R A I LT R AC K - The Railways Archive

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West Coast Main Line: London to Glasgow and Edinburgh continued
Route characteristics
DESCRIPTION This is the principal rail corridor linking the Channel Tunnel and
London, the West Midlands, North West England, Glasgow and Edinburgh. The
route is electrified throughout, except from Bletchley to Bedford. The route is
four track from London to Rugby (including the Northampton Loop) but beyond
there is a mixture of two-, three- and four-track sections. Linespeeds vary but are
predominantly 100–110mph on fast lines and 60–90mph on slow lines. The
southern end of the route was renewed and electrified in the 1960s and the
northern end in the early 1970s.
This route also encompasses the Primrose Hill–Watford DC lines,
Watford–St Albans City, and Bedford–Bletchley. These mostly have two
tracks and Primrose Hill to Watford is also used by London Underground who
operates services from Queen’s Park–Harrow.
The volume of passenger and freight train movements on the route is very
high. A number of route sections are operating near to capacity, the principal
ones being London–Rugby, Coventry–Birmingham–Wolverhampton,
Stockport–Manchester Piccadilly and the approaches to Glasgow.
MAJOR STATIONS
Birmingham New Street Station Regeneration Programme (SRP) work to
the platforms and dispersal bridge area is currently in progress. This work is
dramatically improving the platform environment as well as improving safety and
fire precaution features, represents a commitment of about £19M and is due for
completion during 1999/2000. The emerging station development plan includes
many customer-reasonable requirements, such as new waiting lounges, improved
ticketing and information facilities, and measures to reduce traffic congestion
outside the main entrance.
Route vision
Our vision for the West Coast Main Line (WCML) is of a high-capacity highspeed
route that caters for the needs of all its train operators and users.
We are committed to delivering much shorter journey times, for example,
London–Glasgow in 4 hours 12 minutes in 2002 and London–Manchester in
1 hour 46 minutes in 2005.
As part of the European high-speed rail network, the WCML is designated
as a priority Trans-European Networks (TENs) project. This reflects its strategic
importance. It links the major conurbations of North West England and Scotland
to mainland Europe via the Channel Tunnel. It also forms part of the links
between Britain and Ireland via a number of routes. We are applying for further
funding from the European Union (EU) to support the implementation, having
already succeeded in gaining grant aid for the development of the project.
During the next six years, the route will be substantially upgraded to
increase capacity and reliability, the latter including a reduced need for
maintenance possessions. Work is being undertaken to increase the loading
Glasg ow Central The largest single SRP scheme in Scotland, costing £35M,
is at Glasgow Central, and involves upgrading the facilities for passengers and
renewing the roof. The Argyle Street Bridge renovation received a special
mention in the recent Ian Allan Heritage awards. In addition, we are reviewing
the ability of the station to accommodate forecast passenger growth at this
location, together with a number of customer-reasonable requirements, including
improved waiting facilities.
London Euston A further phase of SRP work has continued to be progressed
in parallel with additional work on how the station should develop to
accommodate the passenger growth forecast in the route strategy. Our
Development Control Planning process has also embraced short-term
improvements to some retail facilities on the concourse, along with the inclusion
of customer requirements which primarily relate to new and improved waiting
lounges, customer-information and help facilities.
Manchester Piccadill y SRP work has continued with the gradual unveiling
of the complete reglazing of the trainshed roof giving a foretaste of the
transformation that this project will deliver at a cost of some £27M. In addition,
we have undertaken further studies into the railway operating capacity
requirements of this station and its relationship with the proposed urban
regeneration of the surrounding areas being co-ordinated by Manchester City
Council in partnership with Railtrack and others. Our Development Control
Planning process takes account of a possible extension to the Metrolink and the
desire to incorporate customer requirements – primarily the provision of new
waiting lounges.
gauge between Willesden and Motherwell to W10 gauge. Parts of the route will
be capable of handling 750m-long freight trains. The infrastructure and control
systems will support tilting trains travelling at speeds of up to 140mph.
Much of the extra capacity and speed capability is underwritten by our
agreement with Virgin Trains.
Our West Coast Route modernisation (WCRM) scheme also ensures that
all existing services to other customers who currently have contracted rights to
operate over this route will be maintained. We are, however, aware that our
customers also have a number of aspirations for additional services and reduced
journey times throughout the route, for example between Edinburgh and
Glasgow via Carstairs. We are working with our customers to reach agreement
on these aspirations.
In 2005, there will be at least ten high-speed trains per hour leaving Euston
for destinations in the Midlands, North West England and Scotland. Additional
high-speed paths will be available on ‘open access’.