User talk:GRALISTAIR/Archive great templates etc

Good example of setting-up multiple references
The Northwest England Electrification schemes came on line as follows: The report states: However, in the table that lists in detail the revised work programme, the route is shown as one of the "Projects with significant delivery in CP5 and completion in CP6" (CP5 is 2014–2019; CP6 is 2019–2024 ). GRALISTAIR (talk) 18:47, 7 January 2022 (UTC)

Good example of setting-up and using a paragraph/headline part of an article
The syntax should be as follows: Soham and Ely will be doubled as part of the Felixstowe and Nuneaton freight capacity scheme

Electrification
In the 1930s, studies were conducted into electrifying sections or all of the ECML. While British Rail considered electrification to be of equal importance to the West Coast Main Line (WCML) and ECML during the 1950s, political factors delayed ECML electrification. Instead, investment was in high-speed diesel traction, the Deltic and high-speed train, for implementing service improvements, whilst the WCML electrification was largely complete by 1974.

Between 1976 and 1991, the ECML was electrified with 25 kV AC overhead lines, which were installed in two phases: The first phase between London (King's Cross) and Hitchin (including the Hertford Loop Line) was carried out between 1976 and 1978 as the Great Northern Suburban Electrification Project, using Mk.3A equipment. over 30 miles in total.

A working group of British Rail and Department for Transport officials convened in the late 1970s determined that, of all options for further electrification, the ECML represented the best value by far. Its in-house forecasts determined that increases in revenue and considerable reductions in energy and maintenance costs would occur by electrifying the line. In 1984, the second phase commenced to electrify the Northern section to Edinburgh and Leeds. The Secretary of State for Transport Nicholas Ridley and Minister for Railways David Mitchell played a large role in the decision to proceed.

The programme covered roughly 1,400 single-track miles and required major infrastructure changes, including resignalling the northern part of the line from Temple Hirst junction near Selby to the Scottish border and new signalling centres at Niddrie, York and Newcastle, ten power supply points at key points on the line, and clearance and immunisation activity to protect equipment. The ECML was crossed by 127 overbridges which were adjusted to accommodate the change. It was decided to rebuild individual bridges as opposed to lowering the track or other compromises. Some overbridges, such as the aqueduct near Abbots Ripton, were subject to innovative alterations to accommodate the installation of the overhead lines and on listed structures, such as the Royal Border Bridge, a specially-developed mast and foundation were used; elsewhere the standard Mk.3B equipment was deployed. The programme also electrified the Edinburgh-Carstairs branch of the WCML, to allow InterCity 225 sets to access Glasgow Central, with the added benefit of creating an electrified path to/from Edinburgh on the WCML from the south.

In 1985, construction began on the second phase; in the late 1980s, the programme was claimed to be the "longest construction site in the world", spanning more than 250 mi. In 1986, the section to Huntingdon was completed, Leeds was reached in 1988 and the line to York was energised in 1989; by 1991, electrification had reached Edinburgh and electric services began on 8 July, eight weeks later than scheduled. Significant traffic increases occurred in the two years after completion; one station recorded a 58 per cent increase in passengers.

Electrification was completed at a cost of £344.4 million (at 1983 prices which is )., a minor overrun against its authorised expenditure of £331.9 million. 40 per cent of the total cost was on new traction and rolling stock and 60 per cent for the electrification of the line. Shirres compared the ECML and later Great Western Railway electrification programmes, noting a 740 per cent increase in cost between the former and the latter; in this respect, the ECML scheme was more cost effective. The infrastructure supported speeds of up to 140 mph on a 3hr 29mins non-stop run between London and Edinburgh on 26 September 1991. British regulations have since required in-cab signalling on any train running at speeds above 125 mph preventing such speeds from being legally attained in regular service.

In 1989, InterCity 225 rolling stock was introduced on the line. They were developed to a competitive tender, to which GEC was awarded the contract. The Intercity 225 sets were used alongside other rolling stock, including locomotives and  electric multiple units. The displaced diesel trains were reallocated predominantly to the Midland Main Line.