Midland Main Line

The Midland Main Line (green) in relation to other main lines

British Rail APT-E built at Derby rail technical centre and extensively tested on the Midland Main Line its first run being on 25 July 1972 from Derby to Duffield

The Midland Main Line was built in stages between the 1830s and the 1870s. The earliest section was opened by the Midland Counties Railway between Nottingham and Derby on 4 June 1839.[3] On 5 May 1840 the section of the route from Trent Junction to Leicester was opened.[4]

The line at Derby was joined on 1 July 1840 by the North Midland Railway to Leeds Hunslet Lane via Chesterfield, Rotherham Masborough[n 1], Swinton and Normanton.

On 10 May 1844 the North Midland Railway, the Midland Counties Railway and the Birmingham and Derby Junction Railway merged to form the Midland Railway.

Without its own route to London, the Midland Railway relied upon a junction at Rugby with the London and Birmingham Railway line for access to the capital at London Euston. By the 1850s the junction at Rugby had become severely congested. The Midland Railway employed Thomas Brassey to construct a new route from Leicester to Hitchin via Kettering, Wellingborough and Bedford.[5] giving access to London via the Great Northern Railway from Hitchin. The Crimean War resulted in a shortage of labour and finance, and only £900,000 (equivalent to £86,490,000 in 2019)[6] was available for the construction, approximately £15,000 for each mile.[7] To reduce construction costs the railway followed natural contours, resulting in many curves and gradients. Seven bridges and one tunnel were required, with 60 ft cuttings at Desborough and Sharnbrook. There are also major summits at Kibworth, Desbrough and at Sharnbrook where a 1 in 119 gradient from the south over 3 miles takes the line to 340 feet (100 m) above sea level. This route opened for coal traffic on 15 April 1857, goods on 4 May and passengers on 8 May[8] and the section between Leicester and Bedford is still part of the Midland Main Line.

While this took some of the pressure off the route through Rugby, the GNR insisted that passengers for London alight at Hitchin, buying tickets in the short time available, to catch a GNR train to finish their journey. James Allport arranged a seven-year deal with the GN to run into Kings Cross for a guaranteed £20,000 a year (equivalent to £1,920,000 in 2019).[6] Through services to London were introduced in February 1858.[9]

This line met with similar capacity problems at Hitchin as the former route via Rugby, so a new line was constructed from Bedford via Luton to St Pancras[10] which opened on 1 October 1868.[7] The construction of the London extension cost £9 million[11] (equivalent to £816 million in 2019).

As traffic built up, the Midland opened a new deviation just north of Market Harborough railway station on 26 June 1885 to remove the flat crossing of the Rugby and Stamford Railway.[12]

Plans by the Midland Railway to build a direct line from Derby to Manchester were thwarted in 1863 by the builders of the Buxton line who sought to monopolise on the West Coast Main Line.

In 1870 the Midland Railway opened a new route from Chesterfield to Rotherham which went through Sheffield via the Bradway Tunnel.

The mid-1870s saw the Midland line extended northwards through the Yorkshire Dales and Eden Valley on what is now called the Settle–Carlisle Railway.

Before the line closures of the Beeching era, the lines to Buxton and via Millers Dale during most years presented an alternate (and competing) main line from London to Manchester, carrying named expresses such as The Palatine and the "Blue Pullman" diesel powered Manchester - London service ( the " Midland Pullman"). Express trains to Leeds and Scotland such as the Thames–Clyde Express mainly used the Midland's corollary Erewash Valley line, returned to it then used the Settle–Carlisle line. Expresses to Edinburgh Waverley, such as The Waverley travelled through Corby and Nottingham.

Most Leicester-Nottingham local passenger trains were taken over by diesel units from 14 April 1958, taking about 51 minutes between the two cities.[13]

When the Great Central Main Line closed in 1966, the Midland became the only direct main-line rail link between London and the East Midlands and parts of South Yorkshire.

The Beeching cuts and electrification of the West Coast Main Line brought an end to the marginally longer London–Manchester service via Sheffield.

In 1977 the Parliamentary Select Committee on Nationalised Industries recommended considering electrification of more of Britain's rail network, and by 1979 BR presented a range of options that included electrifying the Midland Main Line from London to Yorkshire by 2000.[14] By 1983 the line had been electrified from Moorgate to Bedford, but proposals to continue electrification to Nottingham and Sheffield were not implemented.

A Midland Mainline High Speed Train, introduced in 1983 by British Rail, at Nottingham in 2005

The introduction of the High Speed Train (HST) in May 1983, following the Leicester area resignalling, brought about an increase of the ruling line speed on the fast lines from 90 miles per hour (140 km/h) to 110 miles per hour (180 km/h).

Between 2001 and 2003 the line between Derby and Sheffield was upgraded from 100 miles per hour (160 km/h) to 110 miles per hour (180 km/h) as part of Operation Princess, the Network Rail funded CrossCountry route upgrade.

In January 2009 a new station, East Midlands Parkway, was opened between Loughborough and Trent Junction, to act as a park-and-ride station for suburban travellers from East Midlands cities and to serve nearby East Midlands Airport.[15]

Most recently 125 miles per hour (201 km/h) running has been introduced on extended stretches. Improved signalling, increased number of tracks and the revival of proposals to extend electrification from Bedford to Sheffield are underway. Much of this £70 million upgrade, including some line-speed increases, came online on 9 December 2013[16] (see below).

Network Rail published a Route Utilisation Strategy for freight in 2007;[17] over the coming years a cross-country freight route will be developed enhancing the Birmingham to Peterborough Line, increasing capacity through Leicester, and remodelling Syston and Wigston junctions.

Bridges over the Midland Main Line have been replaced to allow greater clearances for electrification and larger rolling stock. Before (top) and after (bottom) the 2014 upgrade.

Traffic levels on the Midland Main Line are rising faster than the national average, with continued increases predicted. In 2006 the Strategic Rail Authority produced a Route Utilisation Strategy for the Midland Main Line to propose ways of meeting this demand;[18] Network Rail started a new study in February 2008 and this was published in February 2010.[19] [20][21][22] After electrification, the North Northamptonshire towns (Wellingborough, Kettering and Corby) are planned to have an additional 'Outer Suburban service' into London St Pancras, similar to the West Midlands Trains' Crewe – London Euston services to cater for the growing commuter market. North Northamptonshire is a major growth area, with over 7,400 new homes planned to be built in Wellingborough[23] and 5,500 new homes planned for Kettering.[24][25]

Highlights include:[26]

• Work related to line speed increases, removing foot crossings and replacing with footbridges
• Various capacity enhancements for freight
• Re-signalling of the entire route, expected to be complete by 2016 when all signalling will be controlled by the East Midlands signalling centre in Derby.[27]
• Rebuilding Bedford and Leicester.[28]
• Accessibility enhancements at Elstree & Borehamwood, Harpenden, Loughborough, Long Eaton, Luton and Wellingborough by 2015.[29]
• Upgraded approach signalling (flashing yellow aspects) added at key junctions – Radlett, Harpenden and Leagrave allowing trains to traverse them at higher speeds.
• Lengthening of platforms at Wellingborough, Kettering, Market Harborough, Loughborough, Long Eaton and Beeston stations as well as work related to the Thameslink Programme (see below).
• Realignment of the track and construction of new platforms to increase the permissible speed through Market Harborough station from 60 mph to 85 mph saving between 30 – 60 seconds.
• Electrification (below)
• Re-doubling the Kettering to Oakham Line between Kettering North Junction and Corby as well as re-signalling to Syston Junction via Oakham. This will allow a half hourly London to Corby passenger service (from an infrastructure perspective) from December 2017, and will create additional paths for rail freight.[30][31]

Electrification work and track being relaid at Wellingborough in 2019

On 16 July 2012, the Department for Transport announced plans to reconfigure the existing electrified section between London and Bedford, and to electrify most of the line by 2020 at an expected cost of £800 million.[32] In January 2013, Network Rail expected the project to cost £500 million and be undertaken in stages between 2014 and 2019,[33] with Bedford to Corby electrified by 2017 and Kettering to Derby and Nottingham by 2019. The final section, from Derby to Sheffield, was estimated for completion in 2020.[34] Network Rail also recommended the Class 801 in 10-car formations for the InterCity services,[35] 775 metres (848 yd) track loops south of Bedford and between Kettering and Leicester for longer and heavier freight trains, additional infrastructure to accommodate additional freight and passenger trains, and an additional stop at Kettering for semi-fast London to Sheffield services. The plan was part of the now largely cancelled "Electric Spine" project consisting of a rolling series of electrified lines.[30]

Development was paused in June 2015 by the Transport Secretary, Patrick McLoughlin.[36] Later in 2015, the Department for Transport announced a revised completion date of 2019 for electrifying the line to Corby and Kettering, and 2023 to Leicester, Nottingham, and Sheffield.[37][38] In July 2017, plans to electrify the route beyond Kettering were cancelled and it was announced that the route would be served by bi-mode trains.[39] In November 2017, Carillion Powerlines was awarded a £260 million contract by Network Rail to electrify the line from Bedford to Kettering and Corby.[40] Carillion also secured a separate £62 million contract for track upgrades on the route.[41] In January 2021, electrification to Corby was complete.[42]

In February 2019, Andrew Jones, Parliamentary Under Secretary of State for Transport, announced that electrification would be extended from Kettering to Market Harborough, enabling the connection of the line to a new power supply point at Braybrooke.[43]

New station building at West Hampstead Thameslink

The Thameslink Programme has lengthened the platforms at most stations south of Bedford to 12-car capability. St Pancras, Cricklewood, Hendon and Luton Airport Parkway were already long enough, but bridges at Kentish Town mean it cannot expand beyond the current 8-car platform length. West Hampstead Thameslink has a new footbridge and a new station building. In September 2014 the current Thameslink Great Northern franchise was awarded and trains on this route are currently operated by Thameslink. In 2018 the Thameslink network will expand when some Southern services are merged into it.

In 2013/14 Nottingham station was refurbished and the platforms restructured.

As part of Wellingborough's Stanton Cross development, Wellingborough station is to be expanded.[44]

Ilkeston between Nottingham and Langley Mill was opened on 2 April 2017.[45]

Two new stations are planned:

• Brent Cross Thameslink between Cricklewood and Hendon as part of the Brent Cross Cricklewood development in North London.[46]
• Wixams between Flitwick and Bedford as part of the new town just outside Bedford. Expected to be built by 2015[47] but now scheduled for 2019.[48]

Some new stations have been proposed:

• Clay Cross between Chesterfield and Ambergate/Alferton.[49]
• Irchester (Rushden Parkway) between Wellingborough and Bedford.[50]
• Ampthill between Bedford and Flitwick.[51]

East Midlands Railway Class 222 at Leicester

Thameslink Class 700 at Cricklewood

The principal operator is East Midlands Railway, which operates five InterCity trains every hour from London St Pancras with two trains per hour to both Nottingham and Sheffield and one train per hour to Corby. EMR use Class 222 Meridian trains in various carriage formations for most of its InterCity services. Older 8 coach High Speed Trains are used for its Nottingham fast service as well morning/evening Leeds services.

Thameslink provides frequent, 24-hour[56] commuter services south of Bedford as part of its Thameslink route to London Bridge, Gatwick Airport, Brighton and Sutton, using 8-car and 12-car electric Class 700 trains.[57]

CrossCountry runs half-hourly services between Derby and Sheffield on its route between the South West and North East, and hourly services from Nottingham to Birmingham and Cardiff. Northern runs an hourly service to Leeds from Nottingham via Alfreton and Barnsley.

Other operators include TransPennine Express in the Sheffield area.