Southern Electric Group Kent Coast Electrification Scheme (Part 5)

Semi-Fast Rolling Stock 2Hap (later Class 414)

In addition to the express stock, the Kent Coast electrification project required the building of a fleet of two-car outer suburban units known as 2Hap. The term 2Hap denotes an EP braked 2Hal (Hal itself standing for Half a Lav-atory). 2Hap’s replaced 2Hal’s which up to this time had worked the electric services to Gillingham, Maidstone West and Sevenoaks.

The sets consisted of a driving motor brake second (MBSO) and a driving trailer composite (DTCL) weight and seating of which are:

In the composite, the first class accommodation is situated at the outer end of the coach, there being two 6 seat and one 7 seat compartments. The latter is adjacent to the driving cab and the full width of the unit. The second class accommodation is provided in a fifty seat saloon with 3+2 seating (a 6 seat bench being provided at the coach end). The composite has two lavatories, side by side in the centre of the vehicle, that on the left hand side (facing the driving position) being accessible from the first class, the other providing facilities for the second class. There is no through communication between the two classes of accommodation.

The motor coaches are identical to those used in 2EPB stock, seating being in two open salons. Two 250 hp English Electric EE507 motors are fitted to the outer bogie of these coaches, which differ from their EPB stock counterparts in having express gear ratios.

42 2Hap units were built as replacements for two car units, and these were followed by 63 units for Phase 1 of the Kent Coast scheme, and 41 for Phase 2. A final batch of 27 units were built, these being originally intended for the CD and SWD but were introduced on the SED. Units with dates and coach numbers were

Motor Luggage Vans

In addition to the passenger carrying stock which has already been described, it was necessary to provide for the conveyance of luggage accompanying boat train passengers. To allow for this, 10 Motor Luggage Vans (MLV) were built, in which luggage and mail could continue to be carried to the Channel ports under Customs seal.

The use of ordinary vans was ruled out, since this would have reduced the power-to-weight ratio of boat trains, which in turn would cause slow running and consequently delay following services. In addition, since the vans were traditionally marshalled at the London end of boat trains, no driving position would be provided at the front ends of up trains. Finally, there was the problem of the 1 in 30 gradient on the Folkestone Harbour branch.

The MLV was thus developed, each powered by two English Electric EE507 250 hp traction motors. The vans can also work on non-electrified sections, power being supplied at 200V from traction batteries which are re-charged when the van is running on electrified sections via an auxiliary generator. The vans are capable of hauling tail loads of up to 100 tons gross (50 tons on the Folkestone Harbour branch) and are equipped with vacuum brakes for this purpose.

The vans (which can be considered as single-vehicle EMUs) have one small guards compartment, and driving cabs at both ends. The rest of the van is divided into two luggage compartments, one 27ft 7¾in long and the other 18ft 6in. The guards compartment is situated between the larger luggage compartment and the driving cab at that end. The total carrying capacity of the vehicle is 132 cubic yd, split 80:52 between the two sections.

The vehicle is 64ft 6in long and weighs 45 tons empty, with 7 tons for luggage capacity, and is mounted on Mk 3 bogies. Unit numbers are not carried, vehicle numbers (without regional prefix) appearing in the usual unit number position on cab ends as well as on bodysides (with the ‘S’ prefix). Two vans, 68001 and 68002 were introduced for Phase 1 in 1958, whilst the remainder are Phase 2 vehicles dating from 1960/61. All 10 vehicles became Class 419, there being no subdivision between the two batches.

Locomotives

Although the units described in earlier sections provided the vast majority of trains in Kent after electrification, there were exceptions. The Tonbridge to Hastings line was operated by diesel-electric multiple units, and a fleet of electric locomotives was constructed, principally for use on freight services, but including the ‘Night Ferry’ and ‘Golden Arrow’ workings.

To cover these requirements, an initial order was placed for 13 2500 hp electric locomotives, this number being subsequently increased to 24. Design requirements called for a dual purpose locomotive, able to maintain the schedule of the ‘Golden Arrow’ in a timetable with close headways, and yet be able to haul a 900 ton freight train up a gradient of 1 in 100. The design was based on the experience gained through 15 years of operation of the Southern Railway designed locomotives 20001-20003. Improvements in design allowed the new locomotives to weigh only 77 tons and develop 2552 hp; comparable figures for 20001 being 1470 rated hp and a weight of 99 tons 14 cwt.

An interesting feature of the new locomotives was that pantographs were fitted to their roofs which enabled them to work off a simple catenary which was erected in a number of Kentish yards for the purpose. Such a system overcame the need for conductor rails to be laid in yards or sidings where they could be a danger to staff. (With the later introduction of electro-diesel locomotives trains could be moved from yards or sidings onto electrified running lines on diesel power, thus rendering overhead wiring obsolete.)

The locomotives were equipped with the booster system which was developed on the earlier locomotives. This system enables the locomotives to work for short stretches off the conductor rail, and prevents a locomotive becoming ‘gapped’ across short breaks in the conductor rail. To supply the current in these locations the locomotives are equipped with booster motors and a generator wired in series with the traction motors and line supply. The booster motors thus add or subtract from line voltage in order to maintain a constant current supply to the traction motors.

The locomotives were fitted with 4 English Electric EE532 675 hp motors, and a single booster which controlled all 4 motors. Motors were connected to the booster generator as two parallel pairs in series. Having a booster system eliminated the need for resistances to be installed in the motor power circuit, and in operation can be though of as the predecessor of the thyristor equipment. Another new feature was the provision of electric train heating equipment only, at a time when there was a shortage of coaching stock equipped for this.

The locomotives were numbered E5001-24 (SR type HA), the first being introduced into service in February 1959. They were built at Doncaster Works, and were 50ft 7in long, 8ft 11in wide over the body. They became Class 71, save for those which were converted to electro-diesels in 1967, these becoming Class 74 (SR type HB).

Maintenance Depots

Although these days it is the depot at Ramsgate (coded at various times 74B, RMGT and RE) which is regarded as the home of the Kent Coast electric units, other depots seem to have had the spotlight at the time that the work was undertaken. Chief among these was Stewarts Lane depot, which was the centre for driver training, and Ashford, where the new Chart Leacon depot was constructed on the south side of the Tonbridge line, ¾ mile west of the station. Ashford was an obvious choice for the depot, since 4 electrified routes (and one other) converge at this point, and a steam locomotive works had existed here since 1867. The new depot would thus provide a source of employment for railway staff who would otherwise be made redundant.

Access to the new depot was planned in conjunction with the widening of the running lines through Ashford station, connection being made from the up passenger loop at the east end of the depot, and to the up Tonbridge line at the weSt

Some 9 roads enter the repair shop from the eastern end, the shop itself being 496ft long, 220ft wide and 36ft tall at eaves level. Two of the centre bays are extended out for a further 116ft 8in forming a covered wheel shop on the eastern side of the building. The central portion of the depot is taken up with a bogie maintenance area, and the movement of bogies between bays is facilitated by the use of 12 electrically-operated turntables, placed at both ends of the 4 central running roads, and also the bogie repair roads. All of these are connected via the turntables by cross roads at either end of the bogie overhaul area.

Two 15 ton electric overhead travelling cranes are installed over the two centre bays, and these assist with the movement of traction motors, compressors and motor-generator sets when these are required to be overhauled. To the north of the main repair shop lies a 4 road inspection shed, measuring 320ft by 69ft 6in. The 4 roads are each equipped with a pit for underside inspection, each being 292ft long.

In addition to the under cover accommodation, there are 5 reception sidings at the east end of the depot, which can be used for units either awaiting attention or return to traffic. A further 2 roads, situated between the inspection shed and the Tonbridge line, are home to the breakdown crane and de-icing units, etc.

Apart from Chart Leacon, other depot improvements occurred. At Hither Green, a new depot was opened to cater for continental fruit and vegetable traffic which entered Britain via the Dunkerque—Dover train ferry. A 1000ft building was erected to provide unloading facilities for 50-60 continental wagons. Nearby at Grove Park, a 820ft long carriage shed, consisting of 6 roads, was erected on the down side of the main line, north of the station. Considerable improvements were made at the time to Stewarts Lane depot, where a new electric locomotive shed was built. Measuring 375ft by 75ft, it contains 3 shed roads. The existing carriage shed was extended to provide 14 roads, and an additional 8 berthing sidings were provided in the open.

Ramsgate depot itself consists of two buildings, (each of which contains 4 electrified roads), and a further 7 berthing sidings, on the site of the original steam locomotive depot.

As mentioned above, the new electric locomotives were equipped with pantographs to enable them to work from an overhead power supply. The areas equipped were Hither Green Yard, Sittingbourne, Bricklayers Arms, Plumstead sidings, Angerstein Wharf, Hoo Junction, Faversham, Shepherds Well, Dover Town, Snowdown Colliery, Maidstone West and Deal. All of these systems had fallen into disuse by 1975.