Thameslink Programme, London, United Kingdom

The original Thameslink project led to through passenger trains being introduced on a core route between Bedford and Brighton via central London in 1988. Using the southern end of the Midland Main Line and the classic Brighton line south of Croydon, it was the first substantial service to pass through the capital, as opposed to enforced transfers for travellers between the termini established around the edge of central London by private companies in the mid-19th century.

South-east England is the country's economically dominant region and stations in the London area are the start or finishing point of around 70% of UK rail journeys.

A plan to enlarge upon the runaway success of the initial project by incorporating more lines north and south of the Thames and increase overall capacity was formulated as Thameslink 2000.

This title contained the intended opening date, something to become an embarrassing indication of reluctance to fund the scheme and ensuing delay.

Rising passenger numbers for leisure travel as well as for commuting has however sustained the pressure to increase rail capacity across the south-east.

THE PROJECT

By mid-2007 the required planning permissions and funding approval had been received for the £5.5bn project. Now called the Thameslink Programme, the revived scheme is under the direction of British infrastructure operator Network Rail. The first phase began in October 2007 with a ceremonial start of works at Luton Airport Parkway; one of around 50 stations outside London where platforms will need lengthening to accommodate 12-coach trains, ending the present eight-coach limit.

The longest extra routes to be incorporated under Thameslink will be those currently operating from London Kings Cross to the East Coast Main Line station of Peterborough (76 miles/122km) and Kings Lynn (99 miles/159km) via Cambridge. Destinations in southern England likely to be added to the system include Guildford, Eastbourne, Dartford and Ashford. In all, the number of stations within the new Thameslink framework should be around 150.

INFRASTRUCTURE

The infrastructure that originally facilitated and remains central to Thameslink is a largely tunnel section from a divergence from the Midland mainline north of St Pancras, through Farringdon to Blackfriars station, where there is access to lines south of the Thames. Replacing Kings Cross Thameslink, the much larger in-tunnel station at St Pancras International opened during 2007.

Part of the original service, the short branch to Moorgate in 'the City', London's leading financial district, will close permanently in December 2008 as part of the modifications needed at junction station, Farringdon. This will retain its significance as the changeover point for trains between the two electrical systems, 25kV overhead to the north, 750V dc third-rail to the south. The share of the project allocated to infrastructure amounts to £3.55bn.

The most visible infrastructure change will be the renewal of Blackfriars station with platforms extending the length of Blackfriars Bridge, in the process adding an entrance on the south bank of the Thames.

Rebuilding of junctions and a new bridge at Borough Market (to be built 2009–2011) to reduce the current conflict between Charing Cross and Thameslink services are key infrastructure works in terms of increasing throughput.

With reference to the 2012 London Olympics, the project is structured to provide the capability for 12-coach operation on the Brighton-Bedford section by 2011.

ROLLING STOCK

Dedicated stock on current Thameslink operations are four-car Class 319 units delivered 1987–1990. They incorporate the capability of evacuating passengers through end doors in the event of emergencies in tunnel sections and dual system operation for the two types of electrical system.

These basic requirements will also apply to a new fleet for the future operation, a procurement process for which was launched in April 2008. Expressions of interest are sought by mid-2008 from would-be suppliers for between 900 and 1,300 coaches; there are 720 coaches deployed in Class 319 formations on the current Thameslink.

The £1.14bn contract should be awarded in summer 2009, with deliveries between 2012 and 2015. As this procurement overlaps with that for the very large future Intercity Express Programme (IEP) high-speed train, it is probable that the scale of the two orders mean that they would go to different companies or consortia. Likely bidders include Bombardier, Siemens, Hitachi and, having withdrawn their interest from IEP, Alstom. The contract will include a maintenance element.

SIGNALLING/COMMUNICATION

Resignalling will be according to systems standard on the constituent lines. The reconstruction and resignalling will enable the throughput of trains on the central section, which will be raised from the present limit of eight per hour to 24 in each direction, an increase needed for the new paths needed to create the Thameslink network.

The wider scope and capacity of Thameslink should have the effect of reducing loadings on some mainline services to termini and Transport for London Underground lines. Redirection of Peterborough and Cambridge line trains via tunnels created as part of the St Pancras International High Speed 1 works will also significantly free up capacity at Kings Cross.

THE FUTURE

The target date for opening the second-generation Thameslink is the end of 2015, when a single franchise for the enlarged system is due to become operational. The current franchise held by the First Group (as First Capital Connect, which also covers affected lines from Kings Cross) expires before the new Thameslink goes live and the future operator is unknown.

Before the First Capital Connect name was applied, the previous operating company and the service were both titled Thameslink, the term surviving in common usage and in some station names. It is possible that this could be restored as the operating brand under future franchise arrangements.

As relatively modern units, the Class 319 should become deployed elsewhere in the UK. Consultation is due from 2013 in respect of finalising the exact route structure for the 2015 start of services.

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