Great Northern route: Difference between revisions
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In addition to the [[Digswell Viaduct]], the flat junction just north of {{stnlnk|Hitchin}} |
In addition to the [[Digswell Viaduct]], the flat junction just north of {{stnlnk|Hitchin}} was a major constraint on capacity, as northbound trains diverging from the [[East Coast Main Line]] towards Letchworth and thence to Cambridge had to cross one northbound (fast) line and two southbound (fast and slow) lines in order to access the [[Cambridge Line]]. Proposals as part of the original electrification work envisaged a new underpass here and land was set aside for its construction. However, budgetary constraints forced this part of the programme to be abandoned. The land stood empty for many years, but has since been used to provide new housing. |
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A new plan<ref> |
A new plan<ref> |
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</ref> |
</ref> |
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to build a flyover |
to build a flyover was approved, and construction ({{as of|2013|06|26|df=y}}) was completed. The scheme has created a new single-track line that diverges from the northbound slow line at a new junction just beyond Hitchin station, utilising a short embankment section of the former [[Bedford to Hitchin Line]], a section of which was cleared of vegetation and made progressively higher, to form a short ramp. The track is carried over the [[East Coast Main Line]] on a newly constructed viaduct and onto a new piece of embankment to rejoin the present Cambridge-bound line at a new junction closer towards {{stnlnk|Letchworth}}. Although this routeing skirts around the present junction in a long curve, and takes trains over a physically longer distance, it removes the need for trains to dwell at Hitchin - sometimes for several minutes - awaiting a suitable path across the tracks of the main London-Peterborough route, thus decreasing the overall journey time to Cambridge in many instances. The scheme improves the punctuality and reliability of both the London-Cambridge and London-Peterborough routes, the latter because Peterborough-bound stopping trains are no longer delayed if running closely behind a Cambridge service which previously caused them to be held at Hitchin whilst waiting to cross the flat junction. |
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On 26 June 2013, passenger services began to use the flyover, up to three services per day using it during regular service and driver training. The flyover |
On 26 June 2013, passenger services began to use the flyover, up to three services per day using it during regular service and driver training. The flyover came into full use in December 2013 with the introduction of the new timetable.<ref>{{cite press release |date=26 June 2013 |title= First passenger services start using Hitchin flyover |url= http://www.firstcapitalconnect.co.uk/about-us/media-centre/news/2013/first-passenger-services-start-using-hitchin-flyover/ |publisher=First Capital Connect |accessdate=28 June 2013}}</ref><ref>{{cite web |title= First Capital Connect December Timetable announcement |url= https://twitter.com/FirstCC/status/349909832586895363 |accessdate=28 June 2013}}</ref> |
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=== Thameslink programme === |
=== Thameslink programme === |
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Revision as of 13:31, 27 December 2013
| Great Northern | |
|---|---|
 A First Capital Connect Class 365 at Peterborough | |
| Overview | |
| Status | Operational |
| Owner | Network Rail |
| Locale | East of England Greater London |
| Termini | |
| Service | |
| Type | Commuter rail, Suburban rail |
| System | National Rail |
| Operator(s) | First Capital Connect |
| Depot(s) | Hornsey Electric Multiple Unit Depot |
| Rolling stock | Class 313 Class 317 Class 321 Class 365 "Networker Express" |
| Technical | |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in) standard gauge |
| Operating speed | 100 mph (160 km/h) maximum |
The Great Northern Route (previously known as the Great Northern Electrics) is the name of the suburban rail services run on the southern end of Britain's East Coast Main Line and associated branches. Services operate to or from London King's Cross and Moorgate in London. Destinations include Hertford North, Welwyn Garden City, Stevenage, Peterborough, Cambridge and King's Lynn.
The route forms a major commuter route into London from Hertfordshire, Cambridgeshire and eastern Bedfordshire; ridership has grown rapidly over recent years. In 2009 rolling stock was transferred from other lines to allow additional services and longer trains to be run. By 2018 the line will be connected with the Thameslink route via a junction just south of the High Speed 1 bridge, north of Kings Cross, to allow through services to south of London.
Route
The network consists of all local and semi-fast services on these lines:
Additionally, the main service on the Fen Line is provided as part of the route. All services are electric.
At privatisation the services became part of West Anglia Great Northern, becoming their sole route in 2004 when the West Anglia services were transferred to 'one'. In April 2006 the services became the responsibility of First Capital Connect. When the Thameslink Programme is completed in 2018, many of these services will become part of the Thameslink network, running through central London to destinations south of the River Thames.
Services
Several services are provided on the route and these are, from fastest to slowest:[1]
Cambridge cruiser (or Cambridge express)
A half hourly service running non-stop between London King's Cross and Cambridge with trains extended once an hour to King's Lynn.
This service runs Monday to Saturday and is reduced to hourly on Sunday.
Cambridge semi-fast
An hourly service between London King's Cross and Cambridge calling at Finsbury Park, Stevenage, Hitchin, Letchworth, Baldock and Royston.
In the direction of the morning and evening peaks, this runs as a modified half hourly service between London King's Cross and Royston only.
Peterborough semi-fast
An hourly service between London King's Cross and Peterborough calling at Finsbury Park, Stevenage and then all stations.
In the direction of the morning and evening peaks, this service runs half hourly.
In the direction of the morning and evening peaks, there is an additional half hourly services calling at Hitchin, St Neots, Huntingdon and Peterborough only.
Cambridge stopping
An hourly service between London King's Cross and Cambridge calling at Finsbury Park, Potters Bar, Hatfield, Welwyn Garden City and then all stations.
In the direction of the morning and evening peaks, this service runs half hourly, but occasionally omits stops at Potters Bar, Baldock and Ashwell and Morden.
Peterborough stopping
An hourly service between London King's Cross and Peterborough calling at Finsbury Park, Potters Bar, Hatfield, Welwyn Garden City and then all stations.
In the direction of the morning and evening peaks, this service does not run, but is replaced by the Peterborough Fast service.
Inner suburban
A service every 20 minutes between Moorgate and Welwyn Garden City and between Moorgate and Hertford North calling at all stations. This provides a combined 10 minute service between Moorgate and Alexandra Palace. One Hertford service per hour runs to/from Letchworth.
Additional trains, some omitting some stops, run during the peak.
The service is reduced to every 30 minutes and runs from London King's Cross instead of Moorgate in the late evening and on Saturday and Sunday.
History
The term Great Northern is related to the Great Northern Railway, the original builders of the line.
The July 1922 Bradshaw's Railway Guide[2] contains a typical rail service on the Cambridge Line as follows:
Six stopping and two (three on Saturday) Semi-fast services to Cambridge (Monday to Saturday) - One Sunday stopping service to Cambridge with two back. The fastest service taking about 1hr30 to travel from London King's Cross to Cambridge.
An additional two (three on Wednesday) services reached Royston (Monday to Saturday) - one additional service reaching Royston on Sunday.
An additional seven services reached Baldock (Monday to Saturday)
An additional three services reached Letchworth (Monday to Saturday), the last service running just after midnight Thursday morning.
Since the 1960s, Great Northern has been used to describe the suburban part of the East Coast Main Line, south of Peterborough and south of Royston. The Great Northern Railway proposed electrification of part of the line in 1903, but it was not until 1971 that a scheme to electrify the line from London King's Cross and Moorgate was authorised.[3]
The Inner Suburban Lines to Welwyn Garden City and Hertford North were electrified in 1976[3] with Class 313 EMUs. In 1978[3] the electrification was complete to Royston with Class 312 EMUs providing the service. The route was then promoted as the Great Northern Electrics.[3] The route between Hertford and Langley Junction, south of Stevenage, was also electrified but not regularly used by electric trains until 1979 when one Moorgate-Hertford service per hour was extended to Letchworth; prior to this diesel multiple units provided an infrequent service over this route, running between Hertford and Huntingdon/Peterborough. From 1979 until 1987 DMUs provided the service between Hitchin and Huntingdon/Peterborough. DMUs also provided a shuttle service between Royston and Cambridge between 1978 and 1988, connecting with the electric trains and replacing the former through Cambridge buffet expresses between Kings Cross and the university city.
In 1982 a new station at Watton-at-Stone was opened between Hertford and Stevenage.
With the electrification of the East Coast Main Line electric services could be extended to Peterborough and the Outer Suburban Service was changed from Class 312 to Class 317, some of which were cascaded from the newly created Thameslink route, with the remainder newly built.
In 1984[4] the decision to electrify the line between Royston and Shepreth Branch Junction with the West Anglia Main Line north of Shelford allowed the reinstatement of through services to Cambridge from London King's Cross via the East Coast Main Line, resulting in faster journey times than from Liverpool Street via the West Anglia Main Line. This electrification was completed in 1988.
Later the track between these points was also upgraded with welded joint track instead of the jointed track that had existed, and line speeds were raised to 90 mph.
Rapid growth on the route, especially on the Cambridge Line resulted in consultation on a new service pattern,[5] which was then implemented at the timetable change in Spring 2009. During the peak hours, the route is now saturated and can support no further service improvements.
Future development
Hitchin flyover
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In addition to the Digswell Viaduct, the flat junction just north of Hitchin was a major constraint on capacity, as northbound trains diverging from the East Coast Main Line towards Letchworth and thence to Cambridge had to cross one northbound (fast) line and two southbound (fast and slow) lines in order to access the Cambridge Line. Proposals as part of the original electrification work envisaged a new underpass here and land was set aside for its construction. However, budgetary constraints forced this part of the programme to be abandoned. The land stood empty for many years, but has since been used to provide new housing.
A new plan[6] and subsequent application for an order[7] to build a flyover was approved, and construction (As of 26 June 2013[update]) was completed. The scheme has created a new single-track line that diverges from the northbound slow line at a new junction just beyond Hitchin station, utilising a short embankment section of the former Bedford to Hitchin Line, a section of which was cleared of vegetation and made progressively higher, to form a short ramp. The track is carried over the East Coast Main Line on a newly constructed viaduct and onto a new piece of embankment to rejoin the present Cambridge-bound line at a new junction closer towards Letchworth. Although this routeing skirts around the present junction in a long curve, and takes trains over a physically longer distance, it removes the need for trains to dwell at Hitchin - sometimes for several minutes - awaiting a suitable path across the tracks of the main London-Peterborough route, thus decreasing the overall journey time to Cambridge in many instances. The scheme improves the punctuality and reliability of both the London-Cambridge and London-Peterborough routes, the latter because Peterborough-bound stopping trains are no longer delayed if running closely behind a Cambridge service which previously caused them to be held at Hitchin whilst waiting to cross the flat junction.
On 26 June 2013, passenger services began to use the flyover, up to three services per day using it during regular service and driver training. The flyover came into full use in December 2013 with the introduction of the new timetable.[8][9]
Thameslink programme
As part of the Thameslink Programme,[10] the Great Northern Route will be connected to the existing Thameslink route via a new junction at Belle Isle[11] (south of the High Speed 1 flyover, just north of London King's Cross). Two single-bore tunnels (known as the Canal Tunnels) have already been driven from here to the low-level FCC platforms at St Pancras during the 'St Pancras Box' phase of the redevelopment works that created St Pancras International station. Trains diverging from the Great Northern Route at Belle Isle will join the 'core' St Pancras - Farringdon - City Thameslink - Blackfriars section of the existing Thameslink route and then serve stations across Surrey, East Sussex, Kent, and West Sussex.
East-West (Varsity) line
The Varsity Line originally connected Cambridge with Oxford via Sandy and Bedford. Closed in 1967 there are now proposals[12] to restore this route, but via the Cambridge Line and the East Coast Main Line, diverting westwards at Stevenage.
Rolling stock
While the Great Northern has a distinct set of Rolling Stock, it is detailed together with the Thameslink Rolling Stock here.
Trivia
The Queen and Prince Philip are reported to have travelled by scheduled train to reach their country residence at Sandringham, near King's Lynn.[13]
References
- ^ First Capital Connect. "From 13 Dec: Great Northern All routes ALL DAYS" (PDF). Retrieved 30 March 2010.
- ^ Bradshaw's July 1922 Railway Guide. Manchester: Henry Blacklock & Company. 1922.
- ^ a b c d British Railways Board. "Your New Electric Railway: The Great Northern Suburban Electrification" (PDF). Retrieved 15 April 2010.
- ^
"Major rail closures ruled out". Home Newes. The Times. No. 61815. London. Apr 26 1984. col A, p. 4.
{{cite news}}: Check date values in:|date=(help) template uses deprecated parameter(s) (help) - ^ First Capital Connect. "Cambridge Capacity Study". Retrieved 14 March 2010.
- ^ Network Rail. "Hitchin Flyover". Retrieved 15 April 2010.
- ^ Network Rail. "The Network Rail Hitchin (Cambridge Junction) Order" (PDF). Retrieved 15 April 2010.
- ^ "First passenger services start using Hitchin flyover" (Press release). First Capital Connect. 26 June 2013. Retrieved 28 June 2013.
- ^ "First Capital Connect December Timetable announcement". Retrieved 28 June 2013.
- ^ First Capital Connect. "2016 (Thameslink & Great Northern routes)". Retrieved 15 April 2010.
- ^ Network Rail (December 2006). London North Eastern Sectional Appendix. Vol. Module LNE. p. 12 LOR LN101 Seq002. NR30018/02.
- ^ Steer Davies Gleave. "East West Rail Central Section - Operating Case". Retrieved 15 April 2010. [dead link]
- ^ Pidd, Helen (17 December 2009). "Queen lets the train take the strain on way to Sandringham". The Guardian. London. Retrieved 14 March 2010.
External links
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