Midland Main Line

{{About|the railway line in the UK|the former train operating company|Midland Mainline (train operating company)|other rail lines|Midland Line (disambiguation)}}

{{Infobox rail line

| name = Midland Main Line

| image = 222015 EMR Meridian DEMU at Cossington 290224.jpg

| image_width = 290px

| caption = East Midlands Railway Class 222 passing Cossington, in 2024

| image_alt = Engine with passenger carriages approacing on a left turn flanked by a stand of trees taken from an overbridge

| type = Intercity, commuter rail,
regional rail and heavy rail

| system = National Rail

| status = Operational

| locale = {{ubl|Greater London|East of England|East Midlands|Yorkshire and the Humber}}

| start = London St Pancras

| end = Sheffield or Nottingham

| stations = 37

| routes =

| daily_ridership =

| open = Stages between 1830s–1860s

| close =

| owner = Network Rail

| operator = {{ubl|East Midlands Railway|CrossCountry|Thameslink|TransPennine Express|Northern Trains|GB Railfreight|Freightliner|DB Cargo|Direct Rail Services}}

| character =

| depot = {{ubl|Cricklewood|Derby Etches Park|Nottingham Eastcroft|Bedford Cauldwell Walk depot|Toton|Sheffield Station Depot|Neville Hill}}

| stock = {{ubl|Class 150 Sprinter|Class 156 Super Sprinter|Class 158 Express Sprinter|Class 170 Turbostar|Class 185 Desiro|Class 220 Voyager|Class 221 Super Voyager|Class 222 Meridian|Class 360 Desiro|Class 700 Desiro City}}

| linelength =

| tracklength =

| tracks = 2–4

| load_gauge = W6–W8,{{cite web|url=https://www.networkrailmediacentre.co.uk/resources/east-midlands-rus-final|publisher=Network Rail|title=East Midlands RUS Loading Gauge|page=55|access-date=21 August 2010}} planned upgrade to W12{{cite web |title=East Midlands Route Study, 2016 |url=https://www.networkrail.co.uk/wp-content/uploads/2016/12/East-Midlands-Route-Study.pdf |publisher=Network Rail}}

| gauge = {{track gauge|ussg|allk=on}}

| electrification = 25 kV 50 Hz AC OHLE
(London St Pancras to Wigston)

| speed = Maximum {{convert|125|mph|km/h|0|abbr=on}}

| map = 290px
(Click to expand)

| map_state = uncollapsed

}}

The Midland Main Line (MML), sometimes also spelt Midland Mainline, is a major railway line from London to Sheffield in Yorkshire via the East Midlands. It comprises the lines from London's St Pancras station via {{rws|Leicester}}, {{rws|Derby}}/{{stn|Nottingham}} and {{rws|Chesterfield}}.

Express passenger services on the line are operated by East Midlands Railway (EMR). The line is electrified between St Pancras and Wigston, south of Leicester, and the section south of Bedford forms a branch of the northern half of the Thameslink network, with a semi-fast service to Brighton and other suburban services. A northern part of the route, between Derby and Chesterfield, also forms part of the Cross Country Route operated by CrossCountry. Tracks from Nottingham to Leeds via Barnsley and Sheffield are shared with Northern. East Midlands Railway also operates regional and local services using parts of the line.

The Midland Main Line is undergoing a major upgrade of new digital signalling and full line electrification from London to Sheffield.{{Cite web |url= https://www.networkrail.co.uk/running-the-railway/our-routes/east-midlands/midland-main-line-upgrade |title=Midland Main Line Upgrade |date=July 2022 |publisher= Network Rail}} High Speed 2 was planned to branch onto the Midland Main Line at East Midlands Parkway railway station.{{Cite web |url= https://www.gov.uk/government/publications/integrated-rail-plan-for-the-north-and-the-midlands |title=Integrated Rail Plan for the North and Midlands |publisher= Department for Transport |date=22 March 2022}}

History

=Midland Counties early developments=

File:British main lines railway diagram.png

File:ATP-E IN YARD.jpg built at Derby rail technical centre and extensively tested on the Midland Main Line its first run being on 25 July 1972 from Derby to Duffield]]

The Midland Main Line was built in stages between the 1830s and the 1870s. The earliest section was opened by the Midland Counties Railway between Nottingham and Derby on 4 June 1839.{{cite news |title=The Railway between Nottingham and Derby |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000237/18390607/010/0003 |newspaper=Stamford Mercury |location=British Newspaper Archive |date=7 June 1839 |access-date=5 July 2016 }} On 5 May 1840 the section of the route from Trent Junction to Leicester was opened.{{cite news |title=Midland Counties Railway |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000172/18400509/012/0003 |newspaper=Leicester Chronicle |location=British Newspaper Archive |date=9 May 1840 |access-date=5 July 2016 }}

The line at Derby was joined on 1 July 1840 by the North Midland Railway to Leeds Hunslet Lane via Chesterfield, Rotherham Masborough,{{#tag:ref|Quickly the Sheffield and Rotherham Railway ran its branch line to Sheffield Wicker|group= n}} Swinton, and Normanton.

On 10 May 1844 the North Midland Railway, the Midland Counties Railway and the Birmingham and Derby Junction Railway merged to form the Midland Railway.

=Midland Main Line southern extensions=

Without its own route to London, the Midland Railway relied upon a junction at {{rws|Rugby}} with the London and Birmingham Railway line for access to the capital at London Euston. By the 1850s, the junction at Rugby had become severely congested. The Midland Railway employed Thomas Brassey to construct a new route from Leicester to {{rws|Hitchin}} via Kettering, Wellingborough, and Bedford giving access to London via the Great Northern Railway from Hitchin.{{cite web|url=http://www.mimas.ac.uk/~zzaascs/mrsoc/chron.html |title=A Midland Railway chronology>Incorporation and expansion |year=1998 |publisher=The Midland Railway Society |url-status=dead |archive-url=https://web.archive.org/web/20081228041937/http://www.mimas.ac.uk/~zzaascs/mrsoc/chron.html |archive-date=28 December 2008 }} The Crimean War resulted in a shortage of labour and finance, and only £900,000 ({{Inflation|UK|900000|1857|r=0|fmt=eq|cursign=£}}){{Inflation-fn|UK|df=y}} was available for the construction, approximately £15,000 for each mile ({{Inflation|UK|15000|1857|r=0|fmt=eq|cursign=£}}.{{cite book |last= Leleux |first=Robin|title=A Regional History of the Railways of Great Britain. Volume 9 |publisher=David & Charles, Newton Abbot |page=92 |isbn=0715371657}} To reduce construction costs, the railway followed natural contours, resulting in many curves and gradients. Seven bridges and one tunnel were required, with {{Cvt|60|ft}} cuttings at Desborough and Sharnbrook. There are also major summits at Kibworth, Desbrough and at Sharnbrook where a 1 in 119 gradient from the south over {{Convert|3|mi}} takes the line to {{convert|340|ft|4=0}} above sea level. This route opened for coal traffic on 15 April 1857, goods on 4 May, and passengers on 8 May.{{cite news |title=Opening of the Leicester and Hitchin Line |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0001289/18570509/052/0003 |newspaper=Bedfordshire Mercury |location=British Newspaper Archive |date=9 May 1857 |access-date=5 July 2016 }} The section between Leicester and Bedford is still part of the Midland Main Line.

While this took some of the pressure off the route through Rugby, the GNR insisted that passengers for London alight at Hitchin, buying tickets in the short time available, to catch a GNR train to finish their journey. James Allport arranged a seven-year deal with the GN to run into Kings Cross for a guaranteed £20,000 a year ({{Inflation|UK|20000|1857|r=-4|fmt=eq|cursign=£}}).{{Inflation-fn|UK|df=y}} Through services to London were introduced in February 1858.Davies, R.; Grant, M.D. (1984). Forgotten Railways: Chilterns and Cotswolds. Newton Abbot, Devon: David St John Thomas. {{ISBN|0-946537-07-0}}, p. 110–111.

This line met with similar capacity problems at Hitchin as the former route via Rugby, so a new line was constructed from Bedford via Luton to {{rws|St Pancras}}{{cite web|url=http://www.mimas.ac.uk/~zzaascs/mrsoc/chron.html |title=A Midland Railway chronology>London extension |year=1998 |publisher=The Midland Railway Society |url-status=dead |archive-url=https://web.archive.org/web/20081228041937/http://www.mimas.ac.uk/~zzaascs/mrsoc/chron.html |archive-date=28 December 2008 }} which opened on 1 October 1868. The construction of the London extension cost £9 million (equivalent to £{{Inflation|UK|9|1868|r=0}} million in {{Inflation-year|UK}}).{{cite book |last=Barnes |first=E. G. |date=1969 |title=The Rise of the Midland Railway 1844–1874 |publisher=Augustus M. Kelley, New York |page=308 }}

As traffic built up, the Midland Railway opened a new deviation just north of Market Harborough railway station on 26 June 1885 to remove the flat crossing of the Rugby and Stamford Railway.Radford, B., (1983) Midland Line Memories: a Pictorial History of the Midland Railway Main Line Between London (St Pancras) & Derby London: Bloomsbury Books

=Northernmost sections=

Plans by the Midland Railway to build a direct line from Derby to Manchester were thwarted in 1863 by the builders of the Buxton line who sought to monopolise on{{clarify|date=October 2014}} the West Coast Main Line.

In 1870, the Midland Railway opened a new route from Chesterfield to Rotherham which went through Sheffield via the Bradway Tunnel.

The mid-1870s, saw the Midland line extended northwards through the Yorkshire Dales and Eden Valley on what is now called the Settle–Carlisle Railway.

Before the line closures of the Beeching era, the lines to Buxton and via Millers Dale during most years presented an alternate (and competing) main line from London to Manchester, carrying named expresses such as The Palatine and the "Blue Pullman" diesel powered Manchester – London service (the Midland Pullman). Express trains to Leeds and Scotland such as the Thames–Clyde Express mainly used the Midland's corollary Erewash Valley line, returned to it, and then used the Settle–Carlisle line. Expresses to Edinburgh Waverley, such as The Waverley travelled through Corby and Nottingham.

=Under British Railways and privatisation=

Most Leicester-Nottingham local passenger trains were taken over by diesel units from 14 April 1958, taking about 51 minutes between the two cities.{{cite magazine |title= | magazine = The Railway Magazine | issue= | date= June 1958| pages=432}}{{Full citation needed|date=May 2023}}

When the Great Central Main Line closed in 1966, the Midland Main Line became the only direct main-line rail link between London and the East Midlands and parts of South Yorkshire.

The Beeching cuts and electrification of the West Coast Main Line brought an end to the marginally longer London–Manchester service via Sheffield.

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 Midland Main Line from London to Yorkshire by 2000.{{cite book |title= Railway Electrification |date=Winter 1979 |publisher= British Railways Board (Central Publicity Unit) |pages=0–2, 8}} By 1983, the line had been electrified from Moorgate to Bedford, but proposals to continue electrification to Nottingham and Sheffield were not implemented.

File:MML43083 at Nottingham 2005-10-14 03.jpg, introduced in 1983 by British Rail, at {{rws|Nottingham}} in 2005]]

The introduction of the High Speed Train (HST) in May 1983, following the Leicester area resignalling, brought about an increase of the ruling line speed on the fast lines from {{convert|90|mph|4=0}} to {{convert|110|mph|4=0}}.

Between 2001 and 2003, the line between Derby and Sheffield was upgraded from {{convert|100|mph|4=0}} to {{convert|110|mph|4=0}} as part of Operation Princess, the Network Rail funded CrossCountry route upgrade.

In January 2009, a new station, East Midlands Parkway, was opened between Loughborough and Trent Junction, to act as a park-and-ride station for suburban travellers from East Midlands cities and to serve nearby East Midlands Airport.{{cite press release |url= http://www.eastmidlandstrains.co.uk/EMTrains/AboutUs/News/_EASTMIDLANDS'GREENESTSTATIONTOOPENON26JANUARY_.htm |title=East Midlands Parkway – Our greenest station to open on 26 January |date=14 January 2009 |publisher= East Midlands Trains}}{{dead link|date=July 2021}}

Since then, {{convert|125|mph}} running has been introduced on extended stretches. Improved signalling, increased number of tracks, and the revival of proposals to extend electrification from Bedford to Sheffield are underway. Much of this £70 million upgrade, including some line-speed increases, came online on 9 December 2013 (see below).{{cite web|url=http://www.railnews.co.uk/news/2013/12/09-midland-main-line-celebrates-at.html|title=Midland Main Line celebrates at 125mph |newspaper=Rail News|access-date=20 July 2017}}

=Network Rail route strategy for freight 2007=

Network Rail published a Route Utilisation Strategy for freight in 2007;{{cite web |url=http://www.networkrail.co.uk/browseDirectory.aspx?dir=\RUS%20Documents\Route%20Utilisation%20Strategies\Freight&pageid=2895&root= |title=Route Utilisation Strategy > Freight | publisher = Network Rail}} over the coming years a cross-country freight route will be developed enhancing the Birmingham to Peterborough Line, increasing capacity through Leicester, and remodelling Syston and Wigston junctions.

=Network Rail 2010 route plan=

File:New Road Bridge, Milton Ernest, Bedfordshire.png

Traffic levels on the Midland Main Line are rising faster than the national average, with continued increases predicted. In 2006, the Strategic Rail Authority produced a Route Utilisation Strategy for the Midland Main Line to propose ways of meeting this demand;{{cite web|url=http://www.dft.gov.uk/consultations/archive/2003/midlandmainlineeastmidlandsr1350 |title=Midland Main Line / East Midlands Route Utilisation Strategy |publisher=Strategic Rail Authority|access-date=29 August 2008}} Network Rail started a new study in February 2008 and this was published in February 2010.{{cite web |url=http://www.networkrail.co.uk/browseDirectory.aspx?dir=\RUS%20Documents\Route%20Utilisation%20Strategies\East%20Midlands&pageid=4449&root=\RUS%20Documents\Route%20Utilisation%20Strategies |title=East Midlands Route Utilisation Strategy | date=February 2010 |publisher=Network Rail |access-date=29 August 2008}}{{cite news|url=https://www.bbc.co.uk/news/uk-politics-18839483|title=Midlands line 'to be electrified'|date=14 July 2012|work=BBC News Online|access-date= 14 July 2012|quote=A £500m scheme … Transport Secretary Justine Greening is set to outline plans to complete the electrification of the route from Sheffield to London on Monday.}}{{cite news|url=http://www.ft.com/cms/s/0/5ef559b4-ccfc-11e1-92c1-00144feabdc0.html |archive-url=https://ghostarchive.org/archive/20221210/http://www.ft.com/cms/s/0/5ef559b4-ccfc-11e1-92c1-00144feabdc0.html |archive-date=10 December 2022 |url-access=subscription|date=13 July 2012|title=Osborne backs £10bn rail plan|first1=Mark|last1=Odell|first2=George|last2=Parker|work=Financial Times|access-date=14 July 2012|quote=announcement, expected on Monday, is likely to include a £530m plan to complete electrification of the Midland mainline between Bedford and Sheffield}}{{cite web |url=http://www.networkrail.co.uk/browseDirectory.aspx?dir=\RUS%20Documents\Route%20Utilisation%20Strategies\Network\Working%20Group%204%20–%20Electrification%20Strategy&pageid=4449&root=\RUS%20Documents\Route%20Utilisation%20Strategies |title=Working Group 4 – Electrification Strategy |publisher =Network Rail |access-date=27 September 2009}}

After electrification, the North Northamptonshire towns (Wellingborough, Kettering, and Corby) are planned to have an additional 'Outer Suburban service' into London St Pancras, similar to the West Midlands Trains' Crewe – London Euston services, to cater for the growing commuter market. North Northamptonshire is a major growth area, with over 7,400 new homes planned to be built in Wellingborough{{cite news|last=Barton|first=Tom|title=Developers taking too long to build homes, MP says|url=https://www.bbc.co.uk/news/uk-england-26618237|access-date=21 March 2014|newspaper=BBC News Online|date=17 March 2014}} and 5,500 new homes planned for Kettering.{{cite news|title=Kettering East: Compromise deal agreed over funding|url=https://www.bbc.co.uk/news/uk-england-northamptonshire-21768957|access-date=21 March 2014|newspaper=BBC News Online|date=13 March 2013}}{{cite magazine |magazine=Rail Magazine |issue=742 |date=19 February 2014 |last=Broadbent |first= Steve |title= Switching on the Electric Spine |pages= 69–75}}

Highlights include:{{cite web |url=http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2010/Route%20I%20-%20London%20and%20East%20Midlands.pdf |title=Midland Main Line 2010 route plan |author= |date=2010 |website=Network Rail |access-date=8 November 2017 |archive-date=29 September 2012 |archive-url=https://web.archive.org/web/20120929222047/http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2010/Route%20I%20-%20London%20and%20East%20Midlands.pdf |url-status=dead }}

Work related to line speed increases, removing foot crossings and replacing with footbridges
Capacity enhancements for freight
Re-signalling of the entire route, expected to be complete by 2016 when all signalling will be controlled by the East Midlands signalling centre in Derby{{cite press release|url=http://www.networkrailmediacentre.co.uk/Content/Detail.asp?ReleaseID=3654&NewsAreaID=2&SearchCategoryID=6 |title=Secretary of State opens Network Rail control centre |publisher=Network Rail |access-date=29 August 2008 |url-status=dead |archive-url=https://web.archive.org/web/20080926044136/http://www.networkrailmediacentre.co.uk/Content/Detail.asp?ReleaseID=3654&NewsAreaID=2&SearchCategoryID=6 |archive-date=26 September 2008 }}
Rebuilding Bedford and Leicester{{cite news|url=http://news.bbc.co.uk/1/hi/england/leicestershire/7280724.stm |title=Plans for £150m station facelift |work=BBC News Online | location= London |date=6 March 2008 }}
Accessibility enhancements at {{stnlnk|Elstree & Borehamwood}}, {{stnlnk|Harpenden}}, {{stnlnk|Loughborough}}, {{stnlnk|Long Eaton}}, {{stnlnk|Luton}}, and {{stnlnk|Wellingborough}} by 2015{{cite web |url=https://www.gov.uk/government/publications/access-for-all-stations |title=Access for all – stations |author=Department for Transport |date=26 July 2011 |publisher=GOV.UK |access-date=11 April 2014}}{{Update inline|date=August 2016}}
Upgraded approach signalling (flashing yellow aspects) added at key junctions – Radlett, Harpenden, and Leagrave allowing trains to traverse them at higher speeds{{Update inline|date=August 2016}}
Lengthening of platforms at Wellingborough, Kettering, Market Harborough, Loughborough, Long Eaton, and Beeston stations as well as work related to the Thameslink Programme (see below)
Realignment of the track and construction of new platforms to increase the permissible speed through Market Harborough station from 60 mph to 85 mph saving 30–60 seconds
Electrification (see below)
Re-doubling the Kettering to Oakham Line between Kettering North Junction and Corby as well as re-signalling to Syston Junction via Oakham, allowing a half hourly London to Corby passenger service (from an infrastructure perspective) from December 2017 and creating additional paths for rail freight.{{cite news|url=https://www.bbc.co.uk/news/uk-england-northamptonshire-26058418 | title= Second Corby to Kettering railway track to be restored |work=BBC News Online |location=London |date=6 February 2014}}

==Thameslink Programme==

{{Unreferenced section|date=November 2023}}File:West Hampstead Thameslink Station building.jpg

The Thameslink Programme has lengthened the platforms at most stations south of Bedford to 12-car capability. St Pancras, Cricklewood, Hendon, and Luton Airport Parkway were already long enough, but bridges at Kentish Town mean it cannot expand beyond the current 8-car platform length. West Hampstead Thameslink has a new footbridge and a new station building. In September 2014 the current Thameslink Great Northern franchise was awarded and trains on this route are currently operated by Thameslink. In 2018 the Thameslink network expanded when some Southern services merged into it.

==Station improvements==

In 2013/14 {{rws|Nottingham}} station was refurbished and the platforms restructured.

As part of Wellingborough's Stanton Cross development, {{rws|Wellingborough}} station is to be expanded.[https://www.bbc.co.uk/news/uk-england-northamptonshire-17755261 "Wellingborough railway station expansion plan unveiled"]. BBC News. 18 April 2012. Retrieved 23 August 2013.

{{rws|Ilkeston}} between {{rws|Nottingham}} and {{rws|Langley Mill}} was opened on 2 April 2017.{{Cite news|url=http://www.nottinghampost.com/ilkeston-train-station-finally-opens-but-the-first-train-is-late|title=Wait finally over for Ilkeston train station as hundreds turn up to opening|date=2 April 2017|access-date=7 May 2017|work=Nottingham Post}}{{Dead link|date=April 2020 |bot=InternetArchiveBot |fix-attempted=yes }}

Two new stations were planned:

{{rws|Brent Cross West}} between Cricklewood and Hendon as part of the Brent Cross Cricklewood development in North London. It opened in December 2023. [http://www.brentcrosscricklewood.com/transport.htm Brent Cross Cricklewood: Transport] {{webarchive|url=https://web.archive.org/web/20130929042330/http://www.brentcrosscricklewood.com/transport.htm |date=29 September 2013 }} Retrieved 23 August 2013
{{rws|Wixams}} between {{rws|Flitwick}} and {{rws|Bedford}} as part of the new town just outside Bedford. Construction has been pushed back repeatedly: first expected to be built by 2015,[http://www.wixams.co.uk/wixams-transport-railway-station The Wixams: Transportation] {{Webarchive|url=https://web.archive.org/web/20151017030759/http://www.wixams.co.uk/wixams-transport-railway-station |date=17 October 2015 }} Retrieved 23 August 2013 then for 2019,{{Cite web|url = https://www.networkrail.co.uk/Route-Specifications-2015-London-North-East-and-East-Midlands.pdf?cd=4|title = Route Specifications 2015 – London North Eastern and East Midlands|date = April 2015|access-date = 10 August 2016|website = Network Rail}} the government confirmed in April 2025 that main construction would begin in concert with the nearby Universal Studios Great Britain Theme Park in 2026,{{Cite web |date=2025-04-08 |title=Universal theme park for Bedfordshire confirmed by Starmer |url=https://www.bbc.co.uk/news/articles/cz95n2837vgo |access-date=2025-04-21 |website=BBC News |language=en-GB}} although groundwork had already begun by late 2024.

Some new stations have been proposed:

Clay Cross between Chesterfield and Ambergate/Alferton.{{ATOCConnectingCommunitiesReportS10|page=9}}
Irchester ({{stnlnk|Rushden Parkway}}) between Wellingborough and Bedford.{{sfn|ATOC|2009|p=19}}
Ampthill between Bedford and Flitwick.[http://homepage.ntlworld.com/sbates/brta/html/ampthill.html Bedfordshire Ampthill station] {{webarchive|url=https://web.archive.org/web/20080513022307/http://homepage.ntlworld.com/sbates/brta/html/ampthill.html |date=13 May 2008 }}, Railway & Transport Association. Retrieved 4 January 2010.

=Extension of electrification=

File:2019 at Wellingborough station - Up Slow line being relaid.JPG

Unlike the West Coast and East Coast Main Lines, the Midland Main Line has not been electrified along its full length. The line was electrified as far as Bedford in the early 1980s, but services relied on diesel traction beyond that.

In 2011 work commenced to extend the electrification, including to both Corby and Nottingham. Increasing costs initially saw this terminated at Kettering in 2017, but in 2021 work began on extending electrification to Market Harborough and onwards to Wigston with plans to extend further to Sheffield.{{Cite web|url=https://www.railwaygazette.com/uk/electrification-to-reach-market-harborough/48150.article|title=Electrification to reach Market Harborough}}{{Cite web|title=Spades in ground as government delivers on rail investment promise for North and Midlands|url=https://www.gov.uk/government/news/spades-in-ground-as-government-delivers-on-rail-investment-promise-for-north-and-midlands|access-date=2021-12-21|website=GOV.UK|language=en}}{{Cite web|date=2021-12-21|title=Main works on next stage of Midland Main Line electrification due to begin|url=https://news.railbusinessdaily.com/main-works-on-next-stage-of-midland-main-line-electrification-due-to-begin/|access-date=2021-12-21|website=RailBusinessDaily|language=en-US}}{{Cite web|title=Rail industry welcomes progress on Midland Mainline electrification|url=https://www.riagb.org.uk/RIA/Newsroom/Press_Releases/Progress_on_MML_electrification.aspx|access-date=2021-12-21|website=www.riagb.org.uk}}

In May 2022, a briefing to contractors was released ahead of an invitation to tender for Midland Mainline Electrification project work to extend electrification to Nottingham and Sheffield. This scheme is expected to cost £1.3 billion.{{cite web|url=https://www.newcivilengineer.com/latest/contractors-alerted-to-next-phase-of-1-3bn-midland-main-line-electrification-24-05-2022/ |title=Contractors alerted to next phase of £1.3bn Midland Main Line electrification |date=24 May 2022 }}

=2021 Integrated Rail Plan=

In November 2021 the Government announced its Integrated Rail Plan for the North and Midlands which made a number of proposals for the Midland Main Line. These included a commitment to complete the stalled electrification work, an upgrade to digital signalling, and a connection to High Speed 2. The latter would see a junction built south of East Midlands Parkway station rather than the previous plan of an East Midlands Hub further north on the Toton sidings. This will allow HS2 services to connect to both Derby and Nottingham city centres directly using the MML for access, which was a criticism of the previous HS2 eastern leg proposal.

Route definition

The term Midland Main Line has been used from the late 1840s to describe any route of the Midland Railway on which express trains were operated.

It is first recorded in print in 1848 in Bradshaw's railway almanack of that year.{{cite book |last=Bradshaw |first=George |date=1848 |title=Bradshaw's railway almanack, directory, shareholders' guide and manual |publisher=George Bradshaw |page=204 }} In 1849 it begins to be mentioned regularly in newspapers such as the Derby Mercury.{{cite news |author= |title=The Leeds and Bradford |url=http://www.britishnewspaperarchive.co.uk/viewer/BL/0000052/18490815/055/0029?browse=true |newspaper=Derby Mercury |location=British Newspaper Archive |date=15 August 1849 |access-date=10 August 2016 |via = British Newspaper Archive |url-access=subscription }}

In 1867, the Birmingham Journal uses the term to describe the new railway running into St Pancras railway station.{{cite news |author= |title=The New Works of the Midland Railway Company |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000224/18671221/016/0003

|newspaper=Birmingham Journal |location=British Newspaper Archive |date=21 December 1867 |access-date=10 August 2016 |via = British Newspaper Archive |url-access=subscription }}

In 1868, the term was used to describe the Midland Railway main route from North to South through Sheffield{{cite news |author= |title=The New Midland Railway Station at Sheffield |url= http://www.britishnewspaperarchive.co.uk/viewer/bl/0000181/18681212/012/0006 |newspaper= Sheffield Independent |date= 12 December 1868 |access-date= 10 August 2016 |via = British Newspaper Archive |url-access=subscription }} and also on routes to Manchester, Leeds and Carlisle.

Under British Rail the term was used to define the route between St Pancras and Sheffield, but since then, Network Rail has restricted it in its description of Route 19{{cite web |title=Route 19 Midland Main Line and East Midlands |url=http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%2019%20-%20Midland%20Main%20Line%20and%20East%20Midlands.pdf |access-date=10 August 2016 |archive-url=https://web.archive.org/web/20160915152009/http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%2019%20-%20Midland%20Main%20Line%20and%20East%20Midlands.pdf |archive-date=15 September 2016 |url-status=dead}} to the lines between St. Pancras and Chesterfield.

Accidents

26 September 1860 Bull bridge accident; bridge collapse
2 September 1861 Kentish Town rail accident; collision
2 September 1898 Wellingborough rail accident; derailment due to post trolley on track
24 December 1910 Hawes Junction rail crash; signalman forgot about train
2 September 1913 Ais Gill rail accident; collision
3 December 1923 Nunnery Colliery
13 December 1926 Orgreave Paddy Mail accident
1 February 2008 Barrow upon Soar rail accident

Operators

File:Leicester - Abellio 222104 arriving from Lincoln.JPG

File:700013 Sevenoaks to London Blackfriars 2B81 (37214254496).jpg

=East Midlands Railway=

The principal operator is East Midlands Railway, which operates four InterCity trains every hour from London St Pancras with two trains per hour to both Nottingham and {{Stnlnk|Sheffield}}. EMR use {{Brc|222}} Meridian trains in various carriage formations for its InterCity services.

EMR also operate a twice hourly commuter service from London St Pancras to Corby, which is branded as EMR Connect, using Class 360 Desiro electric trains.{{Cite news|date=24 May 2021|title=EMR Connect launches all-electric Corby-St Pancras service|url=https://www.transportxtra.com/publications/local-transport-today/news/68911/emr-connect-launches-all-electric-corby-st-pancras-service/|access-date=2021-08-16|last=Moran|first=Mark|magazine=Transport Xtra|publisher=Landor LINKS|location=London|language=en-GB}}

=Thameslink=

Thameslink provides frequent, 24-hour[http://www.firstcapitalconnect.co.uk/static/timetables/timetable/FC1305.TL.BOOK.WEB_1.pdf First Capital Connect: Thameslink Route Timetable B] {{webarchive|url=https://web.archive.org/web/20130626030212/http://www.firstcapitalconnect.co.uk/static/timetables/timetable/FC1305.TL.BOOK.WEB_1.pdf |date=26 June 2013 }} Retrieved 24 August 2013 commuter services south of Bedford as part of its Thameslink route to London Bridge, {{Stnlnk|Gatwick Airport}}, {{Stnlnk|Brighton}}, and Sutton, using 8-car and 12-car electric {{Brc|700}} trains.{{cite web |url=https://www.mynewsdesk.com/uk/govia-thameslink-railway/pressreleases/new-cutting-edge-trains-in-full-operation-across-thameslink-route-2154625 |title=New cutting-edge trains in full operation across Thameslink route |author= |date=18 September 2017 |website=mynewsdesk.com |publisher=Mynewsdesk |access-date=8 November 2017 }}

=Other operators=

CrossCountry runs an hourly service between Derby and Sheffield on its route between the South West and North East, and twice-hourly services between Nottingham and Derby, continuing to Birmingham and Cardiff. Northern runs an hourly service from Leeds to Nottingham via Barnsley and Alfreton. TransPennine Express also operates in the Sheffield area.

Route description

The cities, towns and villages served by the MML are listed below. Stations in bold have a high usage. This table includes the historical extensions to Manchester (where it linked to the West Coast Main Line) and Carlisle (via Leeds where it meets with the 'modern' East Coast Main Line).

Network Rail groups all lines in the East Midlands and the route north as far as Chesterfield and south to London as route 19. The actual line extends beyond this into routes 10 and 11.

=London to Nottingham and Sheffield (Network Rail Route 19)=

class="wikitable"

! Station

! Village/town/city and county

! Ordnance Survey
grid reference

! Year opened

! Step free access

! No. of platforms

! Usage 2015/16
(millions)

! Branches and loops

London St Pancras

| St Pancras, London

| 1868

| 15px

| 15

| {{increase}} 31.724

| High Speed 1 diverges north of St Pancras

Kentish Town

| Kentish Town, London

| 1868

| 4

| {{increase}} 2.844

| Branch from to Gospel Oak to Barking line north of station

| West Hampstead, London

| 1871

| 15px

| 4

| {{increase}} 3.710

| Cricklewood, London

| 1868

| 4

| {{decrease}} 1.057

| Dudding Hill Line diverges north of Cricklewood

| Brent Cross, London

| 2023

| 15px

| 4

|Dudding Hill Line diverges south of Brent Cross

| Hendon, London

| 1868

| 4

| {{decrease}} 1.178

| Mill Hill, London

| {{gbmapping|TQ213918}}

| 1868

| 4

| {{decrease}} 1.949

| Borehamwood, Hertfordshire

| 1868

| 4

| {{decrease}} 3.382

| Radlett, Hertfordshire

| {{gbmapping|TQ164998}}

| 1868

| 4

| {{decrease}} 1.188

{{rws|St Albans City}}

| St Albans, Hertfordshire

| {{gbmapping|TL155070}}

| 1868

| 15px

| 4

| {{decrease}} 7.451

| Harpenden, Hertfordshire

| {{gbmapping|TL137142}}

| 1868

| 4

| {{increase}} 3.337

| Luton, Bedfordshire

| {{gbmapping|TL105205}}

| 1999

| 15px

| 4

| {{increase}} 3.188

{{rws|Luton}}

| Luton, Bedfordshire

| {{gbmapping|TL092216}}

| 1868

| 5

| {{increase}} 3.626

| Leagrave, Luton, Bedfordshire

| {{gbmapping|TL061241}}

| 1868

| 4

| {{increase}} 1.915

| Harlington, Bedfordshire

| {{gbmapping|TL034303}}

| 1868

| 4

| {{increase}} 0.336

| Flitwick, Bedfordshire

| {{gbmapping|TL034350}}

| 1870

| 4

|{{increase}} 1.480

{{rws|Bedford}} Midland

| Bedford, Bedfordshire

| {{gbmapping|TL041497}}

| 1859

| 15px

| 5

| {{increase}} 3.830

| Marston Vale line diverges south of Bedford

| Wellingborough, Northamptonshire

| {{gbmapping|SP903681}}

| 1857

| 15px

| 4

| {{increase}} 0.969

| Kettering, Northamptonshire

| {{gbmapping|SP863780}}

| 1857

| 15px

| 4

| {{increase}} 1.042

| Oakham–Kettering line diverges north of Kettering at Glendon Jun

| via Corby & diversion route

| Corby, Northamptonshire

| {{gbmapping|SP891886}}

| 2009

| 15px

| 1

| {{increase}} 0.278

| Oakham–Kettering line

| Oakham, Rutland

| {{gbmapping|SK856090}}

| 1848

| 15px

| 2

| {{increase}} 0.213

| Birmingham–Peterborough line

| Melton Mowbray, Leicestershire

| {{gbmapping|SK752187}}

| 1848

| 2

| {{increase}} 0.266

| Main Line via Market Harborough

| Market Harborough, Leicestershire

| {{gbmapping|SP741874}}

| 1850

| 15px

| 2

| {{increase}} 0.870

{{rws|Leicester}}

| Leicester, Leicestershire

| {{gbmapping|SK593041}}

| 1840

| 15px

| 4

| {{increase}} 5.247

| Birmingham to Peterborough Line diverges south of Leicester at Wigston Junction

| Syston, Leicestershire

| {{gbmapping|SK621111}}

| 1994

| 15px

| 1

| {{increase}} 0.210

| Birmingham to Peterborough Line diverges north of Syston

| Sileby, Leicestershire

| {{gbmapping|SK602151}}

| 1994

| 2

| {{increase}} 0.123

| Barrow-upon-Soar, Leicestershire

| {{gbmapping|SK577172}}

| 1994

| 2

| {{increase}} 0.098

| Loughborough, Leicestershire

| {{gbmapping|SK543204}}

| 1872

| 15px

| 3

| {{decrease}} 1.298

| Ratcliffe-on-Soar, Nottinghamshire (for East Midlands Airport)

| {{gbmapping|SK496296}}

| 2007

| 15px

| 4

| {{increase}} 0.306

| Trent Junction to Clay Cross Junction via Derby (the original line), the Nottingham branch, and the Erewash Valley Line each diverge north of East Midlands Parkway

| Via Derby

| Long Eaton, Derbyshire

| {{gbmapping|SK481321}}

| 1888

| 15px

| 2

| {{decrease}} 0.660

| Cord south of Long Eaton to the Nottingham branch

| Spondon, Derby, Derbyshire

| {{gbmapping|SK397351}}

| 1839

| 15px

| 2

| {{decrease}} 0.026

Derby

| Derby, Derbyshire

| {{gbmapping|SK362355}}

| 1839

| 15px

| 6

| {{increase}} 3.767

| Cross Country Route and Crewe to Derby Line diverges south of Derby

| Duffield, Derbyshire

| {{gbmapping|SK345435}}

| 1841

| 3

| {{increase}} 0.061

| Belper, Derbyshire

| {{gbmapping|SK348475}}

| 1840

| 15px

| 2

| {{increase}} 0.225

| Ambergate, Derbyshire

| {{gbmapping|SK348516}}

| 1840

| 15px

| 1

| {{decrease}} 0.042

| Derwent Valley line diverges at Ambergate Junction

| Via Nottingham

| Attenborough, Nottinghamshire

| {{gbmapping|SK518346}}

| 1856

| 15px

| 2

| {{decrease}} 0.112

| Beeston, Nottinghamshire

| {{gbmapping|SK533362}}

| 1839

| 2

| {{decrease}} 0.574

{{rws|Nottingham}} Midland

| Nottingham, Nottinghamshire

| {{gbmapping|SK574392}}

| 1904

| 15px

| 7

| {{increase}} 7.200

| Northbound trains reverse towards Langley Mill. Others pass through the station onto the Robin Hood Line, Grantham line or Lincoln line.

| Via Erewash Valley (bypassing or calling at Nottingham)

|Ilkeston, Derbyshire

| 2017

| 15px

| 2

| Langley Mill, Derbyshire

| {{gbmapping|SK449470}}

| 1847

| 2

| {{increase}} 0.116

| Erewash Valley and Trent Nottingham lines rejoin south of Langley Mill.

| Alfreton, Derbyshire

| {{gbmapping|SK422561}}

| 1862

| 2

| {{increase}} 0.283

| Clay Cross Junction to Leeds

| Chesterfield, Derbyshire

| {{gbmapping|SK388714}}

| 1840

| 15px

| 3

| {{increase}} 1.731

| Trent Junction to Clay Cross via Derby and Erewash Valley lines rejoin together south of Chesterfield.

| Dronfield, Derbyshire

| {{gbmapping|SK354784}}

| 1981

| 15px

| 2

| {{increase}} 0.200

| Hope Valley line diverges north of Dronfield

Sheffield

| Sheffield, South Yorkshire

| {{gbmapping|SK358869}}

| 1870

| 15px

| 9

| {{increase}} 9.213

| Hope Valley Line diverges south of Sheffield
Sheffield to Lincoln Line diverges north of Sheffield

Meadowhall Interchange

| Sheffield, South Yorkshire

| {{gbmapping|SK390912}}

| 1990

| 15px

| 4 NR

| {{decrease}} 2.138

| Hallam and Penistone Lines diverges at Meadowhall

| Via Doncaster

{{rws|Doncaster}}

| Doncaster, South Yorkshire

| {{gbmapping|SE571032}}

| 1838

| 15px

| 8

| {{increase}} 3.752

| Connects to the East Coast Main Line south of Doncaster

| Bypassing Doncaster

| Wakefield, West Yorkshire

| {{gbmapping|SE327207}}

| 1867

| 15px

| 2

| {{increase}} 2.519

| Connects with the East Coast Main Line south of Wakefield Westgate

Leeds

| Leeds, West Yorkshire

| {{gbmapping|SE299331}}

| 1938

| 15px

| 17

| {{increase}} 29.724

| Leeds City lines

== Tunnels, viaducts and major bridges ==

Major civil engineering structures on the Midland Main Line include the following.{{Cite book|title=Railway Track Diagrams Book 4 Midlands & North West|last=Bridge|first=Mike|publisher=Trackmaps|year=2013|isbn=978-0-9549866-7-4|location=Bradford on Avon|pages=1–5}}{{Cite book|title=Railway Track Diagrams Book 2: Eastern|last=Brailsford|first=Martyn|publisher=Trackmaps|year=2016|isbn=978-0-9549866-8-1|location=Frome|pages=1, 27}}

class="wikitable"

|+Tunnels, viaducts and major bridges on the Midland Main Line

!Railway Structure

!Length

!Distance from London St Pancras International

!ELR

!Location

East Bank Tunnel

|{{convert|80|yards|m}}

|158 miles 05 chains – 158 miles 01 chains

| rowspan="5" |TJC1

|South of Sheffield station

Bradway Tunnel

|{{convert|1|mile|266|yards|m}}

|153 miles 61 chains – 152 miles 49 chains

|North of Dronfield station

Unstone Viaduct (River Drone)

|{{convert|6|chain|m}}

|149 miles 75 chains – 149 miles 69 chains

| rowspan="3" |Between Dronfield and Chesterfield stations

Former Broomhouse Tunnel

Whitting Moor Road Viaduct

|148 miles 45 chains

Alfreton Tunnel

|{{convert|840|yards|m}}

|135 miles 50 chains – 135 miles 11 chains (via Toton)

| rowspan="3" |TCC

| rowspan="2" |Erewash Valley Line between Alfreton and Langley Mill stations

Cromford Canal

|132 miles 67 chains (via Toton)

Erewash Canal

|128 miles 09 chains (via Toton)

|Erewash Valley Line south of Langley Mill station

Clay Cross Tunnel

|{{convert|1|mile|24|yards|m}}

|147 miles 22 chains – 146 miles 21 chains

| rowspan="10" |SPC8

| rowspan="5" |Between Chesterfield and Belper stations

River Amber

|140 miles 40 chains

Wingfield Tunnel

|{{convert|261|yards|m}}

|139 miles 59 chains – 139 miles 47 chains

Toadmoor Tunnel

|{{convert|129|yards|m}}

|138 miles 12 chains – 138 miles 07 chains

River Derwent / Broadholme Viaducts

|{{convert|6|chain|m}},
{{convert|7|chain|m}}

|136 miles 47 chains – 136 miles 41 chains, 136 miles 18 chains – 136 miles 11 chains

Swainsley Viaduct (River Derwent)

|{{convert|4|chain|m}}

|134 miles 61 chains – 134 miles 57 chains

| rowspan="2" |Between Belper and Duffield stations

Milford Tunnel

|{{convert|855|yards|m}}

|134 miles 25 chains – 133 miles 67 chains

Burley Viaduct (River Derwent)

|{{convert|4|chain|m}}

|131 miles 58 chains – 131 miles 54 chains

| rowspan="3" |Between Duffield and Derby stations

Nottingham Road Viaduct

|{{convert|3|chain|m}}

|128 miles 43 chains – 128 miles 40 chains

River Derwent Viaduct

|{{convert|3|chain|m}}

|128 miles 06 chains – 128 miles 03 chains

Trent Viaduct

|{{convert|11|chain|m}}

|119 miles 08 chains – 118 miles 77 chains

| rowspan="2" |SPC6

| rowspan="2" |Between Long Eaton and East Midlands Parkway station

Redhill Tunnels

|{{convert|154|yards|m}},
{{convert|170|yards|m}}

|118 miles 74 chains – 118 miles 66 chains

River Soar

|112 miles 74 chains

| rowspan="5" |SPC5

| rowspan="2" |Between East Midlands Parkway and Loughborough stations

Flood openings

|{{convert|2|chain|m}}

|112 miles 60 chains – 112 miles 58 chains

Hermitage Brook Flood Openings

|{{convert|3|chain|m}}

|111 miles 41 chains – 111 miles 38 chains

|South of Loughborough station

River Soar

|109 miles 55 chains

|North of Barrow-upon-Soar station

River Wreak

|104 miles 60 chains

|South of Sileby station

Knighton Tunnel

|{{convert|104|yards|m}}

|98 miles 07 chains – 98 miles 02 chains

| rowspan="2" |SPC4

| rowspan="2" |South of Leicester station

Knighton Viaduct

|{{convert|4|chain|m}}

|97 miles 34 chains – 97 miles 30 chains

Wellingborough Viaducts (River Ise)

|{{convert|6|chain|m}}

|64 miles 57 chains – 64 miles 51 chains

| rowspan="2" |SPC2

| rowspan="2" |South of Wellingborough station

Irchester Viaducts (River Nene)

|{{convert|7|chain|m}}

|63 miles 67 chains – 63 miles 60 chains

Sharnbrook Tunnel (Slow line only)

|{{convert|1|mile|100|yards|m}}

|60 miles 04 chains – 59 miles 00 chains

|WYM

| rowspan="7" |Between Wellingborough and Bedford stations

Sharnbrook Viaducts

|{{convert|9|chain|m}}

|56 miles 25 chains – 56 miles 16 chains

| rowspan="6" |SPC2

Radwell Viaducts

|{{convert|143|yards|m}}

|55 miles 03 chains – 54 miles 76½ chains

Milton Ernest Viaducts

|{{convert|8|chain|m}}

|54 miles 25 chains – 54 miles 17 chains

Oakley Viaducts

|{{convert|6|chain|m}}

|53 miles 35 chains – 53 miles 29 chains

Clapham Viaducts (River Ouse)

|{{convert|6|chain|m}}

|52 miles 04 chains – 51 miles 78 chains

Bromham Viaducts (River Ouse)

|{{convert|7|chain|m}}

|50 miles 79 chains – 50 miles 72 chains

River Great Ouse Viaduct

|{{convert|5|chain|m}}

|49 miles 38 chains – 49 miles 33 chains

| rowspan="11" |SPC1

| rowspan="2" |Between Bedford and Flitwick stations

Ampthill Tunnels

|{{convert|715|yards|m}}

|42 miles 52 chains – 42 miles 19 chains

Hyde/Chiltern Green Viaduct (River Lea)

|{{convert|6|chain|m}}

|26 miles 72 chains – 26 miles 66 chains

|South of Luton Airport Parkway station

Elstree Tunnels

|{{convert|1058|yards|m}}

|12 miles 06 chains – 11 miles 38 chains

|South of Elstree & Borehamwood station

Stoneyfield/Deans Brook Viaduct

|{{convert|4|chain|m}}

|10 miles 36 chains – 10 miles 32 chains

|Between Elstree & Borehamwood and Hendon stations

Welsh Harp/Brent Viaduct (River Brent)

|{{convert|10|chain|m}}

|6 miles 31 chains – 6 miles 21 chains

|South of Hendon station

Belsize Slow Tunnel

|{{convert|1|mile|107|yards|m}}

|3 miles 34 chains – 2 miles 29 chains

| rowspan="3" |Between West Hampstead Thameslink and Kentish Town stations

Belsize Fast Tunnel

|{{convert|1|mile|11|yards|m}}

|3 miles 32 chains – 2 miles 33 chains

Lismore Circus Tunnel{{cite web| title = London North Eastern Route Sectional Appendix; LOR LN3201 Seq001 to 030| url=http://archive.nr.co.uk/browse%20documents/sectional%20appendix/sectional%20appendix%20full%20pdf%20copies/london%20north%20eastern%20sectional%20appendix.pdf| publisher = Network Rail| access-date =13 January 2018}}

|{{convert|110|yards|m}}

|2 miles 22 chains – 2 miles 17 chains

Hampstead Tunnel

|{{convert|44|yards|m}}

|1 mile 76 chains – 1 mile 74 chains

Camden Road Tunnels

|{{convert|308|yards|m}}

|1 miles 13 chains – 0 miles 79 chains

|South of Kentish Town station

Canal Tunnels

|{{convert|820|yards|m}}

|0 miles 0 chains – 0 miles 0 chains

|Connecting to ECML at Belle Island Junction

== 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.{{Cite web|url=http://www.railwaycodes.org.uk/misc/habdwild.shtm|title=Railway Codes: HABD and WILD equipment}}

class="wikitable"

|+Line-side monitoring equipment on the Midland Main Line

!Name / Type

!Line

!Location (distance from St. Pancras)

!Engineers Line Reference

Dore HABD (out of use?)

|Down Main

|154 miles 72 chains

|TJC1

Belper HABD (to replace Duffield HABD)

|Up Main

|134 miles 70 chains

| rowspan="2" |SPC8

Duffield Junction HABD (removal planned)

|Up Main

|132 miles 63 chains

Langley Mill HABD

|Up Erewash Fast, Up & Down Erewash Slow

|129 miles 27 chains

|TCC

Loughborough HABD

|Up Fast, Up Slow

|111 miles 05 chains

| rowspan="3" |SPC5

Barrow-upon-Soar HABD

|Down Fast, Down Slow

|108 miles 72 chains

Thurmaston Wheelchex

|Down Fast, Up Fast, Up & Down Slow

|101 miles 78 chains

East Langton HABD

|Down Main, Up Main

|86 miles 20 chains

| rowspan="2" |SPC3

Harrowden Junction HABD

|Down Fast, Up & Down Slow

|67 miles 36 chains

Oakley HABD

|Up Fast, Up Slow

|53 miles 60 chains

|SPC2

Chiltern Green HABD

|Down Fast, Down Slow

|27 miles 69 chains

| rowspan="2" |SPC1

Napsbury HABD

|Up Fast, Up Slow

|18 miles 00 chains

=Ambergate Junction to Manchester=

File:Ambergate junction.jpg

For marketing and franchising, this is no longer considered part of the Midland Main Line: see Manchester, Buxton, Matlock and Midlands Junction Railway

The line was once the Midland Railway's route from London St Pancras to Manchester, branching at Ambergate Junction along the Manchester, Buxton, Matlock and Midlands Junction Railway, now known as the Derwent Valley line.

In days gone by, it featured named expresses such as The Palatine. Much later in the twentieth century, it carried the Midland Pullman.

class="wikitable"

! Town/City

! Station

! Ordnance Survey
grid reference

Ambergate

| {{stnlnk|Ambergate}}

Whatstandwell

| {{stnlnk|Whatstandwell}}

Cromford

| {{stnlnk|Cromford}}

Matlock Bath

| {{stnlnk|Matlock Bath}}

Matlock

| {{stnlnk|Matlock}}

Closed section stations

| Rowsley

| {{stnlnk|Bakewell}}

Hassop

| {{stnlnk|Hassop}}

Great Longstone

| {{stnlnk|Great Longstone for Ashford}}

Monsal Dale

| {{stnlnk|Monsal Dale}}

Millers Dale

| {{stnlnk|Millers Dale}}

Blackwell Mill

| {{stnlnk|Blackwell Mill}}

Buxton

| Buxton

Peak Forest

| {{stnlnk|Peak Forest}}

Chapel-en-le-Frith

| {{stnlnk|Chapel-en-le-Frith Central}}

Now part of the Hope Valley line or other lines

Chinley

| {{stnlnk|Chinley}}

Bugsworth

| {{stnlnk|Buxworth}} (Now Closed)

New Mills

| {{stnlnk|New Mills Central}}

| {{stnlnk|Strines}}

| {{stnlnk|Marple}}

| {{stnlnk|Romiley}}

| {{stnlnk|Bredbury}}

Brinnington

| {{stnlnk|Brinnington}}

Reddish

| {{stnlnk|Reddish North}}

Gorton

| {{stnlnk|Ryder Brow}}

Belle Vue/Gorton

| {{stnlnk|Belle Vue}}

Stockport

| Stockport Tiviot Dale

Manchester

| {{stnlnk|Manchester Central}} (Now Closed)

This line was closed in the 1960s between {{stnlnk|Matlock}} and {{stnlnk|Buxton}}, severing an important link between Manchester and the East Midlands, which has never been satisfactorily replaced by any mode of transport. A section of the route remains in the hands of the Peak Rail preservation group, operating between Matlock and Rowsley to the north.

=Leeds to Carlisle=

For marketing and franchising, this is no longer considered part of the Midland Main Line: see Settle–Carlisle Railway.

File:MidlandMainLineBradfordDiversion.JPG on a through line and provided a direct connection to Scotland. (Existing lines shown in black and the diversion in red).]]

File:Colne, Halifax, Holmfield & Keighley Laister Dyke, Bowling, Bradford, Low Moor & Shipley RJD 8.jpg

World War I prevented the Midland Railway from finishing its direct route through the West Riding to join the Settle and Carlisle (which would have cut six miles from the journey and avoided the need for reversal at Leeds).

The first part of the Midland's West Riding extension from the main line at Royston (Yorks.) to Dewsbury was opened before the war. However, the second part of the extension was not completed.

This involved a viaduct at Dewsbury over the River Calder, a tunnel under Dewsbury Moor and a new approach railway into Bradford from the south at a lower level than the existing railway (a good part of which was to be in tunnel) leading into Bradford Midland (or Bradford Forster Square) station.

The {{convert|500|yd|m}} gap between the stations at Bradford still exists. Closing it today would also need to take into account the different levels between the two Bradford stations, a task made easier in the days of electric rather than steam traction, allowing for steeper gradients than possible at the time of the Midland's proposed extension.

Two impressive viaducts remain on the completed part of the line between Royston Junction and Dewsbury as a testament to the Midland's ambition to complete a third direct Anglo–Scottish route. The line served two goods stations and provided a route for occasional express passenger trains before its eventual closure in 1968.

The failure to complete this section ended the Midland's hopes of being a serious competitor on routes to Scotland and finally put beyond all doubt that Leeds, not Bradford, would be the West Riding's principal city. Midland trains to Scotland therefore continued to call at Leeds before travelling along the Aire Valley to the Settle and Carlisle. From Carlisle they then travelled onwards via either the Glasgow and South Western or Waverley Route. In days gone by the line enjoyed named expresses such as the Thames–Clyde Express and The Waverley.

{{stnlnk|Leeds}} along the Airedale line
Here is Apperley Junction for the Wharfedale line
{{stnlnk|Shipley}}: here is the triangular junction for the branch line serving {{stnlnk|Bradford Forster Square}}
{{Stnlnk|Saltaire}}
{{stnlnk|Bingley}}
{{Stnlnk|Crossflatts}}
{{stnlnk|Keighley}}
Here is the Worth Valley Branch junction to {{stnlnk|Oxenhope}}.
{{Stnlnk|Steeton & Silsden}}
{{stnlnk|Cononley}}
{{stnlnk|Skipton}}
Here is Settle Junction for the line to Morecambe
{{stnlnk|Giggleswick}}
{{stnlnk|Clapham}}
Here was the junction for Ingleton and an end-on junction via Sedbergh to Low Gill on the London and North Western Railway (LNW) West Coast Main Line
{{stnlnk|Bentham}}
{{stnlnk|Lancaster Green Ayre}}
At this point the line divided: a triangular junction for the two lines:
{{stnlnk|Morecambe}}
{{stnlnk|Heysham Port}}, including a station for Middleton Road Heysham
{{stnlnk|Settle}}
{{stnlnk|Horton-in-Ribblesdale}}
{{stnlnk|Ribblehead}}
{{stnlnk|Dent}}
{{stnlnk|Garsdale}}
At Hawes station, on the branch to the east of the main line, there was an end-on junction with the North Eastern Railway (NER) line across the Pennines to {{stnlnk|Northallerton}}
{{stnlnk|Kirkby Stephen}}
Appleby
{{stnlnk|Langwathby}}
{{stnlnk|Armathwaite}}
{{stnlnk|Cumwhinton}}
{{stnlnk|Carlisle}}

Former stations

As with most railway lines in Britain, the route used to serve far more stations than it currently does (and consequently passes close to settlements that it no longer serves). Places that the current main line used to serve include

{{columns-list|colwidth=18em|