Network Rail has announced a new series of contracts with several freight operators to clear leaves from the railway and deal with icy winter weather. Leaves are crushed by train wheels and form a hard coating which has the effect of black ice on roads, causing flats on wheels and sometimes damaging motors. The new contracts, which start in August and run until 2030 at least, will be worth around £850 million altogether. They will also cover weed killing as well as leaf-blasting, ice removal and snow plough trains. The contracts include the introduction of six rebuilt Multi-Purpose Vehicles. They use new water jets to clean leaf mulch from rails and apply adhesion modifier in autumn, which is a mixture of sand, metal particles and water, apply anti-ice fluid in winter and also spray herbicide. GB Railfreight will run the MPVs in the north of the country, and Balfour Beatty will do the same in the south, and more MPVs could be added during the life of the contracts. Colas and GB Railfreight will operate locomotive-hauled Rail Head Treatment Trains, equipped with water jets which can make longer runs than the MPVs, and also snow and ice treatment trains, which include two snow blowers as well as snow ploughs. Altogether Network Rail has 32 MPVs and 29 RHTTs. Network Rail’s supply chain delivery director Adam Southern said: ‘Running trains reliably and safely in autumn and winter is a tough challenge and we rely heavily on specialist operators and equipment. Leaves on the line get crushed under train wheels and can cause signals to fail and trains to slide. Ice on live rails can cause trains to stall and we all know the disruption that heavy snow can cause. ‘These contracts with established hauliers see our fleet of treatment trains maintained and run well for the next five years at least, providing passengers and freight customers with a reliable service whatever the weather.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Eurostar has called for investment to fuel international rail growth, as the debate over capacity at Temple Mills depot continues. The operator has submitted its response to the Office of Rail and Road’s consultation on capacity at Temple Mills International depot, after a report concluded that there is some space which could be used by other operators. Eurostar said the report did not deal with its own growth ambitions, and that although there is some space at Temple Mills it would not be enough for new operators as well as an enlarged Eurostar fleet. Eurostar is planning to invest as much as €2 billion in a fleet of up to 50 new trains. It is urging the ORR to help bring the industry and Government together to work on a long-term plan for international rail which considers the growth ambitions of all operators and encourages private investment in new depot facilities beyond Temple Mills. Eurostar is suggesting new or existing sites such as the Ashford Train Maintenance Centre, the freight terminal and sidings at Dolland’s Moor, Singlewell depot, Ripple Lane and Fawkham Junction. Eurostar is also working with London St Pancras Highspeed to enlarge St Pancras International. At the moment, Temple Mills is the only depot on the British side of the Channel Tunnel which can handle rolling stock built to the larger loading gauges in use on the continent. Temple Mills was opened in 2007 when Eurostar moved its London terminus from Waterloo to St Pancras, and it replaced Eurostar’s original North Pole depot at Old Oak Common. The Eurostar fleet is also maintained at depots in Paris and Brussels. Eurostar’s general secretary Gareth Williams said: ‘Without serious investment in infrastructure to create more room, we risk not fulfilling the massive potential of sustainable European travel. This is an enormously positive problem to solve as the demand and the will is there. Eurostar wants to help find solutions. What’s needed now is a big picture vision and investment by any operator who wishes new facilities at Temple Mills and beyond. ‘Eurostar stands ready to collaborate with the Government and the regulator on a framework that will unlock private investment, grow sustainable travel, and deliver world-class rail services for more passengers.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Arriva says it has submitted a new open access application to the Office of Rail and Road to run direct services almost the length of England, between Newcastle, Gatwick Airport and Brighton. The application is the latest in a series of open access bids which have been lodged since last July’s election, when Labour pledged to renationalise all the remaining operators which used to have franchises and are still in the private sector. The first of these will be South Western Railway, which is set to return to public ownership in a month from today. Arriva, which already owns Grand Central, wants to run direct services between Newcastle-upon-Tyne and Brighton. The intermediate calling points would be Durham, Darlington, Northallerton, York, Doncaster, Sheffield, Derby, Burton-on-Trent, Birmingham New Street, Warwick Parkway, Banbury, Oxford, Reading, Wokingham, Guildford, Redhill, Gatwick Airport and Haywards Heath. Arriva’s application will also be notified formally to Network Rail today. Arriva says it has identified spare paths, and would use these to run five trains a day in each direction. The service would be part of Grand Central, and could be introduced from December 2026. Arriva UK Trains’ Rail Services managing director Paul Hutchings said: ‘We’re committed to connecting communities and enabling more people to travel in ways that are convenient and sustainable, so we’re very pleased to be submitting this application for the first direct service between Newcastle and Brighton, opening up new travel opportunities and making better use of available network capacity – all while building on Grand Central’s proud history of connecting traditionally underserved communities. ‘This is an exciting time for Grand Central’s growth story and follows the extension of our existing access rights to 2038 as well as the recent announcement of an investment of around £300 million in a new battery hybrid train fleet for our existing routes, further underlining our commitment and ambition for rail in the UK.’ London Gatwick Airport’s chief commercial officer Jonathan Pollard added: ‘We welcome Arriva’s exploration of a regular service between London Gatwick, the Midlands and North East, and are excited about the opportunities this proposed service could bring. London Gatwick is keen to encourage passengers to use public transport and this enhanced connectivity would support underserved areas, while strengthening and growing our catchment.’ Arriva is already in the ORR’s queue of applications for more open access services. It is awaiting decisions on proposals for two extra daily return services between Bradford and London and an early morning and late evening return from York to London, as well as the introduction of a direct London connection to Grimsby and Cleethorpes. The other contenders for various routes are Alstom, FirstGroup and Virgin Trains. Although the government is willing in principle to allow open access operators to continue, it has also sounded notes of caution about introducing more. Transport secretary Heidi Alexander wrote to the ORR in January, saying: ‘I am … aware of the additional pressures new services can create on already constrained network capacity and their impact on the value secured from public investment in infrastructure. While Open Access operators pay variable access charges to Network Rail to cover the direct costs incurred running their trains on the network, unlike government contracted operators they do not fully cover the costs of fixed track access charges.’ Soon afterwards the Department for Transport revealed that it was not supporting any of the open access applications which had been lodged at that time, with the possible exception of a proposal by Alstom to revive the route between London and Wrexham. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Updated 26 AprilTrain services between Bicester, Bletchley and Milton Keynes are not expected to start until almost the end of this year, although test trains ran successfully on the line last October. The Department for Transport had already announced in March that Chiltern Railways, which is set to be renationalised by 2027, will provide the services using six Class 196 units, but at the time it did not reveal the start date, except that it would be ‘later this year’. The update about a launch came during an event at the Railway Civil Engineers' Association in London yesterday. Uncertainty remains about the next stage of the project to upgrade the existing double track line between Bletchley and Bedford, which was the only section of the former Varsity Line to escape closure in British Rail days. Chiltern has been training crews with special movements between Bletchley High Level, Fenny Stratford and Bletchley depot, which involve reversing at Fenny Stratford. The training route includes the single line over Fenny Stratford viaduct, and the line is thought to be a candidate for doubling to avoid a bottleneck when services eventually start running between Oxford and Bedford. A spokesman for the EWR Co said: ‘The East West Rail Alliance which built and delivered the new infrastructure between Bicester and Bletchley handed the line over to Network Rail on time and on budget. Now Chiltern has been officially appointed as their operator,  their driving training programme is now in full swing. As your readers will know it takes time to recruit and train the required number of drivers to operate a route and ensure they are fully route trained, particularly as this route is complex as it connects with the busy West Coast Main Line. ‘Chiltern are also completing fit out work at the stations such as Winslow to ensure everything is in place for the entry into service and are also preparing the Class 196s by applying livery and branding to these units. It was always the plan that after the announcement of the operator it would take around 9 months to put everything in place to begin services.’  Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

The start of train services between Bicester, Bletchley and Milton Keynes is set to be delayed until later this year, although test trains ran successfully on the line last October. The Department for Transport had already announced that Chiltern Railways, which is set to be renationalised by 2027, will provide the services using six Class 196 units, but at the time it did not reveal the start date. The update about a launch came during an event at the Railway Civil Engineers' Association in London yesterday. Uncertainty remains about the next stage of the project to upgrade the existing double track line between Bletchley and Bedford, which was the only section of the former Varsity Line to escape closure in British Rail days. Chiltern has been training crews with special movements between Bletchley High Level, Fenny Stratford and Bletchley depot, which involve reversing at Fenny Stratford. The training route includes the single line over Fenny Stratford viaduct, and the line is thought to be a candidate for doubling to avoid a bottleneck when services eventually start running between Oxford and Bedford. Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Colour light lineside signals are being removed for the first time on a commuter railway as digital train regulation expands. Signals will be removed between Moorgate and Finsbury Park over the weekend of 17 and 18 May, following the introduction of the European Train Control System on the route, which uses screens in the cabs to keep drivers informed. Work on ERTMS, which includes ETCS, is also continuing between Welwyn Garden City and Hitchin, where the new digital signalling will be tested at high speeds, while preparatory work will be carried out between Biggleswade and Peterborough. The high-speed tests on the Welwyn Garden City to Hitchin section will allow engineers to assess the new systems in ‘live’ mode. Network Rail is planning to bring them into service for normal traffic early next year. ETCS is already used on the central section of Thameslink, but traditional colour light signals have been retained as well. The system has also been used for more than a decade on the Cambrian lines between Shrewsbury and the Welsh coast. The work between Moorgate and Peterborough is part of the wider programme to install ERTMS between London King’s Cross and Stoke Tunnel, just south of Grantham, at the point where the four-track East Coast Main Line comes down to double line. When complete, the installation will be the first of its kind on a main line in Britain. Engineers will also take advantage of the closure to renew and refurbish track equipment near Hornsey and Huntingdon, and complete work on drains near Fletton. The various possessions mean that no trains can run between King’s Cross and Peterborough over the weekend of 17 and 18 May. Passengers travelling from further north will need to use rail replacement coaches between Peterborough and Bedford, and Thameslink trains from there to London St Pancras International. Network Rail is advising diverted East Coast passengers not to travel via Sheffield, Derby, Nottingham or Chesterfield to London, because these routes are already very busy. Network Rail's head of access integration for the East Coast Digital Programme Ricky Barsby said: ‘The testing work is another step towards the introduction of digital, in-cab signalling on the East Coast Main Line, enabling a more reliable and greener railway. The work will also see the removal of traditional signals on a stretch of commuter railway in London, pointing the way to the next generation railway. ‘We recognise the work will lead to journeys taking longer over that weekend. We would like to thank all those affected for their patience and understanding.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Planning permssion has been granted for a new £100 million station in Liverpool. The new station, Liverpool Baltic, is expected to stimulate further development in Liverpool’s growing Baltic Triangle district. Work is set to begin on highways improvements at the site of the new station later this year, and construction of the station itself should follow in early 2026. The target date for opening is the end of 2027. The station will be served by Merseyrail trains on the Northern Line. Liverpool City Region mayor Steve Rotheram said: ‘Planning permission was another major milestone for the Liverpool Baltic station scheme and I'm delighted we are now passed that and ready to get work underway. ‘This is another step in our vision to build a fully integrated London-style transport system. We’re extending Merseyrail to more communities with future stations already planned in Daresbury, Woodchurch and Carr Mill. I believe good quality public transport is a right, not a privilege. ‘For decades there were no new stations built on our network, so this is another major milestone in the development of the expansion of rail services in our region. It's not just about improving connectivity – it’s about creating new opportunities, connecting our communities to jobs, education, and each other, and contributing to a healthier, greener Liverpool City Region. ‘Investing almost £100 million at the heart of one of the UK’s most vibrant areas, will help to make this part of the city more accessible to all while easing congestion and helping us achieve our net-zero targets.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

Trains were running normally again this morning after a long weekend of upgrading the railway in many parts of the country.  Parts of the network affected by engineering possessions included Stockport, the Carlisle area, parts of Scotland and London Euston station, which was closed. Upgrades and repairs were also carried out at other sites in the south of England. One upgrade at London Paddington overran, but all lines have now been reopened, although delays or cancellations are still possible this morning on the lines to Reading and Heathrow. Even though the trains are back today there will be more disruption in less than two weeks from now, when more work will be carried out over the early May Bank Holiday weekend. There will be more work on signalling north of Carlisle and Euston will be closed again, along with projects at other worksites. Network Rail North West and Central region capital delivery director Christian Irwin said: ‘We’ve invested millions of pounds to improve future journeys on the West Coast Main Line north this Easter, at a time of year when we know passenger numbers are lower so we can minimise disruption to one of the country’s most important rail routes.’ Kent route director David Davidson said: ‘This Easter we’ve continued to upgrade the railway for passengers with major projects in the Battersea and Lewisham areas, and between Eastbourne and Hastings. ‘We also took the opportunity to do some landslip prevention works at Chislet, on the line between Canterbury West and Minster, where because of increased rainfall as a result of climate change, the railway cutting is unlikely to withstand another winter. By doing this work over Easter we’ve been able to keep the railway open for longer, with fewer weekend closures being needed in the near future.’ Do you have a comment on this story? Please click here  to send an email to Platform at Railnews. Moderated comments will be published on this site, and may also be used in the next print edition.

The Railnews website is taking an Easter break, and will be back on 22 April. The next print edition of Railnews will be published on 9 May. This is one day later than usual because of the early May Bank Holiday, when our printers take a break too. We hope you have an enjoyable Easter weekend..