Published in the June 1979 issue of The Railway Magazine, this archive article reports on progress with the electrification of the Moorgate/St. Pancras–Bedford line. The article describes work underway, engineering developments and infrastructure improvements as they stood at the time of publication.
Bedford Electrification on Schedule
Work underway between Moorgate, St. Pancras and Bedford
WORK on the electrification of the Moorgate/St. Pancras–Bedford line of London Midland Region, British Railways, which started in the autumn of 1976, is on schedule for commencement of service between Bedford and Moorgate in January 1982. Once suburban trains have been diverted beyond Kentish Town along the Moorgate branch, the track layout at St. Pancras will be rationalised so that resignalling and electrification into the terminal platforms can be completed by May 1982. From that date, most suburban trains will still run to Moorgate but a few will terminate at St. Pancras; Inter-City trains will continue to be diesel-hauled.
Essentially there are four tracks from St. Pancras to Bedford, 50 miles, with a three-mile double-track branch to Moorgate, mostly in tunnels, that dives under St. Pancras and then runs parallel to London Transport’s Metropolitan Line. Moorgate’s surviving two Mondays–Fridays Midland d.m.u. trains in each direction were withdrawn after May 11 this year so that contractors can work uninterrupted: track will be relaid with substantial lengths of paved concrete slab.
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Track improvements and signalling
Slab track also is being laid alongside a high retaining wall at Kentish Town to carry what will become the fast tracks. This method reduces the depth of excavation necessary when lowering the track to provide clearance for the 25 kV catenary. On the open line, 25 bridges are being rebuilt for the same reason.
Track improvements between London and Sharnbrook, seven miles north of Bedford, include eight major 40–50 m.p.h. crossover junctions to replace twelve existing ones with 15 m.p.h. restrictions. Realignment of curves at other locations will further raise speed limits.
Its 89 ft.-long operating console panel was delivered during February to the new signalbox building at West Hampstead and is now being wired-up to equipment in the relay room below. Colour-light signals and power-operated points already installed along the route are being worked from existing manual boxes until West Hampstead is commissioned in seven stages until the autumn of 1981. First stage will be brought into use between Leagrave and St. Albans in October this year, followed by the St. Albans–Hendon section in December.
Electrification works and station alterations
Erection of steelwork to carry overhead equipment began at the Bedford end in January and installation of the wiring was due to start in May. Specially-equipped excavating/drilling and concreting works trains so far have completed nearly half of the 4,273 foundation holes needed to take the steel masts.
New station buildings at Bedford Midland have been completed, but further major realignment of tracks through the station area—to point towards St. Pancras rather than Kings Cross, their original destination!—cannot start until 14 carriage servicing sidings to the south have been completed and the St. Johns branch line diverted from the present route through the old, adjacent station. (Meanwhile, demolition of the latter has been partly halted pending a decision whether a section of platform canopy or ornate wrought-iron roof supports should be listed for preservation.) Radlett Station is being rebuilt; Luton has an extra platform to give improved turnround facilities for local trains; and a new reversing siding is being provided at St. Albans City.
Depot developments and rolling stock
At Cricklewood Traction & Maintenance Depot work is in progress on the extensive reconstruction needed for servicing the new fleet of electric trains and present Inter-City locomotives and rolling stock.
A six-track shed is nearing completion at the north end of the depot to replace the almost life-expired building at the south end. A new signalbox will control train movements within the depot, where the track layout also is being extensively altered.
Unlike the Great Northern suburban scheme completed three years ago, the Midland will have only one type of electric multiple-unit train, comprising 48 four-car sets designated class “317”, to be built at the York and Derby works of BREL. Each will seat 272 second- and 22 first-class passengers. There will be through communication within and between units, air-operated sliding doors, pressure-ventilation with double-glazed windows, and a public address system. Two lavatories on the composite trailer will retain effluent to avoid fouling the underground stations and tunnels.
Preview special
To show regular travellers the progress of electrification work between London and Bedford, a “preview special” with commentary was run on Sunday, April 8, for season-ticket holders, free of charge.
