125mph - how much track?

[louis97]

No, quite a few sections of the midland mainline were upgraded to 125mph as of December 2013, with foot crossings replaced by footbridges. Elstree tunnel to Wellingborough (roughly) is the most significant chunk albeit with some slower PSRs at places like St Albans stn and Ampthill Tunnel.

Ampthill Tunnel is 125mph, the main section (19 miles) of 125mph is Leagrave to Sharnbrook Junction (north of Bedford). However there is a slow down to 110mph in the down direction through Platform 4 at Bedford (and at the moment a TSR on the up through for 110mph). South of St Albans 125mph is Elstree to just south of St Albans (6 miles). North of Sharnbrook 125mph is only on the down line of which there is a short 4 miles section before Wellingborough and then one more section also on the down line only north of Loughborough for 3 miles. The up and the down line do vary quite a bit in some areas.

Have a look on the sectional appendix 'London North Eastern', download link on the right here: http://www.networkrail.co.uk/aspx/10563.aspx

Pages 407 to 434 and 440 show the speed increases, generally its the HST speeds

 

[MidnightFlyer]

Hademore crossing. Replaced by a bridge, as with Hixon and at least two more between Coventry and Wolverhampton.

There was also Banbury Lane on the Weedon line, which again is now bridged. It is still visible as a crossing however, unlike Hademore though which I believe was obliterated. Tipton was one that was removed between Wolves and Coventry, I think there was another around Tile Hill or Canley but cannot remember where exactly.

 

[The Planner]

One at Canley (closed), Tile Hill (bridged) and Berkswell (bridged)

 

[Philip Elliott]

I'm sure there are some level crossings on the WCML between Rugeley and Stoke, which is unusual as I'm not aware of any other level crossings on the entire WCML between London and Manchester, whether via Crewe or Stoke.

Since the WCML doesn't go through Stoke that isn't correct. The NSRML and the Colwich branch have crossings however...

 

[D6975]

There used to be an uncontrolled foot crossing just north of Thirsk station. Is that still there?

 

[eMeS]

When I'm videoing to the north of Milton Keynes Central (WCML MKC), at Bradwell, I'm often struck by how few passenger trains travel fast. OTOH passenger trains seem to travel fast through Sandy station on the ECML. Is there a congestion problem around Milton Keynes?

 

[jon91]

Trains leaving Milton Keynes probably don't seem fast because quite a few VT services and LM services will be accelerating away from having stopped there, Sandy on the other hand is only served by FCC whilst East Coast services can bomb through the fast lines at full clip all being well.

There's also the fact that the London end of the WCML is running near capacity, so is a lot more susceptible to delayed services stinking things up for everyone else.

 

[Carlisle]

This is some great information, thanks everyone.

It sounds like Virgin is, indeed, the "winner" when it comes to amount of 125mph track. It's also really interesting finding out what stops certain parts from being upgraded.

I'm also unaware of any plans to upgrade any more track for faster running, however the Norton Bridge upgrades should speed up things around there.

Origionally the West Coast upgrade plan also included additional speed increases at places like Shap which I presume were later abandoned on cost grounds

 

[Class 170101]

Remember its not all about being able to run at 125mph.

Even increasing the lower speeds will have an impact on journey times, indeed it is argued, a greater impact as it benefits more operators and morev passengers.

 

[edwin_m]

Remember its not all about being able to run at 125mph.

Even increasing the lower speeds will have an impact on journey times, indeed it is argued, a greater impact as it benefits more operators and morev passengers.

With continuous running raising a 60mph limit by 10mph has nearly twice the benefit of raising a 115mph limit by 10mph. This applies even more because trains will be able to stay above 60 or 70mph for longer distances than they can at 125mph.

It's usually a very good investment to raise or eliminate a low speed restriction between two higher speeds (assuming it's not somewhere most trains stop). This allows the train to run through the whole section at a higher speed instead of braking and accelerating again, saving fuel and brake wear as well as giving much more time benefit than upgrading the same amount of track somewhere else.

 

[The Planner]

It is if you ask Virgin.....

 

[Class 170101]

It is if you ask Virgin.....

It might well be in terms of selling because it is an easier sell that we have moved to 125mph running than to say a 10mph speed has become a 20mph speed, that just isn't sexy.

 

[Boysteve]

What is the longest seciton of continuous 125mph on the network (HS1 excluded).

And how much 140mph running can we expect once we have the appropriate signalling?

My guess is for EPS (for class 390 not voyager) is 125mph Northbound from Watford Tunnel to Stowe Hill Tunnel, a distance of 49m07c. I have taken this from the sectional appendix. In reality I think there is a long term 'TSR' at Bletchley which disturbs this.
For non-tilting trains I think that the longest is on the ECML from Skelton to Croft which is about 38 miles.

 

[Boodiggy]

There is no long term TSR at Bletchley. You are correct that is 125mph EPS from North of Watford Tunnel until it drops to 120mph ESP at Weedon. There are differential speeds at Berko and Linslade for Voyagers.

 

[Mark62]

With continuous running raising a 60mph limit by 10mph has nearly twice the benefit of raising a 115mph limit by 10mph. This applies even more because trains will be able to stay above 60 or 70mph for longer distances than they can at 125mph.

It's usually a very good investment to raise or eliminate a low speed restriction between two higher speeds (assuming it's not somewhere most trains stop). This allows the train to run through the whole section at a higher speed instead of braking and accelerating again, saving fuel and brake wear as well as giving much more time benefit than upgrading the same amount of track somewhere else.

Thats an excellent point. I feel that it was a mistake aiming for 125mph running between London and Leicester, when the aim should have been raising the lower speeds. I remember many years ago when the HST's covered the journey non stop in 63/65 mins on some trains I was traveled on. We frequently arrived in leicester very early

 

[Carlisle]

Thats an excellent point. I feel that it was a mistake aiming for 125mph running between London and Leicester, when the aim should have been raising the lower speeds. I remember many years ago when the HST's covered the journey non stop in 63/65 mins on some trains I was traveled on. We frequently arrived in leicester very early

If tilting trains were introduced to this line it would probably allow quite a few of the lower speeds to be raised as well by a small amount