Southern Electric Group
Kent Coast Electrification Scheme
(Part 1)
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Southern Electric GroupKent Coast Electrification Scheme
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The first proposals to electrify the railways in Kent date from the early years of this century. At that time the advent of electric street tramways was proving a serious threat to suburban railways, so some of the companies sought to electrify their lines. Schemes which came to fruition included the London, Brighton & South Coast (LBSCR) overhead electrics, the third-rail scheme of the London & South Western Railway (LSWR) and schemes on the London & North Western Railway, the Mersey Railway and the Tyneside lines of the North East Railway. Other railways were not so successful with their schemes; among these were the South Eastern & Chatham Railways (SECR) managing committee.
The SECR had obtained powers in its Act of 1903 for electrical working and the generation of electricity but nothing seems to have occurred until 1913 when, spurred on by the neighbouringlbSCR scheme and the growth of road transport, consideration was given to electrifying their suburban lines. This course of action was not though advisable by the managing committee due to the capital cost involved.
After the First World War a scheme was drawn up which included the SECR’s suburban lines and, if completed, would have seen electric trains reaching Gillingham, Westerham, Tonbridge (via Redhill, Swanley and Orpington) and Dorking (Town). The Oxted line would have been electrified to Crowhurst Jn. It was envisaged that the system would be 1500V dc with two conductor rails. Multiple units would have been employed, each comprising 2 third class motor coaches with an intermediate first class trailer. Aid was to be forthcoming under the Trades Facilities Act and permission was sought for the construction of a power station at Charlton; this was, however, refused.
The 1500V scheme disappeared with the formation of the Southern Railway (SR) on 1st January 1923. The SR decided that any future electrification would use the LSWR system—600V dc with third rail. Suburban electrification was extended to ex SECR lines quickly, the lines from Victoria and Holborn Viaduct being converted on 12th July 1925, allowing electrics to run to Orpington via both Herne Hill and the Catford loop. On 21st September an electric shuttle service was introduced from Elmers End to Hayes, and on 28th February 1926 full electric services were introduced from Charing Cross and Cannon Street to the Mid Kent line, Bromley North and Orpington. The third stage of the South Eastern electrics began on 6th June 1926 and covered routes to Dartford. Full electric services were delayed until 19th July owing to the General Strike. On 6th July 1930 electric services were extended from Dartford to Gravesend Central.
The next extensions of the third rail on the Eastern Section were towards Sevenoaks. The first part of this scheme was the projection of electric trains from Bickley Jn to St Mary Gray on 1st May 1934. 6th January 1935 saw electric trains reach Sevenoaks from both St Mary Gray and Orpington, and the loops at Chislehurst Junction were also electrified from this date. Although much of this scheme obtained its power from the existing feeder station at Northfleet, an additional feeder station was opened at Tunbridge Wells at this time, clearly indicating the future aspirations of the Southern Railway. This fed sub-stations at Polhill and Sevenoaks.
The Eastern Section saw the last electrification scheme carried out by the SR which involved electrifying the lines from Gravesend Central to Gillingham, Strood and Maidstone West, Swanley to Rochester, and Otford to Maidstone FaSt Current was again obtained from the feeder station at Northfleet, and some 14 sub-stations were opened. All these lines carried electric trains from 2nd July 1939.
One of the last acts of the SR was the production in November 1946 of a scheme to electrify many lines in Kent. These included all the lines subsequently covered by the Kent Coast scheme, together with those from Tonbridge to Hastings, Christs Hospital to Horsham and South Croydon to Horsted Keynes (via East Grinstead). (Although not part of the Kent Coast scheme, it will be necessary to refer to the Tonbridge—Hastings line at several points in this article.)
At this time certain important decisions were taken concerning any future electrification scheme. A new electrical control room would be needed—probably to be located at Canterbury; electric locomotives would be used to work Continental boat trains and freight and steam working would be abolished east of the Portsmouth Direct line, using diesel-electric traction to replace steam on lines not to be electrified.
Despite a 1948 report which recommended the adoption of 1500V dc overhead as the standard for future British railway electrification, it was recognised that since such a large area of the British Railways Southern Region (as the Southern Railway had become) had third rail installed it should not be affected.
In the British Transport Commission’s 1952 Annual Report it was stated that approval had been given in principle for the electrification of the lines from Gillingham to Ramsgate, Sevenoaks to Dover, and Tonbridge to Hastings. Each section was to be examined on its economic benefits and in the context of an on-going programme. There was, however, no immediate progress.
The BTC published, in early 1955, its plan entitled ‘The Modernisation of British Railways’. Although this is chiefly remembered for initiating the change from steam to diesel on the railway it also contained plans for 5 electrification schemes—one of which was the Kent Coast scheme.
At that time it was decided not to electrify the line from Tonbridge to St Leonards owing to the very restricted loading gauge of some of the tunnels on this route. Consideration was given to widening the tunnels but it was felt that this would have put too much strain on available resources. In addition, the condition of rolling stock then running on the Hastings line was such that it could not remain in service until electrification could be completed. In the circumstances new diesel-electric multiple-units were built for the service.
Final approval for the Kent Coast scheme was given by the BTC in February 1956, almost exactly a year after the publication of the Modernisation Plan. In addition to the installation of conductor rails and associated power supply equipment and the provision of new rolling stock, the scheme offered an opportunity to undertake comprehensive system improvement, which is often a feature of major electrification schemes. Certain stations were rebuilt and colour light signalling installed between Victoria and Ramsgate (via Chatham) and Hither Green and Dover (via Tonbridge). Considerable alterations were made to the track facilities available. Although electrification itself only occurred outside the suburban area, the inner area saw significant improvements in track facilities and signalling and the construction of a new depot for electric locomotives and multiple-units at Stewarts Lane.
The scheme was divided into two phases with the aim of completing Phase 1 by June 1959 and Phase 2 by June 1962. The cost of the scheme was estimated at £45 million (1959 price levels), of which £25 million was in respect of Phase 1.
The lines involved were:
Phase 1
Phase 2
Although the scheme had initially included the line from Ashford to Ore, this section was not proceeded with and the scheme as executed covered 178 track miles in Phase 1 with a further 132 track miles in Phase 2—a total of 310 track miles.
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