Southern Electric Group Kent Coast Electrification Scheme (Part 2)

Track Facility and Station Improvements—Phase 1

Starting from the London end, the first major alteration in track layout occurred between Shortlands and Bickley, where the tracks were rearranged to pair them by usage instead of by direction. The major improvement was that trains from London via Penge no longer had to cross the paths of up Catford loop services at Shortlands Junction. This also had the effect of raising the line speed at Shortlands Junction from 40 mph to 60 mph This line speed applied through to St Mary Gray.

An extensive scheme at Bickley and Chislehurst junctions also allowed speed limits to be raised. Both up and down curves between Bickley Jn and Petts Wood Jn were realigned, as was the up loop from St Mary Gray Jn to ChislehurSt The speed restriction on the Bickley Jn/Petts Wood Jn curves was raised from 35 mph to 50 mph and on the up Chislehurst curve from 30 mph to 50 mph 180 000 cubic yards of soil was removed during the course of realignment, a third of which was used to fill abandoned cuttings. From Bickley Jn to Swanley Jn the line was quadrupled. It was not always possible to use conventional railway cuttings due to the presence of residential property, so over a half-mile section concrete retaining walls were constructed. Also on this section a 9 arch brick viaduct was built over the Gray River. In its construction over half a million bricks and 3 500 cubic yards of concrete were used. The works between Bickley and Swanley entailed moving 1 042 000 tons of sand and clay.

The next major civil engineering work to be carried out was between Rainham and Newington, where up and down loops were constructed to allow fast trains to pass stopping services, and more particularly for passenger trains to overtake freights. The work involved moving 94 000 cubic yards of material and the widening or reconstruction of 8 bridges.

The Sheerness branch had previously crossed the River Swale by a combined road and rail viaduct with a rolling lift span to allow shipping to pass. This had suffered damage from vessels on several occasions and it was agreed to construct a new bridge, to be financed jointly by the Ministry of Transport, Kent County Council , British Railways and the owners of paper mills in the vicinity. Work began in January 1958 on the new bridge, the centre span of which is 120ft, allowing a 90ft wide waterway. At the same time, doubling of the line was carried out from Sittingbourne to Swale (immediately south of the bridge) and on the curve from Western Jn to Middle Jn.

Improvements were also made to stations and platforms were extended as required between Newington and Ramsgate and from Faversham to Dover , the requirement being that 12 car trains should be accommodated. At Chatham the work involved the removal of the up and down slow loops and erection of umbrella type roofing. At Dover Marine the platforms were extended by 114ft at the landward end. In all 35 stations were renovated to some extent, and at some electric lighting was installed.

Track Facility and Station Improvements—Phase 2

The civil engineering works for Phase 2 were not as extensive as those for Phase 1, but were substantial particularly in the Ashford area, and between Cheriton and Folkestone Central.

The track alterations at Ashford were the most complex of the entire scheme, and principally involved the conversion of the bay platforms at the country end of the station into the present through platforms 1 and 4. The lines through what became the down island were made reversible, whilst the existing through roads were retained. Reversible working meant that trains from Canterbury West, which previously had to cross to platform 3, could now use the down island platform, and so avoid having to cross the through lines twice. At the same time, the up slow line was extended by about ¾mile to give access to the new traction maintenance depot at Chart Leacon, on the up side of the Tonbridge line.

From Cheriton eastwards there had previously been 3 tracks to Shorncliffe (now Folkestone West), two down and one up, with 4 tracks through Shorncliffe station. An additional up line was provided, and the platforms at Shorncliffe extended to 810ft. The platforms were also cut back to meet the Railway Inspectorate requirement for a 10ft 6in gap between fast and slow lines. The additional line was provided to allow increased flexibility in dealing with boat trains. Folkestone Central station was rebuilt, and the previous up and down platforms with an up bay were replaced by two island platforms.

Improvements on a minor scale were carried out at Borough Green & Wrotham, Otford, Lenham and Headcorn. A down loop was provided at Borough Green and an up loop was installed between Otford and Otford Junction. New up and down loops were laid at Lenham and Headcorn. The additional lines at Borough Green and Otford have since been lifted.

In all, 43 stations were renovated under Phase 2, and at several of these platforms were lengthened and concrete footbridges were provided. Within the suburban area, the only significant work during Phase 2 appears to have been at Grove Park where track rationalisation kept the Bromley North shuttle service clear of the main lines. .It had been the intention to provide a third, bi-directional line between Pluckley and Ashford, but this work was never carried out.