the Thameslink Programme.”
6.5 It is clear from the above that the existing two freight paths per hour past the
Radlett site are well used and are likely to be more fully utilised in the future due
to the growth of aggregates traffic. Appendix D to this report shows the current
freight trains per day on the MML. The existing two freight paths per hour off-peak
past the Radlett site will be retained and are compatible with the future
Thameslink services, but a third freight path per hour has been demonstrated as
not being achievable. Also, there is a potential conflict between the future
Thameslink off-peak services and freight trains which is acknowledged by Network
Rail as needing to be tested as part of the timetable development work being led
by Thameslink.
5