MML Electrification: progress updates

[hwl]

I have no info on this, but would be very surprised if the 700s go to Corby. There’s barely enough capacity in the fleet as it is.

Agreed 2+2 =5 territory.
electric trains coming to Corby = must be extending Thameslink and using 700s

 

[richieb1971]

If Thameslink terminate at Bedford, I would not be happy for the terminators to utilize Bedford platforms. Having THL go to Corby is a win win as it makes Bedford a through station and relieves a bit of congestion and puts that pressure onto a line which is not used north of Corby for passenger traffic and Corby already has provisions to store EMU's. Eventually, Bedford will need better provisions for storing terminating trains.

 

[Bromley boy]

If Thameslink terminate at Bedford, I would not be happy for the terminators to utilize Bedford platforms. Having THL go to Corby is a win win as it makes Bedford a through station and relieves a bit of congestion and puts that pressure onto a line which is not used north of Corby for passenger traffic and Corby already has provisions to store EMU's. Eventually, Bedford will need better provisions for storing terminating trains.

Thameslink already does terminate at Bedford.

Bedford has carriage sidings and Cauldwell depot. What on earth would be the point of extending Bedford terminators another 30 miles or so north to serve a sparsely used destination, when the whole point of TL is to focus on the busy commuter stations further south?

 

[richieb1971]

Thameslink already does terminate at Bedford.

Bedford has carriage sidings and Cauldwell depot. What on earth would be the point of extending Bedford terminators another 30 miles or so north to serve a sparsely used destination, when the whole point of TL is to focus on the busy commuter stations further south?

Yes, I know.

As I stated in this thread or the EWR thread. Bedford has at least 2 trains in the station parked up for reversing back to Brighton holding that platform for 15 minutes. As soon as one train leaves another comes around the corner. So on average there is 2 trains utilizing the 3 platforms on waiting a timetabled return to Brighton or where ever at any given time. If an EMT train stops in P2 or P3 from the north, thats another platform gone. Then we have EWR which will utilize the station for half a decade at least. As a railway enthusiast I see freights from the north and south of Bedford park up on active lines because there is no through path through Bedford. On the northbound freights sitting on the south of Bedford that is a real bottleneck as one track is blocked due to that freight. On the southbound freights that park up on the north of Bedford Midland its not so much of a problem now, but given that some passenger trains will use the slows north of Bedford very shortly, its also going to become a problem.

Given that Jowitt Sidings requires a 12 car train to almost hit St Johns Station, then reverse into the Bedford Midland station, then make its way south its not very practical for a high turnover of 12 carriage trains if they need to be parked for any length of time. Bedford can only store 4 12 car trains. Sometimes it runs out and sends 8 car trains on rush hour duties causing havoc with the passengers.

I really see Bedford as a critical point of concern with capacity. As it has zero relief lines or loops in either direction for freights to park up at. Ideally Bedford needs TL sidings north of Bedford so a train can do a 3 minute stop at the station and move on.

 

[Bald Rick]

If Thameslink terminate at Bedford, I would not be happy for the terminators to utilize Bedford platforms. Having THL go to Corby is a win win as it makes Bedford a through station and relieves a bit of congestion and puts that pressure onto a line which is not used north of Corby for passenger traffic and Corby already has provisions to store EMU's. Eventually, Bedford will need better provisions for storing terminating trains.

Thameslink services, and their electric BedPan predecessors, have terminated at Bedford for nearly 40 years.

To get Thameslink to go to Corby will need more 700s, or to reduce capacity on an existing 12 car route. It would also substantially annoy just about every existing customer on the route - Corby / Kettering / Wellingboro’ would see a reduction in on train facilities from intercity style; Bedford commuters would not have first choice of seats, Luton customers would find their trains much fuller than they do today, and St Albans customers would be lucky to get on them in the morning.

I would therefore describe it as a lose, lose, lose, lose situation.

 

[Kettledrum]

Yes, I know.

I really see Bedford as a critical point of concern with capacity. As it has zero relief lines or loops in either direction for freights to park up at. Ideally Bedford needs TL sidings north of Bedford so a train can do a 3 minute stop at the station and move on.

If that's not practical or affordable, would it be possible to extend some of these services to Corby, once the wiring is complete. This would need to be in addition to the planned EMR services and would mainly be to "get them out of the way". It would be an extra round trip of 52 miles, and there is clearly a cost in terms of fuel and unit wear and tear etc, but it might be cheaper than building new sidings at Bedford - even if the railway land is already there (is it?).

 

[richieb1971]

I would therefore describe it as a lose, lose, lose, lose situation.

And keeping everything the same as it is now would keep everyone happy, happy, happy, happy?

Bedford is currently experiencing a rush hour bus service going north, car parking that is insufficient, train delays experienced on a daily basis and over crowded trains (usually on return leg from London) All this whilst talking about billions of pounds of expansion to the railway itself without actually doing anything to the station.

This is all on top of the station platform capacity issues and EWR on the way.

but it might be cheaper than building new sidings at Bedford - even if the railway land is already there (is it?).

If you look at google maps. There is a train wash siding on the southern end of the station that terminates at buffers at the River Ouse. This is a better option to terminate a 12 car train if it will fit. I am confident I have never seen a 12 car train in there though although I might be wrong. The trains are cleaned in Kempston at Cauldwell walk nowadays so the wash is just rusting away as it is. Obviously as a train wash the whole train needs to clear it for it to be used for that purpose. I don't think the train wash has been used for years, but again I could be wrong I don't sit there all day.

Near Kempston Hardwick is a cement factory, making it a freight loop would require <100ft of track. At the moment its terminated at one end by buffers. I am not sure if this land is owned by the factory or by NR.

2 or more the Jowitt sidings that hold 12 car trains could potentially enter into p1 if extended.. as illustrated here, but if this was possible they wouldn't have electrified onto the branch line. However, it maybe that this might be done as a station enhancement later on. Especially as the need for 12 car trains starting out at Bedford will increase over time.





These are 3 relatively cheap options to clear capacity issues.

 

[bramling]

Thameslink already does terminate at Bedford.

Bedford has carriage sidings and Cauldwell depot. What on earth would be the point of extending Bedford terminators another 30 miles or so north to serve a sparsely used destination, when the whole point of TL is to focus on the busy commuter stations further south?

There could be some benefit for as long as Bedford has a track layout barely changed from the 1980s and most of its carriage sidings can’t accommodate 12-car trains. Only any use if there are sufficient trains, as well as suitable reversing / stabling facilities provided further north though. It wouldn’t be massively different from 12-car trains running from/to Peterborough, which is actually a similar distance from London.

I know a few people who travel from Wellingborough and Kettering who definitely wouldn’t appreciate the 700 seats!

There’s a pretty grotesque amount of house building in that area too

I don’t for a minute think it’s an ideal solution to anything, but operationally it’s not quite as daft as it first seems (IMO!).

 

[Helvellyn]

I am not sure why some think a rumour of Thameslink going to Corby seems to mean Wellingborough, Kettering and Corby lose EMR services. I took the rumour to mean in addition to EMR.

As those saying there cannot ge more than six passenger trains an hour North of Bedford surely that is on the fast? If Thameslink used the slows surely that would be feasible?

In my crayola world I would let them extend to Wellingborough on the slows but reopen Irchester station (to serve Rushden) as well. Two trains per hour extended.

 

[AM9]

... I know a few people who travel from Wellingborough and Kettering who definitely wouldn’t appreciate the 700 seats! ...

Be that as it may, the journey time would be about the same as it is now which is 69minutes. That's about 6 minutes longer than the TL Bedford fasts, the same as many of the Cambridge intermediates and about 15-20 minutes less than the TL Peterboroughs, - all three of those services use class 700s. I don't think it would be good for the main TL service which has now settled down to provide fairly reliable journeys, but as a short-term fix to a lack of suitable stock, the class 700s could easily step in and deliver.

 

[43074]

Thameslink doing Brighton to Corby with 700 units. He said this when I asked what provision will be made for Bedford terminators if they clog up the Bedford platforms. He said they will run to Corby so it won't be a problem.

In which case you have been misinformed because that is not happening. The 2 EMT/MML trains per hour calling at Bedford to places North have worked alongside 4 TL services for 20 years so I don't see why it should suddenly become a problem now. There is a little spare capacity in the 12-car 700 fleet at the moment as not all of the Peterborough/Cambridge to BML services have been introduced, but this will not be the case indefinitely and the Corby service is, and will continue to be, part of the East Midlands franchise. The bigger problem is where 8 12-car 700s will stable once EMR take over Bedford Cauldwell walk depot for the 360s.

I think that the proposed diagramming of the new "EMR Electrics" services north of Bedford won't be needing the crossover at Sharnbrook to be adjusted during normal day-to-day use. As I understand it, trains are planned to use the Fasts up until the new Wellingborough South Junction, where they'll then transfer over to the Slows.

Timetabling is the correct term in this instance. Diagramming is planning what an item of rolling stock or member of traincrew will do during the railway operating day, the two terms are not interchangeable although timetabling obviously impacts on diagramming, and in some cases the reverse is true too.

 

[richieb1971]

In which case you have been misinformed because that is not happening.

So when EWR units are introduced into BDM, they will have to be 2 car units still then to fit in 1A. Because BDM won't be able to cope with a P1 EWR terminator, along with 2 THL terminators because that eats up all 3 platforms for a duration of time. If a freight is going through Bedford at such times it will clog up one line from the north or south of Bedford. If no provision for a up fast platform, all EMT/Abelio trains will be delayed as well.

I find it hard to believe that 700's under the THL brand have not been discussed going to Corby, even if it is just an idea being thrown about.

 

[swt_passenger]

...I find it hard to believe that 700's under the THL brand have not been discussed going to Corby, even if it is just an idea being thrown about.

I suggest 99% of any discussion about T/L trains to Corby has occurred in these and other rail forums, and there’s never been any official discussion of it at all; ever since the Thameslink expanded route map was first published, (and there have been numerous versions), I’ve never ever seen Corby mentioned.

 

[Bromley boy]

There could be some benefit for as long as Bedford has a track layout barely changed from the 1980s and most of its carriage sidings can’t accommodate 12-car trains. Only any use if there are sufficient trains, as well as suitable reversing / stabling facilities provided further north though. It wouldn’t be massively different from 12-car trains running from/to Peterborough, which is actually a similar distance from London.

I know a few people who travel from Wellingborough and Kettering who definitely wouldn’t appreciate the 700 seats!

There’s a pretty grotesque amount of house building in that area too

I don’t for a minute think it’s an ideal solution to anything, but operationally it’s not quite as daft as it first seems (IMO!).

Fair point.

Given that there’s barely enough 700 stock to run the intensive TL service once fully ramped up, presumably they are going to have to use clever timetabling to overcome the infrastructure shortcomings as far as possible.

I suppose rapid turnarounds of terminating trains should be possible given that there is a driver depot at Bedford and a driver could be waiting on the platform to relieve an incoming train as it pulled into the station, a la “stepping back” on the tube.

 

[richieb1971]

Currently it's time tabling that keeps the trains in the platform. Bedford deserves better than just time tabling changes considering the massive pain passengers went through in 2018
I think a massive Change will happen but no until desperation kicks in which is not a fair way of doing things.

 

[westcoaster]

General view of Wellingborough, lots of mast are now up south of the station.
Even more vegetation clearance on the slow lines especially behind platform 2.

At Bedford they are due to start adding 2 more 12 car roads into jowett sidings, also the wash road at Bedford is now used to stable a 12 car overnight and weekends. Also in due time 5x24 car roads at cricklewood (part of the wider Brent cross works) will come into use.

 

[richieb1971]

Interesting about Jowett sidings. I cannot see anywhere 2 new lanes can go in. The only place is along where the car parking lane is.

 

[WymoWanderer]

On the fast lines to the South of Wymington the auto-transformer wires have been installed.

Also works for the re-signalling are proceeding with new platforms and cabinets being installed.

Will post photos when there's more to show.

 

[59CosG95]

On the fast lines to the South of Wymington the auto-transformer wires have been installed.

Also works for the re-signalling are proceeding with new platforms and cabinets being installed.

Will post photos when there's more to show.

View attachment 65571 View attachment 65572

Looks good @WymoWanderer! Those would in fact be the Earth Wires - the Auto-Transformer wires would require substantial insulators.

 

[Flying Phil]

They look a lot less intrusive!

 

[westcoaster]

Interesting about Jowett sidings. I cannot see anywhere 2 new lanes can go in. The only place is along where the car parking lane is.

I was told they will go where the NR OHLE training area is (also heard the grain store will be removed).

 

[WymoWanderer]

Looks good @WymoWanderer! Those would in fact be the Earth Wires - the Auto-Transformer wires would require substantial insulators.

Ah yes, my bad.

 

[59CosG95]

Ah yes, my bad.

No worries - I've often confused the two myself!

 

[richieb1971]

Passed sharnbrook today, didn't take pictures but noticed 4th track is almost joined up with less than 50ft remaining.

Ballast was not put down on new track yet. Ballast was under sleepers but not as high as other active tracks.

Shouldn't be long now before it's end to end. A bit further north I saw a gap also so maybe a few gaps. Once junction is done I'm sure that's the hard bit out if the way.

 

[59CosG95]

On the Slow Lines, 2 portals have now gone up over Sharnbrook Viaduct. A third is due to follow, and there may be another further south (i.e. to the left out of the shot) https://flic.kr/p/2gAjuYt

 

[59CosG95]

And, long overdue, but -

MML Wiring Progressometer 30.0 (as of 18th of July 2019)
Mileages are from St. Pancras. Unless mentioned otherwise, all reference to the "Fast" side refers to tracks on the western side of the "10-foot" (centre of the track pairs), and the "Slow" side for the tracks on the eastern side.

Bedford (49m 65ch) - Wellingborough (65m 09ch)

• Work to raise Ford End Rd bridge is now complete.
• On the Fast side, behind Bedford P4's fence, masts to support troughing appear to have been erected. These may carry feeder cables or similar.
• Piles have gone in next to the turnback siding at Bedford.
• On the Fast side south of Bromham Rd Bridge, Bedford, at least 9 masts are now up. These masts stretch northwards from Bromham Rd as far as the eye can see, towards the Great Ouse Bridge. A number of masts now have TTC booms - many booms have stovepipes.
  
• Over the pointwork of Bedford North Jct (just north of Bromham Rd Bridge), the majority of masts now have booms (either TTC or Portal). SPS also starting to go up.
• Between Bedford North Jct & Sharnbrook Jct, about 90% of masts are up on both sides of the line.
• Aerial Earth Wire is now up on both sides between Bedford & Oakley, verified in the Clapham area. All four lines are now wired past the former site of Oakley Station as far north as the Tensorex portal between Oakley Viaduct & Highfield Rd. Two-track portals now appear to be up over Oakley Viaduct too (on both lines).
• At Bromham, in the Lower Farm Rd (https://goo.gl/maps/rSPFrDAZQ362) bridge area, the Fast Lines are wired (C&C, plus Aerial Earth) as far as the eye can see southwards, and at least as far as the next Tensorex portal. At present, only Aerial Earth is up on the Slow side of the line here; all cantilevers are folded out of alignment.
• Near Milton Ernest (between Earwig Lane Bridge & New Rd), all TTCs appear to be up. A mast for a Tensorex Anchor Portal has gone up south of Radwell Rd O/B in the Fast side cess.
• Between Radwell Rd & New Rd, a TTC mast has been placed between the Up Fast & Down Slow, as the embankment adjacent to the Up Slow had to be replaced with a gabion retaining wall.
• About 6 TTCs are up immediately to the north of Radwell Viaduct, over the Slow lines (https://goo.gl/maps/r5oXUSSPSAo); 3 more TTCs are up accompanying them over the Fast lines (positioned between the pairs of lines). Between New Rd O/B & Radwell Viaduct, all main steelwork appears to be up. The portals immediately south of the viaducts are due to act as MPAs (Mid-Point Anchors).
• Roughly 3 or 4 piles (now with boomless TTC masts) are in next to the Down Fast, and another 4 (3 of which have boomed TTC masts) next to the Up Slow just north of Moor End Lane, Radwell (https://goo.gl/maps/cmgWsgyYAo62). South of Moor End Lane (but north of the next bridge to the south), about 5 TTC masts are up (2 of which have booms) adjacent to the Up Slow, with a similar number in adjacent to the Down Fast. South of that bridge, another 2 piles have masts (possibly w/ booms).
• 2 parallel piles are in place (no masts) adjacent to the Fast lines at Radwell; possibly for a portal frame?
• Two twin track portals have now gone up over the Slows at Sharnbrook Viaduct; a third is due to follow, and a fourth may also be in the offing (although I have no visual confirmation at present).
• Around Sharnbrook Jct (south of Templars Way O/B), at least 4 piles have gone in adjacent to the proposed alignment of the future Up Slow.
• North of Templars Way overbridge, 3 boomed TTC masts are in place on the Slow side, and 1 boomed & dressed TTC mast is in place on the Fast side. South of these, a pair of portal uprights have gone up.
• Almost all masts are now up over the Slow lines, from just north of Park Ln, Sharnbrook (https://goo.gl/maps/df2As431FDr) to Sharnbrook Rd overbridge (southern end of Souldrop bank); the 4-tracking here is not yet complete as signals "WH378" and “LR 8” sit right in the path of the restored Up Slow. Some TTCs have now gone up on the Fasts between these bridges too.
• At Souldrop (between Sharnbrook Rd & Back Lane overbridges), 400m approx of Aerial Earth Wire (AEW) has gone up on the Slow side TTCs. On the Down Slow (to be), a run of C&C has now gone up, continuing south of Sharnbrook Rd (not sure for how far), but definitely beyond the MPA portal almost immedately south of Sharnbrook Rd. The corresponding MPA portal on the Fast lines remains only partially erected.
• On the Fasts, wires are now up from the 2nd-closest Tensorex portal south of Back Lane Bridge (aka Odell Viaduct), and continue north (not sure for how far though).
• North of Sharnbrook Tunnel, the first 15 piles (13 Down, 1 Up) now bear steelwork. 11 of these are TTCs (all on the Down side); the other 4 will bear SSAs "wicket-keepers" for wire run terminations in Tensorex drums on either side of the running lines.
  South of Bridge WYM-4 (adjacent to the New Inn), 9 of the 17 piles are now in on the Down side of the Slow lines - presumably for the (future) Down Slow at least.
• Between Wymington (https://goo.gl/maps/apZ6wwj9StR2) and Wellingboro', intensive 4-tracking is underway. Near the Google Maps link posted for Wymington, the car park used for the 4-tracking works is due to house a National Grid substation for the electrification; the concrete base has now been laid for the substation.
• In the southern area of the Wymington Deviation, around 9 masts are now up on the Fasts (single cantilever type). North of Souldrop Tunnel, all 7 piles south of the footbridge at 60m56ch (5 down, 2 up) now have masts (4 STCs, 3 TTCs), and another 7 piles (6 of which bear boomed TTC masts) are up to the north.
• A portal (two track) has now gone up on the Fast just south of Wymington Village.
• Near the centre of the "deviation", there are now many more masts up (with cantilevers too) on the Fasts. On the Up Fast side, there is one mast missing near Sharnbrook Summit, just north of the northernmost bridge before the summit. I suspect it might be an Overlap Termination, and as such will be Tensorex.
• On the Slows at the northern end of the "deviation", a number of STCs and TTCs have gone up, with at least two twin track portals also up.
• Masts have now sprung up in large numbers north and south of Station Rd Bridge, Irchester. North of Station Rd, all masts seem to be up over the Fast lines as far as the first footbridge north of there (Knuston Lodge).
• Irthlingborough Viaduct still has no masts.
• Between Irthlingborough Viaduct & I'borough Rd Bridge (i.e. the Kangaroo Spinney area), virtually all TTCs have booms now. The Fast side is seeing much more progress than the Slow side, with masts/booms nearly at I'boro' Rd Bridge.
• Irthlingborough Rd Bridge was demolished on Christmas Day 2018 - only the utilities pipe remains. A temporary footbridge has also been erected. Immediately north of the temporary bridge, 2 pairs of TTCs (1 pair in the Fast side cess, the other pair in the 10-foot) have gone up complete with booms, and a mast for a Tensorex Anchor portal has gone up too (in the Slow side cess).

Wellingborough (65m 09ch) - Kettering (72m 01ch)

• Preparations to return the 4th platform (P4) at Wellingborough to public use have now begun. De-veg work and clearing ground for the new entrance and access road are underway.
• Two piles are in next to each other just north of P1; one of which now bears a boomed TTC mast. The other must be for a backstay.
• Extensive 4-tracking laid (except at points where existing infrastructure has to be moved).
• North of the 4th track buffers at Mill Rd Bridge, all portal booms (bar one Anchor Portal Boom) now appear to be in place.
• North of Finedon Rd Bridge, all portal booms (bar one), inc. Anchor Portal Booms are now up.These accompany the TTCs over both pairs of lines near Wellingborough Yards; SPS and cantilevers are now starting to go up.
  South of these booms, a TTC (boom facing the Slow side) has been erected in the 10-foot.
• TTCs stretch north from Wellingborough Yards over both pairs of lines as far north as the Weetabix factory (north of Burton Latimer).
• At Harrowden Junction, two Anchor Portals have now gone up. The signal gantry still appears to be in situ.
• At Burton Latimer (south of the Weetabix factory), power lines (National Grid) might be due a raise; taller wooden poles have been erected adjacent to the existing ones.
• Almost all (if not all!) masts and booms have now gone up around Kettering Headlands.
• Ground clearance works ongoing at Kettering Yard; the yard will be electrified as part of an EMU stabling facility.
• A number of TTCs have now been erected on the southern approach to Kettering station, roughly parallel to Kettering Yard. So far, these amount to 8 over the Fasts (4 having booms) and 5 (all boomed) over the Slows. At least 1 STC and 2 Anchor Portal uprights are also up next to the Slows.

Kettering (72m 01ch) - Glendon Jct (74m 00ch) - Corby (79m 40ch)

• No activity yet at Kettering station - Platform extensions for the new EMU services are planned, and it is not yet known if canopy works will need to be undertaken.
• On the Fast side, around 6 TTCs are up to the north of the signal gantry at the north end of Kettering station; another is up immediately south of said gantry. On the Slow side, about 4 or 5 TTCs are up roughly parallel to the 6 on the Fasts; one is currently without a boom. Another pile is driven & capped in the 10-foot between the Up Fast & Down Slow.
• Between Kettering station & the A43, a number of piles are now in on the Slow side between the A43 bridge (nr Prologis Park) & the A6003 (Northampton Rd) bridge.
• At Glendon Jct/Kettering North Jct, all piles on the Slow side have now grown TTCs with booms; at least 5 are now bedanglied ("dressed"). A few signal gantries from the BR days have been (or are due to be) removed. Unclear of progress with piling/masts on the Main line north of Glendon Junction.
• A pair of Anchor Boom Portal Masts are now up on the Slow side just short of where the lines to Corby diverge; 1 TTC is between them. No corresponding structures have appeared on the Fast side yet.
• About 5/6 STC masts are up adjacent to each side of the line just north of Glendon Jct, roughly where the Corby Lines diverge from the Mains.
• Pile now in on the Down side near Kettering North Jct.
• 2nd track now in operation, and linespeed raised to 90mph where it was previously 60mph.
• A number of STCs are up over both sides in the Storefield area. The Corby branch electrification compound is also located here.
• A good stretch of the overheads are now up between a point just south of Newton Rd Bridge (near the former site of Geddington Station), continuing northwards over Harper's Brook Viaduct.

Glendon Jct (74m 00ch) - Market Harborough (82m 74ch)

• Braybrooke Substation approved. To be located here: (https://goo.gl/maps/fuy1uZeDjdQ2).
• The extent of wiring towards Market Harborough has now been as good as confirmed to reach the station.

Upcoming works:

• 23/6/19: Kettering to Corby replaced by buses all day; done.
• 30/6/19: No early morning trains between Bedford & Kettering. First northbound service from Bedford departs 10:47; first southbound service from Kettering departs 10:45. Done.
• 7/7/19: No early morning trains between Bedford & Kettering. First northbound service 10:47. Kettering to Corby replaced by buses all day; done.
• 14/7/19: All trains diverted between Kettering & Syston North Jns (i.e. via Corby & Manton Jn). Leicester & Mkt H'boro served by coach from Kettering; done.
• 21/7/19: Kettering to Corby replaced by buses all day.
• 28/7/19: Kettering to Corby replaced by buses all day.
• 4/8/19: No early morning trains between Bedford & Kettering. First northbound service from Bedford departs 10:54; first southbound service from Kettering departs 10:50. No trains between Kettering & Corby.
• 11/8/19: No early morning trains between Bedford & Kettering. First northbound service from Bedford departs 10:47; first southbound service from Kettering departs 10:50. Kettering to Corby replaced by buses all day.
• 31/8/19 to 1/9/19: No service between Bedford & Kettering.
• 8/9/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
• 29/9/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
• 6/10/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
• 2/11/19 to 3/11/19: No service between Bedford & Kettering.
• 10/11/19: No service between Bedford & Kettering all day. Kettering to Corby still open.
• 16/11/19 to 17/11/19: No service between Bedford & Kettering.
• 1/12/19: No service between Bedford & Kettering all day.
• 21/12/19 to 28/11/19: No service between Bedford & Kettering.

Any updates would be greatly appreciated.

 

[jfowkes]

Lots of orange clad people working on platform 1 at Kettering tonight, is this electrification related or something else?

 

[westcoaster]

Platform extension work has commenced at Kettering.

Also find a picture of what I believe to be works on the down fast platform at Bedford to add a OHLE stanchion. It had markings on the floor saying mast last week before being sectioned off.

 

[Flying Phil]

There is still no sign of any work being done on building the Braybrooke electrical feeder station.....

 

[InTheEastMids]

Part of this programme that I haven't seen mentioned is the Chalton 400/25 kV grid feeder. I understand it's needed as part of general upgrade works to supply the additional demand from Bedford-Corby which will be energised before Braybrooke is complete. It's adjacent to M1 J11a

I noticed fun a passing train that lots of substation electrical hardware is being installed now, so looks like that is on track to be ready for May 2020.