Network Rail published the Route Utilisation Strategy (RUS) for the c2c (and ONE) routes in April 2007. This document sets out the proposed strategy for improving the routes performance & capacity over the next 10 years or so.

What follows here is a brief summary of the items concerning c2c and the full document can be found on Network Rails website. TRUG will be proving feedback to Network Rail on this document as part of the RUS process. If you have any comments, please let us know.

The load factors indicate that crowding is most severe on the Ockendon branch services. Closer examination of the data revealed that nine trains were carrying more
passengers than they have capacity for and that as a result six percent of all passengers on the Thameside route (around 1,500 arriving passengers per am peak) were standing in overcrowded conditions. Examination of the loadings along the routes has been possible using the train weighing data supplied by c2c. The figures (below) show that there are more passengers than seated capacity provided over the three hour morning peak from Upminster for Main Line and Ockenden Branch services and from Dagenham Dock on services on the Tilbury Loop. 

On the Thameside route the service structure is influenced by the complexity of the network and different stopping patterns. The limited signal capacity at West Ham does not allow additional trains to call without reducing capacity between Fenchurch Street and Barking. The single line track section between Upminster and Grays via Ockendon has only one passing loop which causes a capacity constraint on this section. In addition peak capacity is heavily used between Barking and Upminster where the signalling headways increase from two minutes to three.
 
Main sources of delay in 2005/6:

Split (Network Rail vs Train/Freight Companies) 32:68

The highest levels of delay are occurring at the following key route sections: Tilbury Loop, the breakdown for the whole c2c route is as follows:
 
Thameside route section Average Delay per Incident (minutes)
Tilbury Loop 31 minutes
Fenchurch Street – Shoeburyness 20 minutes
Ockendon Branch 19 minutes

Proposed Developments in c2c area, affecting train services

Essex Thames Gateway:
* development of the old Shell Haven refinery into a container port, logistics terminal and business centre creating 16,500 jobs potential to increase freight trains each * way to between19 – 25;
* redevelopment of the town centre for retail, leisure and business;
* and development of a university campus in Southend providing 6,500 jobs.
* new developments along the Thames in the Barking – Thurrock corridor as part of the Communities Plan.
* Potential new Cement import Terminal near Grays

Barking Reach Development:
* area 210 hectares creating 200 new jobs and 10,000 new homes.
* Increase in freight movements from the Channel Tunnel via a new link at Barking

Passenger Focus
Passenger Focus is the independent National Rail consumer watchdog: its mission is to get the best deal for Britain’s rail passengers. Passenger Focus are keen that a) the current need for passengers to stand for in excess of 20 minutes is eliminated; and b) that there is sufficient capacity on all routes to meet demand to 2016. They stress that getting to the station is integral to travelling by train, with capacity to park cars a key area to address.

TfL
in preparing their Rail Corridor Plan (RCP) and 2025 Vision wish to promote a 4 tph (train paths per hour) all day service on all the key radial routes, (currently Pitsea - Grays -Ockendon - Fenchurch & Grays - Rainham - Fenchurch St are 2tph

c2caspirations

c2c wish to continue to operate the best performing route in the country. In terms of passenger growth and market needs they wish to see the following:
* improved capacity and performance on services via Ockendon;
* Grays bay platform extended, so that 8 car trains can terminate;
* more trains calling at West Ham for interchange to Docklands;
* trains lengthened to meet demand.
* linespeeds to be improved between Barking and Upminster
 

Future Passenger Forecasts (these models suggest future loadings on the route)

Predicted Changes in Passenger Journeys
(AM Peak UP Direction; Do-minimum)

Note:

“unacceptable conditions” are defi ned as being reached when passenger are standing on trains which have exceeded their standing
allowance.

PIXC (Passengers in excess of capacity) - very complicated to calculated but a rough guide is that a train is PIXC if for every 100 seats 35 people are standing for over 20 minutes

These are the stations from where passengers stand on an average day on the busier services during the morning peak. (Current figures)

Committed enhancement schemes:
 
Grays 8-car Bay Platform  Funded by NRDF, the bay platform at Grays is to be extended to eight cars to permit the operation of more 8-car trains on the Tilbury Loop

West Ham will provide another access point to the Olympic Games and closing up signals enabling more trains to call there are proposed. 

Strategic Options:  
 
Option 1: Lengthen peak services on the Thameside Main Line (Shoebury - Fenchurch St via Basildon)
We tested extending trains to 12-car to accommodate increases in passenger demand. This is intended to alleviate crowding for passengers and to handle predicted demand growth. This would require additional rolling stock but no infrastructure.
 
Conclusion
This option allows capacity to be met as demand rises and requires no infrastructure development on the route.
 
Option 2: Lengthen peak services on the Tilbury Loop and Ockendon Branch
We tested extending trains to 12-car to accommodate increases in passenger demand. This is intended to alleviate crowding for passengers and to handle predicted demand growth. In addition to a requirement for additional rolling stock, platforms on the Tilbury Loop and Ockendon branch would be extended to accommodate the longer trains
 
Conclusion
This option allows trains to be lengthened to suit the rates of development on the route and offers some flexibility in our approach to meeting increased passenger demand. The busiest trains operate via Ockendon and it is worth examining whether a stronger business case can be developed by phasing the intervention.
 
Option 19 (part) Increase speeds between Barking and Upminster
An increase in speed is being investigated in order to improve journey times/performance margins. Work may also be required in conjunction with this to improve the regulation of trains running to / from the Ockendon Branch. This work would be funded through the NRDF.

Station Improvements

The RUS also mentions a survey carried out in 2002 regarding congested stations. The findings are listed here. We would assume the proposals concerning Chafford have recently been implemented in the latest rebuild of the station:

TRUGs response can be found here