East Coast Main Line

Origins and early operations

The ECML was originally developed and constructed out of the efforts of three independent railway companies. During the 1830s and 1840s, each of these firms had built their part of the route with the principal aim of serving their own areas, but also held the intention of linking each other's railways together to form an extensive through route that would become the East Coast Main Line. From north to south, these companies were:

• the North British Railway, from Edinburgh to Berwick-upon-Tweed, completed in 1846.
• the North Eastern Railway from Berwick-upon-Tweed to Shaftholme.
• the Great Northern Railway from Shaftholme to King's Cross, completed in 1850.

When first completed, the GNR established an end-on connection at Askern, which was famously described by the GNR's chairman as being: "a ploughed field four miles north of Doncaster".^[8] Askern was connected with the Lancashire and Yorkshire Railway, a short section of which was used to reach the NER at Knottingley. During 1871, the route was shortened when the NER opened a direct line, which ran from an end-on junction, with the GNR, at Shaftholme, just south of Askern to Selby and then (once over Selby bridge on the Leeds- Hull Line) direct to York.^[8]

Having come to recognise that through journeys had become an important and lucrative element of their respective businesses; during 1860, the three companies decided to establish special rolling stock. Services using this rolling stock were operated on a collaborative basis under the name of "East Coast Joint Stock" and continued to be performed under this identity up to 1922.^[9]

During 1923, as part of an effort to stem the losses of smaller railway companies, the Railway Act of 1921 required the three companies to group together to form the London and North Eastern Railway (LNER).^[10] Throughout its existence, the LNER was the second largest railway company in Britain, its routes mainly covering various territories located to the North and East of London. On 1 January 1948, as a consequence of the Transport Act of 1947 implemented by Clement Attlee's Labour Government, the LNER was nationalised along with the other privately owned railway companies to form the state-owned British Railways.^[11] The company managed the ECML under its Eastern Region division up to its discorporation during the early 1980s.

Numerous alterations to short sections of the ECML's original route have taken place, the most notable being the opening of the King Edward VII Bridge in Newcastle upon Tyne in 1906 and the Selby Diversion, built to bypass anticipated mining subsidence from the Selby coalfield and a bottleneck at Selby station. During 1983, the Selby Diversion was opened, which diverged from the original ECML at Temple Hirst Junction, north of Doncaster, and joined the Leeds to York Line at Colton Junction, south west of York. The former line between Selby and York was dismantled and has since been used as a public cycle path.^[12]

LNER Class A3 No. 2547 Doncaster hauls the daily Flying Scotsman in 1928.

55012 "Crepello" enters King's Cross in May 1976. The Class 55 Deltic was the main express locomotive on the ECML between 1961 and 1981.

The ECML has been the backdrop for a number of famous rail journeys and locomotives. The line was worked for many years by Pacific locomotives designed by Sir Nigel Gresley, including the famous steam locomotives "Flying Scotsman" and "Mallard".^[13] Mallard achieved a world record speed for a steam locomotive, having attained a recorded top speed of 126 miles per hour (203 km/h), while traversing the Grantham-to-Peterborough section on the descent of Stoke Bank. To date, the speed record set by Mallard has not been broken.^[14]

Diesel era

During the early 1960s, the line's steam locomotives were replaced by Diesel-electric counterparts. Perhaps most notable amongst these vehicles was the purpose-built Deltic, a powerful high-speed locomotive developed and built by British manufacturing conglomerate English Electric. The prototype was found to have been successful in its trials, leading to a fleet of 22 locomotives being built and put into BR service to handle all the important express traffic. Designated as the Class 55, they were powered by a pair of Napier Deltic engines, which had been originally developed for fast torpedo boats; the unusual three crankshaft triangular configuration of the engines was the source of the locomotive's Deltic moniker. Their characteristic throaty exhaust roar and chubby body outline made them unmistakable and distinctive amongst their peers. The Class 55 was for a time the most powerful diesel locomotive in service in Britain, capable of providing up to 3,300 hp (2,500 kW).

In the immediate years following the introduction of the Deltics, the first sections of the East Coast Main Line were upgraded to enable trains to be routinely run at speeds of up to100 miles per hour (160 km/h). On 15 June 1965, the first length to be cleared for the new higher speed, a 17 miles (27 km) stretch between Peterborough and Grantham, entered service. The second section was a 12 miles (19 km) line between Grantham and Newark; many sections were upgraded thereafter to enable such speeds to be reached across much of the EMCL.^[15]

As the demand for higher speed intensified, British Rail made intensive efforts during the late 1960s and early 1970s to produce a successor to the Deltics. They would be superseded by the High Speed Train (HST), which was introduced between 1976 and 1981. Capable of 125 mph (201 km/h), the HST proved to be a popular and iconic train on the line. The type remains in regular passenger service as of 2018, albeit having undergone a re-engining programme during the 2000s, in which newer MTU engines replaced the HST's original Paxman Valenta power units.

During 1973, the prototype of the HST, the Class 41, was recorded as having achieved a top speed of 143 mph (230 km/h) in one test run the line.^[16][17] As a consequence of current British legislation requiring the use of in-cab signalling for running at speeds in excess of 125 mph (201 km/h) , regular trains services are unable to be run at such speeds. The lack of in-cab signalling has been cited as being the primary reason which has prevented the InterCity 225 train-sets from being operated at their design speed of 140 mph (225 km/h) during normal service. A secondary factor was that the signalling technology of the time was insufficient to allow detection of two broken rails on the line on which the train was operating.^[18]

Before the present in-cab regulations came in, British Rail experimented with 140 mph running by introducing a fifth, flashing green signalling aspect on the Down Fast line (signals P487 to P615) and Up Fast line (signals P610 to P494) between New England North and Stoke Tunnel. The fifth aspect is still shown in normal service and appears when the next signal is showing a green (or another flashing green) aspect and the signal section is clear, which ensures that there is sufficient braking distance to bring a train to a stand from 140 mph.^[16] Locomotives have operated on the ECML at speeds of up to 161.7 mph (260.2 km/h) in test runs. The capability to run special test trains in excess of 125 mph is listed as being maintained in the LNE Sectional Appendix.^[19]

Electrification

As early as the 1930s, studies were being conducted into potential options for electrifying sections or all of the ECML.^[20] While British Rail had considered its electrification to hold equal importance to that of the West Coast Main Line (WCML) during the 1950s, political factors played a role in delaying such ambitions while the WCML did receive such changes. Instead, investment was directed towards high-speed diesel traction, such as the Deltic and High Speed Train, as an alternative path for implementing service improvements.^[20]

Between 1976 and 1991, the ECML was electrified along its length. The route has been furnished with 25 kV AC overhead lines, which were installed in two phases: The first phase between London (King's Cross) and Hitchin (including the Hertford Loop Line) was carried out between 1976 and 1978 as part of the Great Northern Suburban Electrification Project, using Mk.3A equipment.^[21] This only comprised a short length of the line, covering 30 miles in total.^[22][20]

According to author David Shirres, a working group of British Rail and Department for Transport officials convened during the late 1970s had determined that, of all potential options available for further electrification, the ECML represented by the best value for money by far. Reportedly, the in-house forecasts produced during this study had determined both increases in revenue and considerable reductions in energy and maintenance costs would occur by electrifying the line.^[22] During 1984, the second phase of the programme commenced when authority was given to electrify the Northern section of the line to Edinburgh and Leeds. Shirres has credited the role of the then Secretary of State for Transport Nicholas Ridley and of the then-Minister for Railways David Mitchell as having played a large role in the decision to proceed with the electrification programme.^[22]

The electrification programme covered roughly 1,400 single-track miles and involved several major infrastructure changes being carried out, including the resignalling of the northern part of the route from Temple Hirst junction, near Selby, to the Scottish border (accompanied by new signalling centres at Niddrie, York and Newcastle, in Tyneside), ten new power supply points along key points of the route, as well as necessary clearance and immunisation activity to protect equipment.^[22] The ECML was crossed by a total of 127 overbridges which had to be adjusted to accommodate the change; in general, it was decided to rebuild or replace individual bridges as opposed to lowering the track or other line-based compromises. Some of these overbridges, such as the aqueduct near Abbots Ripton, were subject to innovative alterations in order to accommodate the installation of the overhead lines.^[22] In order to better accommodate listed structures, such as the Royal Border Bridge, and other sensitive areas, a specially-developed mast and foundation combination were used; elsewhere, the standard Mk.3B equipment was deployed.^[22]

During 1985, construction work began on the second phase; at the peak of the electrification project in the late 1980s, the programme was claimed to be the "longest construction site in the world", spanning over 250 miles (400 km). In 1986, the section to Huntingdon was completed, Leeds was reached during 1988 and the route through to York was energised in 1989; by 1991, electrification had reached Edinburgh, allowing for full electric services to commence on 8 July that year, eight weeks later than had been originally scheduled at the start of the project. As had been projected, significant traffic increases occurred within two years of completion; one station alone recorded a 58 per cent increase in activity.^[22]

The programme was completed at a total cost of £344.4 million (at 1983 prices), a relatively minor cost overrun against a total authorised expenditure of £331.9 million. 40 per cent of this figure was attributed to the procurement of new traction and rolling stock, while 60 per cent was spent upon the electrification of the line itself.^[22] Shirres has compared the ECML and later Great Western Railway electrification programmes, noting an apparent 740 per cent increase in overall cost between the former and the latter; in this respect, the earlier electrification scheme was considerably more cost effective.^[22] The infrastructure is capable of supporting speeds of up to 140 mph, a feat which has been demonstrated, such as a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991;^[22] however, British regulations have since required the use of in-cab signalling upon any train running at speeds above 125 mph (201 km/h), which prevents such speeds from being legally attained during regular service.^[18]

During 1989, the InterCity 225 rolling stock was introduced to work the newly-electrified line.^[23][24] These were developed to a competitive tender, to which GEC was awarded as the winner.^[22] The Intercity 225 sets were joined by other rolling stock, including the Class 90 locomotives and Class 317 electric multiple units. The displaced diesel trains were reallocated to other lines, predominantly the Midland Mainline.^[22]

Tunnels, viaducts and bridges

Major civil engineering structures on the East Coast Main Line include the following.^[26][27]

Line-side monitoring equipment

Line-side train monitoring equipment includes hot axle box detectors (HABD) and wheel impact load detectors (WILD) ‘Wheelchex’, these are located as follows.^[26][27][29]

Commuter trains

Class	Image	Type	Cars per set	Top speed		Number	Operator	Routes	Built
				mph	km/h
Class 68		Diesel locomotive	1	100	160	2	Abellio ScotRail	Fife Circle Line	2013-14
Mk2 Coach		Passenger coach	6	100	160	12			1973-75
Class 158		DMU	2	90	145	48	Abellio ScotRail	Cumbernauld Line, Shotts Line, Fife Circle Line, Highland Main Line, Borders Railway, North Berwick Line (Occasional Saturday Services to Dunbar)	1989-92
Class 170 Turbostar		DMU	3	90	145	55	Abellio ScotRail	Glasgow to Edinburgh via Falkirk Line, Edinburgh to Aberdeen Line, Edinburgh to Dunblane Line, Fife Circle Line, Edinburgh Crossrail, Highland Main Line, Borders Railway, North Berwick Line (Saturday Services to Dunbar and a peak time North Berwick Service)	1998-2005
Class 185 Pennine		DMU	3	100	160	51	TransPennine Express	Joining the ECML at York and continuing to Newcastle, Middlesbrough and Scarborough	2005–06
Class 313		EMU	3	75	120	44	Great Northern	London Moorgate and London King's Cross to Welwyn Garden City, Hertford North, Stevenage, and Letchworth Garden City	1976–77
Class 318 (gangway removed)		EMU	3	90	145	21	Abellio ScotRail	North Clyde Line	1986-87
Class 320		EMU	3	90	145	22	Abellio ScotRail	North Clyde Line	1990
Class 320/4 (ex-Class 321/4)				100	161	7			1989–90
Class 334		EMU	3	90	145	21	Abellio ScotRail	North Clyde Line	1999-2002
Class 350/4 Desiro		EMU	4	110	180	10	TransPennine Express	Edinburgh to Manchester Airport	2013–14
Class 365		EMU	4	100	161	40	Great Northern Abellio ScotRail	London King's Cross to Peterborough, Cambridge and Ely Glasgow to Edinburgh via Falkirk Line	1994–95
Class 387/1		EMU	4	110	177	29	Great Northern	London King's Cross to Peterborough, Cambridge and King's Lynn	2014-15
Class 380 Desiro		EMU	3	100	160	22	Abellio ScotRail	North Berwick Line	2009-11
			4			16
Class 385		EMU	3	100	160	46	Abellio ScotRail	Glasgow to Edinburgh via Falkirk Line, Stirling / Alloa / Dunblane Lines, Shotts Line, Carstairs Line, North Berwick Line	2017-
			4			24
Class 700 'Desiro City'		EMU	8	100	160	60	Govia Thameslink Railway	Cambridge to Brighton via London Bridge Peterborough to Horsham via London Bridge	2015-18
			12			55

High-speed trains

Class	Image	Type	Cars per set	Top speed		Number	Operator	Routes	Built
				mph	km/h
Class 43 HST InterCity 125		Diesel locomotive	LNER: 2 x 9 XC: 2 x 7 EMT: 2 x 8	125	200	58	London North Eastern Railway CrossCountry East Midlands Trains	London North Eastern Railway Services from London King's Cross to: Edinburgh, Aberdeen, Inverness as well as daily services to Lincoln Central, Hull and Harrogate. CrossCountry joins the ECML at either Doncaster or York and continuing to Newcastle, Edinburgh, Glasgow Central, Dundee and Aberdeen East Midlands operates a limited service of HSTs which joins the ECML at Doncaster and continuing to Leeds	1976-82
Mark 3 Coach		Passenger coach				272			1975-88
Class 91 Intercity 225		Electric locomotive	2 x 9	140	225	31	London North Eastern Railway	London King's Cross to: Edinburgh, Leeds, Glasgow Central, York and Newcastle	1988—91
Mark 4 carriage		Passenger coach				302			1988-91
Driving Van Trailer		Driving Van Trailer				31			1988-91
Class 180 Adelante		DEMU	5	125	200	11	Grand Central Hull Trains	Grand Central Services from London King's Cross to: Sunderland and Bradford Interchange. Hull Trains Services from London King's Cross to: Hull	2001
Class 220 Voyager		DEMU	4	125	200	34	CrossCountry	Joining the ECML at either Doncaster or York and continuing to Newcastle, Edinburgh, Glasgow Central, Dundee and Aberdeen	2000-01
Class 221 SuperVoyager		DEMU	5	125	200	20	Virgin Trains	VT: Services between Edinburgh to: London Euston via Birmingham and Preston	2001–2002
						22	CrossCountry	XC: Joining the ECML at either Doncaster or York and continuing to Newcastle, Edinburgh, Glasgow Central, Dundee and Aberdeen
Class 222 Meridian		DEMU	4	125	200	4	East Midlands Trains	East Midlands operates a limited summer Saturday service which joins the ECML at Doncaster and continuing to York and Scarborough	2003–5
			5			17
			7			6
Class 390 Pendolino		EMU	9 or 11	140 (limited to 125)	225 (limited to 200)	56	Virgin Trains	Edinburgh to: London Euston via Birmingham and Preston	2001-04 2009-12

Future

Class	Image	Type	Cars per set	Top speed		Number	Operator	Routes	Enter Service
				mph	km/h
Class 43 HST InterCity 125		Diesel locomotive	2 x 4 2 x 5	125	200	54	Abellio ScotRail	Highland Main Line, Edinburgh to Aberdeen Line	2018-
Mark 3 Coach		Passenger coach				175
Class 68		Diesel locomotive	1	100	160	19	TransPennine Express	Joining the ECML at York and continuing to Newcastle	2018–19
Mark 5A		Passenger coach	5	125	201	52
		Driving Trailer				14
Class 397		EMU	5	125	201	12	TransPennine Express	Edinburgh to Manchester Airport and Liverpool Lime Street	2019
Class 717		EMU	6	100	161	25	Great Northern	London Moorgate and London King's Cross to Welwyn Garden City, Hertford North, Stevenage, and Letchworth Garden City	2019-
Class 800 Azuma		Bi-Mode Multiple Unit	5	140	225	10	London North Eastern Railway	London King's Cross to: Leeds, York, Newcastle, Edinburgh, Glasgow Central, Aberdeen and Inverness	2019-
			9			13
Class 801 Azuma		EMU	5	140	225	12		London King's Cross to: Leeds, York, Newcastle and Glasgow Central.
			9			30
Class 802 AT300		Bi-Mode Multiple Unit	5	140	225	29	TransPennine Express Hull Trains East Coast Trains	Hull Trains Services from London King's Cross to: Hull/Beverley TPE: Joining the ECML at York and continuing to Newcastle and Edinburgh East Coast Trains: London King's Cross to Edinburgh	2019-

Capacity problems

The ECML is one of the busiest lines on the British rail network and there is currently insufficient capacity on parts of the line to satisfy all the requirements of both passenger and freight operators.^[31]

There are bottlenecks at the following locations:

• The section of twin track within a four-line section at Welwyn North over the Digswell Viaduct and through the Welwyn tunnels^[32]
• The twin and triple-track sections located between Huntingdon and Peterborough.^[33]
• Just north of Newark station at a flat crossing with the Nottingham to Lincoln Line.^[34]
• The section of double track between Stoke Tunnel and Doncaster.^[33]
• Doncaster station has limited facilities for terminating branch trains on the up side of the station. This has been remedied with the opening of a new platform (platform 0) on the up side so that trains to and from the Thorne direction do not conflict with high-speed trains.^[35][36]
• The north throat of York station including Skelton Bridge Junction
• South of Newcastle to Northallerton (which is also predominately double track), leading to proposals to reopen the Leamside line to passenger and freight traffic.^[33][37]

Railway operations are vulnerable during high winds and there have been several de-wirements over the years due to the unusually wide spacing (up to 75 m) between the supporting masts of the overhead lines. The other cost-reduction measure was the use of headspan catenary support systems over the quadruple track sections – as employed in the Weaver Junction to Glasgow Electrification on the WCML during the 1970s. Headspans do not have mechanically independent registration (MIR) of each electrified road and thus are more complex to set up, compared to TTC (two-track cantilever) and portal style support structures, during installation ^[38]. In the event of a de-wirement of a given road, headspans result in the need to correctly set up the OLE of adjacent roads before the line can reopen to electric traction. This was a result of extreme pressure from the Department for Transport to reduce avoidable costs when the line was originally electrified between 1985 and 1990.^[39]

Recent developments

• The Allington Chord was constructed near Grantham in 2006, allowing services between Nottingham and Skegness to call at Grantham without having to use the ECML, trains now passing under the line. This provided sufficient extra capacity for 12 additional services between Leeds and London each day.^[40][41]

• A new platform at London King's Cross was opened on 20 May 2010. This was originally to be called "Platform Y".^[42] Instead it has been named Platform 0 to avoid confusion of lettered and numbered platforms.
• Connection of the ECML to Thameslink at Belle Isle Jnc. as part of the Thameslink Programme (for Thameslink and Great Northern commuter services to extend to Brighton, Horsham and Maidstone East).
• At the southern end of York station a short length of fourth track was installed in early 2011 at Holgate Junction with accompanying OLE and signalling systems. This work helped to remove one of the bottlenecks on the East Coast Main Line. Previously, trains from Leeds would sometimes have to wait before entering the station. The improvement allows for better flow of trains in and out of the station.^[42][43][44]
• Provision of a £47m grade-separated junction to the north of Hitchin (the Hitchin flyover) enabling down Cambridge trains to cross the main line^[42][45][46] The work was completed by 26 June 2013^[47]
• Major remodelling of Peterborough station was completed during early 2014 providing three platform faces for services in the up direction towards London and two for ECML services travelling north on the down lines. An additional two platform faces are also available for Cross Country services to and from stations to the east of Peterborough.^[42]
• A new flying junction just south of Joan Croft level crossing in South Yorkshire to allow freight trains from Immingham to pass over the line on their way to Eggborough and Drax power stations, was completed in very early 2014. The project, known as the North Doncaster Chord, also replaced the level crossing on a minor road with a new overbridge just to the north of the original crossing point.^[42][44]
• Renewal and gauge enhancement of the Great Northern and Great Eastern Line which runs parallel to the ECML between Peterborough and Doncaster. This removes freight traffic from a heavily congested section of the ECML.
• A new Rail Operating Centre (ROC), with training facilities, opened in early 2014 at the "Engineer's Triangle" in York. The ROC will enable signalling and day-to-day operations of the route to be undertaken in a single location. Signalling control/traffic management using ERTMS is scheduled to be introduced from 2020 on the ECML between London King's Cross and Doncaster - managed from the York ROC.
• An £8.6 million redevelopment of Newcastle station was completed in 2014 enhancing the existing station and provide a state-of-the-art station for thousands of passengers.^[48]
• Provision of a new Up bay platform (Platform 0) at Doncaster station (part of the ECML Connectivity programme).
• Platform extensions at Stevenage, Grantham, Newark North Gate, Northallerton, Durham and Edinburgh Waverley stations for the Intercity Express Programme.

Planned or proposed developments

Over the years successive infrastructure managers have developed schemes for route improvements.^[25] The most recent of which is the £247 million "ECML Connectivity Fund" included in the 2012 HLOS^[49] with the objective of increasing capacity and reducing journey times. Current plans include the following specific schemes:

• King's Cross throat remodelling to improve capacity and introduce higher speed turnouts reducing journey times.
• Power supply enhancement on the diversionary Hertford Loop route
• Additional turnback facility at Gordon Hill (part of the ECML Connectivity programme).
• Additional down platform and turnback facility at Stevenage (part of the ECML Connectivity programme) - now delayed from CP5 to CP6.
• Re-quadrupling of the route between Huntingdon and Woodwalton (HW4T) which was rationalised in the 1980s during electrification (part of the ECML Connectivity programme). This also involves the closure and diversion of a level crossing at Abbots Ripton which was approved in November 2017.^[50]
• Enhanced passenger access to the platforms at Peterborough and Stevenage.
• Further remodelling at Peterborough and linespeed enhancements on the down slow line in the Fletton area (part of the ECML Connectivity programme).
• Werrington Grade Separation: A £96 million scheme to increase capacity north of Peterborough station by constructing a dive under to route rail traffic between the Stamford Lines and the GNGE line, thereby avoiding at-grade conflicts on the ECML. The scheme is under TWA application (February 2017).
• Replacement of the Flat Crossing at Newark with a flyover (scheme developed to GRIP Stage 2 by Jacobs)^[51]
• Upgrading of the Down Fast line at Shaftholme Junction from 100 mph to 125 mph and higher speed associated crossovers (part of the ECML Connectivity programme).
• Modified north throat at York Station to reduce congestion for services calling at Platforms 9 - 11 (part of the ECML Connectivity programme)
• Freight loops between York and Darlington (part of the ECML Connectivity programme).
• Darlington station up fast line platform and future station remodelling as part of HS2.
• Fitment of TASS Balises and Gauging/Structure works proposed by the open operator GNER (Alliance Rail) to enable tilt operation of Pendolino trains north of Darlington station, supporting its aspirations for express 3hr43min London to Edinburgh Services.

And on a more route wide basis the following projects:

• Power supply upgrades (PSU) between Wood Green and Bawtry (Phase 1 - completed in September 2017) and Bawtry to Edinburgh (Phase 2), including some overhead lines (OLE) support improvements, rewiring of the contact and catenary wires, and headspan to portal conversions (HS2P) which were installed at Conington in January 2018.
• The line between London King's Cross and Bawtry, on the approach to Doncaster, will be signalled with Level 2 ERTMS. The target date for operational ERTMS services is December 2018 with completion in 2020^[52]
• Level crossing closures between King's Cross and Doncaster: As of July 2015 this will no longer be conducted as a single closure of 73 level crossings but will be conducted on a case-by case basis (for example Abbots Ripton Level Crossing will close as part of the HW4T scheme.)^[53]
• Increasing maximum speeds on the fast lines between Woolmer Green and Dalton-on-Tees up to 140 mph (225 km/h) in conjunction with the introduction of the Intercity Express Programme, level crossing closures, ETRMS fitments, OLE rewiring and the OLE PSU - est. to cost £1.3 billion (2014). This project is referred to as "L2E4" or London to Edinburgh (in) 4 Hours. L2E4 examined the operation of the IEP at 140 mph on the ECML and the sections of track which can be upgraded to permit this, together with the engineering and operational costs.^[54]