R A I LT R AC K - The Railways Archive

Route characteristics
DESCRIPTION This is principally a four-track railway but with some critical twoand
three-track sections. Linespeed on the main lines is 100–110mph, while on
the slow lines from London to Bedford it is 90mph. Elsewhere, linespeeds on the
slow lines are restricted to 50–60mph. The south end of the route forms part of
the Thameslink network. The route operates near to capacity between Luton
and London.
The key Midland Main Line investment comes to fruition in May 1999, with
the introduction of new rolling stock and associated infrastructure improvements
which will enable Midland Main Line to double train services.
BOTTLENECK ANALY S I S
Kentish T own–Luton The mix of fast and stopping services and varied station
stopping patterns lead to a very high utilisation of the available capacity of this
four track railway. In May 1999, the number of Midland Main Line services over
the route will be increased from two to four trains per hour. This can be
accommodated by the existing infrastructure except at Bedford where a new
platform on the down fast line is currently being constructed and will be
completed in May 1999. At St Pancras, we are also reinstating Platform 6 which
is currently not in use .
Route vision
Our vision for the Midland Main Line is of a high-performance route providing
motorway-competitive journey times with capacity increases to meet passenger
growth. Linespeed improvements will be implemented to gain full benefit from
the network and modern rolling stock.
The Thameslink 2000 project will develop and expand the successful
Thameslink network, providing direct links with greater capacity between this
route across London to the South Coast.
New stations at Luton Airport and the proposed East Midlands Parkway
will substantially improve road-based accessibility to the route.
Route development and customer requirements
We have consulted with our customers, the passenger and freight train
operators, to determine their needs and how we evaluate them. The proposals
set out in these pages address our intentions to deliver their aspirations for
service frequency, journey-time reductions, station and depot facilities and new
rolling stock.
We will also examine options to improve capacity, including remodelling
of junctions and the provision of additional platforms and crossovers to remove
bottlenecks from the route and allowing journey-time improvements in line
with current operator aspirations. Linespeed improvements are being
considered at a number of locations and will be achieved in 1999 at Kentish
Town, on the Moorgate Line, between Flitwick and Bedford on the slow lines,
at Wellingborough and on the Erewash Valley section of the route.
Thameslink and the Franchising Director have aspirations to increase Bedfo r d –
London peak-service frequencies prior to Thameslink 2000 being introduced.
We are continuing to assess this requirement which we and our customers
recognise cannot be achieved without a restructured timetable.
The destination of these additional trains in London would be determ i n e d
through a timetabling exe r c i s e. Depending on the outcome of this exe r c i s e, this may
i nvo l ve reinstating platfo rm 1 at St Pa n c ras Station, which is curr e n t ly not in use.
The possible St Pa n c ra s – H e a t h r ow service would require infra s t ructure changes
to provide additional capacity. This would invo l ve an additional fast to slow lines
connection north of West Hampstead and additional platfo rms at that station.
L e i c e s t e r To accommodate the new summer timetabl e, we are curr e n t ly increasing
the capacity of Wigston North Junction.
We will make a decision by July 1999 on whether, as part of our freight
routeing stra t e g y, to dive rt Felixstowe – M i d l a n d s – N o rth England Freightliner serv i c e s
via Peterborough and Leicester rather than via London. This may require an increase
in capacity between Syston, Leicester and Wigston. We will report on our
conclusions in the 2000 NMS.
Sheffield area This is included in Route 13.
Freight traffic is expected to increase. This route has the potential to
accommodate further growth, although additional infrastructure may be needed
to carry extra traffic through the currently identified bottlenecks.
We will continue to work with external stakeholders to make the case for
further socio-economic investment in the route through specific initiatives.
We will continue to work with train operators to ensure that sufficient
capacity is available to meet the aspirations of our customers.
It is recognised that overcrowding on Thameslink peak services is severe and we
are jointly exploring ways to alleviate this problem.
We will continue to work with industry partners, local authorities and
outside developers to improve our stations. In particular, we will address the ease
of interchange with other transport modes, provide better car parking at
Harpenden, Flitwick, Kettering, Derby and Chesterfield, real-time passengerinformation
systems and access for the disabled. Major redevelopments, involving
expenditure of £48M, are planned at Luton, Borehamwood and Elstree and
West Hampstead stations to enhance facilities, improve links with other transport
and develop property opportunities. A rebuild of station facilities at Chesterfield
is also planned.
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