The Anonymous Widower

Improvements To The East Coast Main Line Through West Yorkshire

This article in Rail Technology Magazine is entitled West Yorkshire to agree £3bn ‘whole route ethos’ investment in ECML.

The article doesn’t go into much detail, but it does explain how a lot of work is needed not only to improve London to Newcastle and |Edinburgh times, but to accommodate high speed services across the North of England.

Looking at the East Coast Main Line on Wikipedia, throws up these improvements.

  • Creation of a platform 0 at Doncaster station, which was completed in December 2016.
  • Improvements through York station.
  • South of Newcastle to Northallerton (which is also predominately double track), leading to proposals to reopen the Leamside line to passenger and freight traffic.
  • Electrification of Northallerton to Middlesbrough.
  • Electrification the line between Leeds and York (Neville Hill Depot to Colton Junction) as a diversionary route and a route for Liverpool to Newcastle services via Manchester and Leeds.
  • Upgrade the line for 140 mph running under ERMTS.

I also think that the Treasury-specified economy electrification should be upgraded to a modern standard. They didn’t make much of a saving as upgrading the line to a modern standard will cost £1.3billion.

Hopefully, these improvements will allow London to Edinburgh in four hours.

Also helping with this goal is the project announced in this article on the Rail Magazine web site, which is entitled NR seeks fourth track north of Huntingdon. The article indicates that this work together with improvements at Werrington Junction, which I wrote about in To Dive Or Fly At Werrington, would improve capacity on the East Coast Main Line.


January 31, 2017 - Posted by | Transport/Travel | , ,

1 Comment »

  1. Around 2 years ago I realised the existence of disused trackbed between Bentley and Barnby Dun via Toll Bar. I think that this could be used as a grade-separated crossing over the East Coast Main Line, by Sheffield-Hull and Manchester-Cleethorpes services (whilst continuing to call at Doncaster).

    The most serious drawback is probably the effect on Church Street level crossing in Bentley.

    At the southern end of Doncaster, where the Lincoln line diverges, there already exists grade separation to allow trains (including Leeds-London) from the western pair of tracks to access the main line without obstructing northbound main line services.

    As a result of the reinstated tracks from Bentley to Barnby Dun, the following allocations of services would be possible. The only significant flat junction conflict would be between southbound Newcastle to Reading, and northbound East Coast services not calling at Doncaster.

    Platform 8 (northbound) and platform 4 (southbound) would host:
    London King’s Cross to Leeds
    Sheffield to Hull
    Sheffield to Scunthorpe
    Sheffield to Adwick
    Manchester Airport to Cleethorpes
    Reading to Newcastle

    Platform 8 would also host:
    London King’s Cross to North East and Scotland (northbound only)

    Platform 3 would host:
    North East and Scotland to London King’s Cross (southbound only)

    Platform 1 would host:
    Terminating services from directions of Cleethorpes and Hull

    Lincoln could be served from both platform islands 1/3 and 4/8.

    Comment by Ben H | February 2, 2017 | Reply

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