Peter #8 - ECML Modernisation
The East Coast Main Line is Britain’s flagship main line, with a length of 393 miles between London Kings Cross and Edinburgh Waverley, with a secondary main line from Doncaster via Wakefield to Leeds. It is noted for both it’s high speed of 125 mph and also the sheer amount of tunnels on the route, particularly on the southern stretch of line, indeed Gasworks Tunnel is located immediately north of Kings Cross and then it is quickly followed by Copenhagen Tunnel.
A few miles along the line is New Barnet Tunnel and then uniquely the station of Hadley Wood is sandwiched between both Hadley South and Hadley North Tunnels, which are then proceeded by the two Potters Bar Tunnels. Between Digswell and Woolmer Green, the quadruple track narrows to a pair of tracks nicknamed ‘The Welwyn Bottleneck’. This congested piece of line features Digswell Viaduct, which is immediately followed by Welwyn North Station and then both Welwyn Tunnels. Additionally, from Alexandra Palace the Hertford Loop line diverges, serving small villages such as Enfield Chase, Cuffley as well as Hertford North; which can also be used to divert trains during engineering works on the East Coast Main Line. This line rejoins the East Coast Main Line just south of Stevenage.
A few miles along the line is New Barnet Tunnel and then uniquely the station of Hadley Wood is sandwiched between both Hadley South and Hadley North Tunnels, which are then proceeded by the two Potters Bar Tunnels. Between Digswell and Woolmer Green, the quadruple track narrows to a pair of tracks nicknamed ‘The Welwyn Bottleneck’. This congested piece of line features Digswell Viaduct, which is immediately followed by Welwyn North Station and then both Welwyn Tunnels. Additionally, from Alexandra Palace the Hertford Loop line diverges, serving small villages such as Enfield Chase, Cuffley as well as Hertford North; which can also be used to divert trains during engineering works on the East Coast Main Line. This line rejoins the East Coast Main Line just south of Stevenage.
In 1958, British Railways ordered twenty 2 carriage length Class 105 DMU trains from Cravens to work local suburban trains between London Kings Cross and Cambridge. Both the Class 31 Diesel Electric locomotives and Class 105 DMU trains directly replaced steam locomotives, such as the Gresley 0-6-2T Class N2 Tanks.
From 1963 onwards, British Railways replaced the seventy eight Gresley Class A3 pacific steam locomotives, such as ‘Flying Scotsman’ and the thirty five Gresley Class A4 streamlined pacific steam locomotives, such as ‘Mallard’, with some Brush/Sulzer Class 47 Diesel locomotives and twenty two Class 55 Deltic locomotives, which were powered by a pair of powerful Napier Deltic marine engines. At the time, with 3,300 horsepower per loco, the Deltics were the most powerful Diesel locomotives to be built.
The electrification of the London Kings Cross – Hertford Loop/Potters Bar - Royston inner suburban route was developed over the mid 1970s, following the completion of the electrification of the West Coast Main Line between Crewe and Glasgow inn 1973. It was in 1976 that this first initial phase was electrified and British Rail built sixty four, 3 carriage length, dual voltage, 75 mph capable Class 313 EMU trains to work the all stations service between Moorgate – Hertford Loop – Stevenage and Moorgate – Potters Bar – Welwyn Garden City. The Northern City Line between Moorgate – Drayton Park ceased to be part of London Underground’s Northern line, so the centre negative rail was removed and voltage increased from 630 Volts DC to 750 Volts DC, as the ceiling of the tunnel is too low for overhead live cantenary cables.
For semi fast, outer suburban services between London Kings Cross – Potters Bar – Royston, British Rail built twenty six, 4 carriage length Class 312 EMU trains – these were the last slam door multiple unit trains British Rail built.
A phased introduction of the High Speed Train/InterCity 125 between 1976 and 1978 saw the withdrawal of the Class 55 Deltic locomotives.
The mid 1980s saw the Tory government approve the complete electrification of the East Coast Main Line. This was carried out in phases, with Hitchin – Peterborough being completed in 1987, followed by Doncaster to Leeds/York in 1989, Newcastle in 1990 and finally Edinburgh. British Rail built twenty four, 4 carriage length Class 317/2 EMU trains in 1984 – 86 for outer suburban services London Kings Cross – Cambridge/Peterborough and thirty one 6,480 horse power Class 91 AC Electric Locomotives complete with Metro Cammell Mark 4 carriages and Driving Van Trailers (or DVT for short) for InterCity East Coast services, which were built 1989 – 1991.
1991 saw the cascade of the original Class 317 from Northampton Line to both Great Northern and West Anglia sub-sectors of Network SouthEast.
InterCity East Coast became known as GNER from April 1996 and in January 1997, both Great Northern and West Anglia sectors of Network SouthEast was awarded to Prism Rail (later National Express), who branded the operations as WAGN Railway.
It was during 1997 that the 100 mph capable, Class 365 Networker Express EMU train fleet was introduced onto the Great Northern side of WAGN Railway.
Between 1998 – 1999, WAGN Railway refurbished the twenty four Class 317/2 EMU trains at Railcare Wolverton. This refurbishment saw the interiors striped to bare body-shell and refitted with carpets throughout each train and 2+3 seating replaced by 2+2 bespoke high back seating throughout as well, plus the original slab lighting diffusers were replaced by twin tubes of florescent lighting. This made them similar interiors to the Class 365 Networker Express EMU trains. Externally they were painted in a new livery similar to South West Trains – a blue sole bar, white bodyside with charcoal grey window surrounds and red doors to comply with the 1998 Disability Discrimination Act. Finally they were reclassified from Class 317/2 to Class 317/6, thus renumbered from 317349 – 317372 to 317649 - 317672. At around the same time, the Class 313 were also given an interior refurbishment with fitment of DIPTAC ‘easy to see, easy to press’ yellow circular passenger door controls, new flooring, the removal of the low back seating replaced by bespoke high back seating and new yellow sanchlions.
From 1 April 2004, all twenty four Class 317/6 EMU trains, along with thirty six original Class 317 EMU trains were removed from Great Northern sector to only work West Anglia routes, as West Anglia no longer shared trains with Great Northern. WAGN carried out a light refresh to the interiors of the remaining twelve Class 317 EMU trains, with new flooring, retrimmed seat covers, repainted dado side panels, window frame surrounds and wall ends.
First Group took over from WAGN on 1 April 2006 and renamed the franchise ‘First Capital Connect’. In May 2007, the company commenced an interior refresh to the Class 365 Networker Express EMU train fleet. This was followed by the Class 313 EMU trains and finally in 2010, the Class 317 EMU train fleet.
During 2010 thirteen, 4 carriage length Class 321 were transferred from London Midland to First Capital Connect and they were given a much needed interior refresh.
Peter.
