Peter Skuce Reports - (5B - WCML)
SEE YESTERDAY'S POST FOR PART 1 OF THE WCML MODERNISATION, TAKING YOU UP TO THE EIGHTEES!
In 1982 Milton Keynes Central station opened and was to become a major interchange station between suburban and intercity express services.
Also in 1984, Watford Junction was completely rebuilt with the demolition of the Victorian buildings and replaced by modern buildings. KingsLangley station was rebuilt during the mid 1980s due to theruction of the M25 motorway
During the mid 1980s British Rail constructed fifteen Class 90 AC Electric Locomotives to replace ageing and unreliable Classes 81 and 85 AC Electric Locomotives. The Class 90 was supposed to be a development of the Class 87, however the Class 90 were not as reliable as the Class 87 as the electrical components were poorly placed within the body shell of the Class 90 from an engineer’s point of view. British Rail built Mark 3B Open First vehicles, with APT derived interiors – InterCity 80 seats and improved interior saloon lighting diffusers, to replace Manchester Pullman Mark 2 carriages and other Mark 2 Open First vehicles that got cascaded onto InterCity Anglia (London Liverpool Street – Chelmsford – Colchester - Ipswich – Norwich) as well as InterCity introducing more Pullman services. At the same time, British Rail built the Mark 3 DVT vehicles to replace ageing brake carriages (plus also having to avoid loco running round the train at terminal stations) and repainted and refurbished the remaining Mark 3 carriages into InterCity swallow black with grey and red stripe livery. In the main, both Classes 87 and 90 worked Anglo – Scottish trains, whilst Class 86 worked London – West Midlands services due to their lower top speed.
In 1988 the St Albans Abbey – Watford Junction branch line, known as the Abbey Flyer was electrified and following electrification saw Class 313 working services.
The Class 310 working the London Euston – Birmingham New Street route were replaced by Class 317 with a top speed of 100 mph (bringing both gangways to access the two toilets and First Class cabins for First Class commuters), themselves displaced following the introduction of Class 319 on Thameslink services during 1988. During their time on the West Coast Main Line, the Class 317 were slowly externally repainted in Network SouthEast livery and internally received a seat retrim into ‘blue blaze’ moquette. They (the Class 310) found a new lease of life working London Fenchurch Street – Southend line.
Network SouthEast ordered thirty six, 4 carriage length Class 321/4 Northampton Line EMU trains. Each train has a First Class cabin with 28 seats and provision for 270 in Standard Class. They are powered by four Brush TM2141C traction motors and have a maximum speed of 100 mph.
Eventually the Class 310 were replaced from their West Midlands services by brand new Class 323 EMU trains in 1993.
Then during the second modernisation of the West Coast Main Line between 2003 – 2005, Virgin Trains replaced the electric locomotive hauled Mark 2 and Mark 3 trains with fifty brand new Alstom Class 390 Pendolino EMU trains (with every single one of them featuring a buffet in Standard Class and a kitchen in First Class). Also similarly London Midland have replaced Class 321 with Siemens Class 350 Desrio EMU trains. With both types of train introducing enhanced accommodation and facilities for disabled passengers. The signalling was upgraded to permit an increase in line speed from 110 – 125 and overhead live wire equipment was renewed.
Peter Skuce. Next Post Is The 10th, By J
