East Midlands Railway
East Midlands Railway (EMR) is a British train operating company owned by Transport UK Group, providing passenger rail services across the East Midlands region and connecting it to London, northern, and central England.[1][2] Launched on 18 August 2019, EMR succeeded the previous franchise holder, East Midlands Trains, under an eight-year agreement initially awarded to Abellio (now part of Transport UK), with a focus on enhancing service frequency, introducing new rolling stock, and supporting regional connectivity.[3][4] Its core intercity route runs high-speed services from London St Pancras International to Sheffield via key East Midlands hubs including Leicester, Derby, and Nottingham, while regional lines link to Manchester, Liverpool, and other northern destinations, serving over 100 stations in total.[5][6] EMR operates a fleet including Class 222 Meridian tilting trains for intercity duties and plans for bi-mode multiple units to enable diesel-electric operation amid delayed Midland Main Line electrification, though the operator has encountered criticism for reliability issues, such as frequent delays and overcrowding, as evidenced by Office of Rail and Road performance data showing variable punctuality rates.[7][8][9] Despite these challenges, EMR has pursued initiatives like fare enforcement recovering significant revenues from ticketless travel and incremental service expansions, positioning it as a key player in the UK's privatized rail network amid ongoing debates over franchise management and infrastructure upgrades.[10][11]History
Franchise award and initial operations (2019)
The East Midlands rail franchise was awarded to Abellio East Midlands Limited on 10 April 2019 by the Department for Transport, following a competitive tender process.[12] Abellio, a subsidiary of the Dutch state railway Nederlandse Spoorwegen, outbid competitors including Stagecoach to operate services branded as East Midlands Railway (EMR), replacing the incumbent East Midlands Trains franchise held by Stagecoach since 2007.[3] The award was subject to regulatory review by the Competition and Markets Authority to ensure compliance with merger control provisions.[13] Under the eight-year direct award contract commencing 18 August 2019 and running until 21 August 2027, with potential two-year extensions, Abellio committed to investing over £600 million in network enhancements.[14] [15] This included £400 million for 33 new Hitachi bi-mode intercity trains to boost capacity and speed on routes to London St Pancras, complementing government upgrades to the Midland Main Line.[16] Additional pledges encompassed station refurbishments, increased service frequency, and improved accessibility to maximize passenger benefits.[17] Initial operations began seamlessly on 18 August 2019, with EMR assuming control of services using the inherited fleet, including repainted Bombardier Class 222 Meridians for intercity routes.[18] The operator introduced its new branding and livery, with the first EMR-liveried train entering service on 19 August.[19] Early timetable tweaks prioritized better connectivity between regional hubs like Nottingham, Derby, and Leicester, alongside preparatory work for future rolling stock integration, without significant service interruptions.[20] A formal launch event at St Pancras International underscored commitments to a "new era" of reliable travel.[21]COVID-19 impacts and franchise suspension
The COVID-19 pandemic severely disrupted East Midlands Railway (EMR) operations starting in early March 2020, as national lockdowns and travel restrictions caused passenger volumes across UK rail networks to plummet by over 90% at peak periods, with journeys falling 92.7% in the second quarter of 2020 compared to 2019.[22] EMR responded by introducing a reduced timetable from 23 March 2020, limiting intercity services to one train per hour on principal routes such as London St Pancras to Sheffield, while maintaining essential regional connections at lowered frequencies to align with drastically reduced demand and government guidance on key worker travel.[23] [24] To avert operator insolvency amid collapsed ticket revenues, the Department for Transport (DfT) suspended standard franchise payment obligations across England on 23 March 2020, shifting all revenue and cost risks to the government and effectively placing franchised operators under state management.[25] EMR entered into an Emergency Measures Agreement with the DfT on 31 March 2020, which amended its franchise terms to incorporate these protections, including reimbursement for eligible operating costs and suspension of performance-based penalties.[26] Additional protocols were enforced, such as enhanced station and train cleaning, reduced capacity to facilitate two-meter social distancing, and compulsory face coverings for passengers and staff from 15 June 2020, in compliance with evolving public health mandates.[27] As restrictions persisted into autumn 2020, EMR further adjusted timetables, with regional services amended from 26 October to account for second-wave pressures, though intercity routes saw partial recoveries tied to phased reopenings.[28] The DfT transitioned to an Emergency Recovery Measures Agreement for EMR effective 19 September 2020, extending financial support mechanisms with fixed management fees and performance incentives amid ongoing revenue shortfalls estimated at billions across the sector.[29] [27] By late 2021, services were progressively restored toward pre-pandemic levels, supported by government subsidies totaling over £14 billion in operational aid to franchised operators from March 2020, though EMR's franchise remained under this suspended model without return to commercial risk-sharing.[30]Industrial disputes and operational disruptions
Industrial disputes at East Midlands Railway (EMR) escalated from 2022 onward as part of national rail sector conflicts led by the Rail, Maritime and Transport Union (RMT) and the Associated Society of Locomotive Engineers and Firemen (ASLEF), primarily over demands for pay rises exceeding inflation rates, unaltered working conditions, and resistance to proposed changes in contracts and driver training protocols. ASLEF members, representing train drivers, rejected operator offers of 4% pay increases for both 2022 and 2023, deeming them insufficient amid cumulative inflation exceeding 20% since 2019, leading to ballot approvals for ongoing action extending into 2024. RMT actions focused on guarding against job losses and alterations to terms, with strikes triggered by stalled negotiations where unions prioritized above-inflation settlements despite industry subsidies and post-pandemic revenue shortfalls constraining operator budgets. These demands clashed with operational imperatives for cost control and efficiency reforms, as rail firms argued that unrestricted concessions would exacerbate taxpayer burdens without addressing underlying productivity issues. Key disruptions included full cancellations of EMR services on October 5, 2022, due to coordinated RMT strikes across multiple operators, leaving no trains running on the network and stranding passengers reliant on East Midlands routes. ASLEF actions in early 2023, such as strikes on February 1 and 3, combined with national dates in May and September, resulted in significantly reduced timetables, with most services suspended and overtime bans further curtailing operations through December 2023 via rolling strikes affecting cross-border lines. By February 2024, EMR drivers voted overwhelmingly to extend ASLEF strikes through August, perpetuating cycles of near-total shutdowns on designated days, which disrupted thousands of commuters and intercity travelers daily—mirroring broader rail strike impacts where nearly 20% of UK respondents reported travel alterations in late 2022 to early 2023. Such halts prioritized union leverage over service reliability, compounding passenger inconvenience without resolving fiscal mismatches between wage expectations and recoverable revenues. EMR's responses emphasized minimal contingency operations, advising non-essential travel avoidance and issuing refunds for cancelled tickets, while engaging in national-level talks that yielded no franchise-specific breakthroughs by mid-2024. Operators like EMR implemented reduced service skeletons where feasible, but the scale of driver and guard participation rendered most routes inoperable, incurring substantial unquantified revenue losses per incident amid fixed infrastructure costs. Negotiations highlighted causal tensions: unions framed actions as defenses against real-terms pay erosion, yet empirical data on strike economics showed disproportionate harm to non-union passengers and supply chains, with limited evidence of accelerated settlements from prolonged disruptions. Despite government mediation pushes, deadlocks persisted, underscoring how union strategies, effective in securing eventual ASLEF gains nationally by May 2024, nonetheless prioritized short-term militancy over sustained operational stability.Ownership changes and franchise extensions
In March 2023, the management team of Abellio UK completed a buyout of the company's UK operations from its Dutch state-owned parent, Nederlandse Spoorwegen, renaming it Transport UK Group; this transfer included full control of East Midlands Railway (EMR), returning the franchise operator to domestic ownership after years under foreign state influence.[31][32] The transaction, approved by regulators, preserved continuity in EMR's management and service delivery without immediate disruptions, reflecting a strategic shift toward independent UK-based leadership amid evolving private rail operations.[33] The original EMR franchise, awarded to Abellio in August 2019 for an eight-year term ending in 2027, faced suspension in March 2020 due to COVID-19 impacts, with operations funded through government emergency measures rather than revenue-based payments.[26] In response, the Department for Transport issued direct awards under National Rail Contracts, extending EMR's authority first to October 2022 and subsequently establishing a core term until October 2026, with an optional extension to 2030; these arrangements bypassed competitive tendering to stabilize services during recovery and rail reforms.[34] Such extensions aligned with the Williams-Shapps Plan for Rail, prioritizing operational reliability over franchise competition while deferring major structural changes. As of October 2025, EMR continues under Transport UK's private management, but UK government policy mandates transition to public ownership via Department for Transport-operated entities upon contract expiry around 2027, part of a phased renationalization completing by late 2027 that ends private franchising for most operators.[35][36] This process, enacted through the Passenger Railway Services (Public Ownership) Act 2024, positions EMR among the final holdouts—alongside Avanti West Coast and CrossCountry—before full state integration under Great British Railways, amid debates over private efficiencies versus public accountability in rail delivery.[37]Recent developments (2023–2025)
In early 2025, East Midlands Railway initiated a £23 million refurbishment programme for its fleet of 44 Class 170 regional trains, with the first revamped unit entering service on 15 April, featuring new seating, upgraded toilets, refreshed flooring, and enhanced passenger information systems.[38] This was followed in July by the launch of a £60 million broader regional fleet overhaul, including the first refurbished Class 158 unit on 24 July, which incorporated new seat foams, tabletops, carpets, and updated branding to improve passenger comfort on regional routes.[39] The operator planned to complete these upgrades across its regional diesel multiple units through 2025 and 2026, addressing wear on vehicles averaging 25 to 35 years old while new replacements faced delays.[40] Refurbishment efforts extended to the EMR Connect fleet, with the first upgraded units scheduled for introduction in autumn 2025, coinciding with planned timetable adjustments for leaf-fall disruptions from late October.[41] On 19 August 2025, EMR announced a "New Era" of over £600 million in investments, encompassing station enhancements, timetable expansions for more frequent services, and accelerated rollout of electric operations, including regular Corby-London and Luton Airport Parkway connections via leased Class 360 units.[17][42] A preview event for the incoming Aurora bi-mode fleet on 1 October highlighted further upgrades for intercity reliability, though full deployment remained pending testing resolutions from earlier delays.[43] In July 2025, the UK government indefinitely paused the next phase of Midland Main Line electrification north of Wigston, citing escalating costs and prioritisation of other schemes, despite prior completion of southern segments.[44][45] This decision, announced on 8 July, compelled EMR to prolong reliance on refurbished diesel and bi-mode trains, such as the delayed Class 810 units now targeted for service entry in September 2025, potentially forgoing £400 million in economic benefits and 5,000 jobs tied to full electrification.[46][47] Regional leaders criticised the pause for undermining decarbonisation and capacity goals, with no firm resumption timeline provided.[48] A December 2025 timetable recast proceeded regardless, aiming to extend select regional services like Matlock to Cleethorpes for better connectivity.[49]Services
Intercity services
East Midlands Railway operates intercity services along the Midland Main Line, connecting London St Pancras International to key destinations including Leicester, Nottingham, Derby, and Sheffield.[2] These services provide direct, high-speed links emphasizing long-distance travel between the capital and northern England.[50] Services from London St Pancras run at frequencies of up to four trains per hour during peak periods, with journey times to Nottingham averaging 1 hour and 32 minutes and to Sheffield taking approximately 2 hours and 1 minute.[2] [51] [52] First trains depart London around 05:27, with the last service at 23:35, maintaining consistent hourly or better intervals to support commuter and business demand.[51] Some services extend beyond Sheffield toward Leeds, enhancing regional intercity connectivity.[53] At London St Pancras, these routes integrate with High Speed 1, enabling seamless transfers to Eurostar services for onward international connections to Paris, Brussels, and Amsterdam, thereby facilitating broader economic and travel links across Europe.[2] To accommodate ongoing electrification of the Midland Main Line, which currently reaches only as far as Wigston south of Leicester, East Midlands Railway plans to deploy bi-mode trains capable of operating on both electric and diesel power for these intercity routes starting in 2025, with potential delays extending entry into service until 2026.[54] [8] This transition aims to reduce reliance on diesel north of the electrified section while maintaining service reliability and extending effective range without infrastructure changes.[55] A revised timetable effective December 14, 2025, incorporates opportunities for additional intercity capacity aligned with these operational enhancements.[56]Regional services
East Midlands Railway's regional services operate intra-regional routes connecting Derbyshire, Leicestershire, and Nottinghamshire, facilitating short-distance travel between urban centers and smaller towns without extending into long-haul intercity operations. Principal routes include the Derby–Nottingham line, which links Derby in Derbyshire with Nottingham in Nottinghamshire via intermediate stations such as Spondon and Beeston, and the interconnected Leicester–Nottingham–Derby corridor serving Leicestershire's capital with bidirectional services. These lines support connectivity to peripheral areas, such as the Nottingham–Matlock branch extending into Derbyshire's Peak District, stopping at towns like Belper, Cromford, and Matlock for access to rural and tourist sites.[53][57] Frequencies on these routes typically provide hourly or better service during peak periods, with the Derby–Nottingham segment operating multiple daily trains in both directions from Monday to Sunday, as outlined in the regional timetable effective from 18 May to 13 December 2025. The services utilize diesel multiple units suited for non-electrified lines, emphasizing reliability for commuter flows between Derby, Nottingham, and Leicester, where short-distance trips predominate. These operations enable daily workforce mobility in manufacturing and service sectors concentrated in the East Midlands, alongside leisure travel to heritage sites and countryside destinations.[58][57] A revised timetable implemented on 14 December 2025 enhanced regional services by adding more trains and journey opportunities, alongside a 50% increase in carriage capacity since 2019 through fleet refurbishments, aimed at boosting performance and accommodating demand growth. These adjustments addressed prior issues with short-formed trains on high-utilization routes, prioritizing operational robustness over expansion into distant regions.[56][59]Connect and airport express services
EMR Connect provides semi-fast passenger services between London St Pancras International and Corby, calling at Kettering, Wellingborough, Bedford, Luton, and Luton Airport Parkway.[2] Trains operate every 30 minutes in each direction throughout the day, utilising four-car Class 360 electric multiple units, often coupled to form eight-car formations for increased capacity.[60] [61] The service commenced in May 2021 following the electrification of the Midland Main Line to Corby, replacing diesel-operated trains and offering reduced journey times compared to prior regional patterns.[61] The Luton Airport Express branding integrates these services with airport access, with trains stopping directly at Luton Airport Parkway station, followed by a four-minute connection via the Luton DART peoplemover to the terminal.[62] [63] Journey times from London St Pancras to Luton Airport Parkway total as little as 32 minutes, with services running seven days a week.[64] Fares for the full London to Luton Airport journey, inclusive of the DART transfer, start at £10 when booked in advance.[65] As of 2025, the Class 360 fleet dedicated to EMR Connect is undergoing a refurbishment programme within EMR's £60 million investment in regional and Connect rolling stock.[39] Upgrades include new seat foams and covers, tabletops, carpets, vestibule flooring, enhanced luggage space, improved accessibility features, and first-class reconfiguration to 2+1 seating, alongside updated branding and decals.[60] These modifications aim to better accommodate commuter, leisure, and airport passenger needs, with refurbished units entering passenger service progressively from mid-2025.[39]Rolling Stock
Current fleet
East Midlands Railway operates a fleet comprising diesel-electric multiple units for intercity and regional services, alongside electric multiple units for its Connect operations, totaling over 200 vehicles as of October 2025. The majority of the fleet relies on diesel propulsion due to incomplete electrification on key routes like the Midland Main Line, resulting in higher carbon emissions compared to fully electric alternatives—diesel units emit approximately 20-30 grams of CO2 per passenger-kilometer versus under 10 grams for electric trains under the UK grid mix. Refurbishment programs initiated in 2024-2025 have extended the service life of older units, incorporating new interiors, improved accessibility, and efficiency upgrades to mitigate reliability issues from aging stock dating to the 1990s and early 2000s.[66][67] The intercity fleet centers on Class 222 Meridian diesel-electric multiple units, with 22 five-car sets in service following the transfer of five units to other operators in mid-2025; these tilting trains achieve speeds up to 125 mph and feature advanced aerodynamics for enhanced fuel efficiency of around 4-5 miles per gallon under load. Regional services utilize Class 170 and Class 158 diesel multiple units, with 44 Class 170s (27 two-car and 17 three-car formations providing 130-200 seats per unit) and 26 two-car Class 158s (each seating 138 passengers), both undergoing £60 million refurbishments including new seating and Wi-Fi to address passenger complaints about dated interiors. Connect services employ 21 four-car Class 360 electric multiple units, capable of operating in 4-, 8-, or 12-car configurations for up to 300 seats per train, benefiting from lower operating costs and emissions on electrified branches.[68][69][67][70][60]| Class | Quantity | Formation | Capacity (seats) | Propulsion | Primary Use | Recent Refurbishments |
|---|---|---|---|---|---|---|
| 222 | 22 units | 5-car | ~270 per unit | Diesel-electric | Intercity | N/A (newer stock) |
| 170 | 44 units | 2/3-car | 130-200 per unit | Diesel | Regional | £23m interior upgrade (2025) |
| 158 | 26 units | 2-car | 138 per unit | Diesel | Regional | Part of £60m program (2025) |
| 360 | 21 units | 4-car | ~200 per unit | Electric | Connect | £27.6m refresh including 2+2 seating (ongoing 2025) |