The line is classed as a high-speed line because its sections from Birmingham to Wakefield Westgate and from Leeds to York have a speed limit of 125mph (200km/h), though the section from Birmingham to Bristol is limited to 100mph (160km/h) because of numerous level crossings, especially half-barrier level crossings, and the section from Wakefield to Leeds has the same limit because of a number of curves.[citation needed]
From the Labour Government's nationalisation in 1948 until privatisation in 1990, the route ran through all six regions of British Rail but did not have timetabling priority in any of them. Therefore the services were poorly promoted and thus not always well-patronised.[citation needed]
Most Derby–Nottingham local passenger trains were taken over by diesel units from 14 April 1958, taking about 34 minutes between the two cities.[1][full citation needed]
The use of the route for freight has decreased, because of the bulk of haulage switching to roads and the building of the M5, M6 and M1 motorways.
Abortive British Rail proposals for complete electrification
In the 1960s the route was considered for electrification.[citation needed] In the early 1980s, electrification was again discussed at length and documentation for various proposals was produced in 1981.[4] This would have been particularly beneficial for climbing the Lickey Incline between Cheltenham and Birmingham, as many of the early diesels were under-powered. 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 cross-country route by 2000.[5] Under the governments that succeeded the 1976–79 Labour government, the proposal was not implemented.
Milepost zero for the main predecessor Derby to Bristol route has always been Derby, hence a train travelling the whole route starts out going "up" then becomes "down". The Birmingham to Derby section of the route has a line speed of 125mph (200km/h), while Birmingham to Bristol is restricted to 100mph (160km/h) because of a number of half-barrier level crossings.
Electrification
The line is not fully electrified, but some sections are overhead electrified at 25 kV AC such as Bromsgrove to Grand Junction,[6] with further electrified sections around Leeds and the East Coast Main Line near York. Network Rail stated in 2014 that the line between Derby and Sheffield would be electrified as part of the Midland Main Line upgrade.[7] However, the electrification programme was severely cut back in July 2017.[8]As of 2023[update], Network Rail is working on the section between York and Church Fenton.[9] The rest of the section between Leeds and York has electrification planned as part of the Transpennine Route Upgrade, which itself is part of the Integrated Rail Plan for the North and Midlands.[10][11] This plan also includes full Midland Main Line electrification and upgrades.
Electrification between Westerleigh Junction (near Yate, Gloucestershire) and Bristol Temple Meads was planned as part of the 21st-century modernisation of the Great Western Main Line, but as of 2024[update] work has yet to progress beyond Filton East Curve, south-west of Bristol Parkway.
Services
Most long-distance services on the route are operated by Class 220/221 Voyagers, although a few services, until recently, operated using High Speed Trains. These trains are capable of achieving 125mph (200km/h), compared to the previous Class 47s and Mk 2 coaching stock, which had a top speed of 95mph (150km/h).
This article uses material from the Wikipedia article Cross-Country_route, and is written by contributors.
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