Southern Electric Group Kent Coast Electrification Scheme (Part 6)

Driver Training

The training of motormen for the Kent Coast electrics was undertaken at Stewarts Lane, where a new school for instruction on electric locomotives and EMUs was opened in November 1958. The school was situated in a new building, situated behind the motive power depot, and consisted of 3 classrooms. Two were devoted to training on the multiple-units, and the third for locomotives.

Training classes comprised 12 drivers, all of whom had previously passed as a driver or fireman on steam locomotives. The course lasted for 3 weeks, and a typical syllabus would begin with a general introduction and description of the vehicles on the first day. The second day would be taken up by studying the basic principles of electricity following which the remainder of that week would be taken up by a study of such items as the traction motors and generators, the booster sets, auxiliary generators, motor controllers and compressors. Emphasis was placed on possible sources of failure. The first half of the second week was taken up with a study of the brake equipment, whilst the remainder of the week included work on preparation and disposal duties.

The third week consisted of practical instruction, with 2 trips each day. The morning working was to Sevenoaks via Swanley, returning via Orpington, while that in the afternoon went to Maidstone EaSt There were 3 trainees in each cab of the locomotive, the instructor travelling in the front cab. Each of the trainees in the front cab took his turn at handling the locomotive, while those in the rear were able to learn by studying the instruments on the control panel. When training on the EMU, less time was spent in the classroom. The training was conducted on running-in trips on the coastal line to Hastings. Also, the practical section of this course included route learning. In the suburban area there were enough services to permit trainee drivers to ride in the cabs during off-peak hours, but outside the built-up zone it was necessary to arrange special trains. These became known as ‘Enginemen’s Excursions’.

The course commenced with an introduction to the routes, and a description of such features as the colour light signalling and the location of gaps in the conductor rail. The route of the training run was Gillingham—Ramsgate (R)—Faversham (R) —Ramsgate—Gillingham for Phase 1; the details for Phase 2 are not known. In addition, a daily training trip was operated from Gillingham to Dover Marine—this line beyond Faversham retained its semaphore signalling. For the classroom sessions on multiple-units, an interesting feature used was the ‘power board’, which demonstrated the operation of traction motors. The board reproduced the working of the motors, including the operation of the controller in notching-up. In addition, the ‘power board’ permitted the demonstration of such features as a train becoming gapped’, and the paddling up of collector shoegear.

Publicity

With such a large operation as the Kent Coast Electrification, it is of vital importance the travelling public is kept informed of what is happening, both to satisfy the curiosity which is aroused by the sight of engineering work and new equipment, and also to explain the reason for any delay which may result from the operations.

The principal public relations vehicle was a 2 page newsletter entitled “South East Report”. This first appeared in February 1959, with monthly issues up to June of that year, and further editions in October 1959 and June 1960. These news sheets included interviews with local mayors, reports by Mr P A White (the Line Traffic Manager), and comments from the travelling public. The articles served to explain both the delays which were occurring and the reason for the temporary timetables which were then in use, and also to give background information on the works. Diagrams of changes to track layout in the Bromley, Ashford and Folkestone areas were incorporated.

Among other literature produced by the Southern Region was a fully illustrated 29 page booklet entitled “Extension of Electrification—from Gillingham to Sheerness-on-Sea, Ramsgate and Dover” which described the various facets of Phase 1. Other leaflets included “Transforming the Railway on the South East” which opens with the sentence “Frankly, this railway, the South Eastern Division of the Southern, should have been modernised years ago” and was an overview of the scheme. Also “Kent’s new Electric Trains” was issued for the commencement of Phase 1 services and described both the express stock and the 2Hap’s.

As part of the preparation for Phase 1, towards the end of May 1959 the new electric locomotives and stock were exhibited to the public at certain of the stations. A locomotive, 4Bep and 4Cep were exhibited at Margate, Herne Bay, Ramsgate, Dover Priory, Canterbury West and Faversham, while a locomotive and 4Bep formed the display at both Whitstable and Sittingbourne. At Sheerness, a 2Hap formed the exhibition. Each exhibition lasted for 2 days, except that at Margate, which lasted for 3 days.

Implementation

Previous sections have described the various forms of engineering work electrical, civil, mechanical and signalling—which were necessary to accomplish the Kent Coast electrification, and the aim of this section is to give some indication of timescale.

Powers for the Kent Coast electrification scheme were obtained under the British Transport Commission Act 1956, and work started as soon as Royal Assent had been granted. By March 1957, the first 300ft lengths of conductor rail had been laid ready at Teynham, between Sittingbourne and Faversham. June of that year saw the completion of the first 2Hap at Eastleigh, and units 6001-6004 had been delivered by AuguSt The first diagram that the units worked was 0809 Sevenoaks to Cannon Street and 1730 return. In addition, the summer of 1957 saw the contract for the new Swale Bridge being advertised.

By the end of the year 2Hap units up to 6012 had been delivered. Although the original intention was for these units to work on the Victoria—Gatwick Airport service, this idea was not pursued, and with effect from 13^th April 1958 all 2Hap’s were on the South Eastern Division. By this time, considerable progress had been made with the civil engineering work on Phase 1, including the rearrangement of tracks between Shortlands and Bickley, the new junction alignment at Chislehurst, new viaduct construction at St Mary Cray, and the widening between Rainham and Newington. The new signalboxes were taking shape, as were the new carriage maintenance facilities at Grove Park.

2Hap units up to 6042 were complete by August 1958, and that month saw completion of the first production series 4Cep—units 7105 and 7106—at Eastleigh. The laying of conductor rails had continued, and by this time the third rail had reached almost to Ramsgate, save for a short stretch between Gillingham and Faversham, and on the Dover line through to Canterbury, with sections also in place at Bekesbourne and Adisham On this section, all platforms had been lengthened to take 12-car trains. By the autumn, the Canterbury substation was under construction on the trackbed of the former spur which linked the 2 lines which cross in the city.

Progress continued with the delivery of 4Cep’s, and by November units up to 7119 were in stock. The 4Cep’s were run-in on Victoria—Eastbourne services. Delivery of 2Hap’s had reached unit 6058 by February 1959, and the following month saw the entry into service of the first of the 2500 hp electric locomotives. Deliveries by March these had reached 2Hap 6065, 4Bep 7004 and 4Cep 7145, and by July unit numbers had reached 6083, 7012 and 7153.

This work now enabled Phase 1 of the electrification to be commissioned, and on Thursday 9^th June a special electric train worked through to Ramsgate. The following Monday, the 15^th, saw full electric services being introduced via Gillingham to both Ramsgate and Dover Marine (via Canterbury East), and from Sittingbourne over the Swale Bridge to Sheerness-on-Sea.

The introduction of Phase 1 was not without its difficulties, and during the period 25^th–29^th May diesel-electric units were used on the Faversham—Dover services owing to difficulties with the commissioning of the new signalling at Faversham. For the record, it will be noted that the last steam locomotive to work on the Chatham line was Ll 4-4-0 31753, which worked the 0852 Victoria—Dover Marine on Sunday 14^th June.

The Motor Luggage Vans had also made their appearance by this time, the first two being delivered in May. Electric locomotives had taken over the working of Continental Boat Trains from 8^th June.

With the completion of Phase 1, attention naturally turned to Phase 2, and by the end of 1959 the signs of work were considerable, with the new depot under construction at Chart Leacon, Ashford. Additionally, conductor rail was in position from the country end of Sevenoaks Tunnel to Headcorn, and from Folkestone Junction to Ramsgate—this latter section being complete and the substations ‘live’. One change from the original plan was the abandonment of the proposal to provide an additional running line between Headcorn and Pluckley.

Delivery of 2Hap’s reached 6105—the last of the Phase 1 units—in September, but Phase 2 4Cep’s were being delivered by this date, with 7154 (first of the batch) almost complete at Eastleigh on 3^rd AuguSt Delivery was at a rapid rate, reaching 7169 by October, and it was possible to run the first electric service from Ramsgate to Dover, on Thursday 3^rd November 1960. By this time, sections of conductor rail had been laid on the Paddock Wood—Maidstone West branch.

Regular electric services, to steam timings, began between Ramsgate and Dover Priory on Monday 2^nd January 1961. That month saw driver training in preparation for ‘main line’ Phase 2 services. By the end of the month unit deliveries had reached 4Bep 7013, 4Cep 7185 and MLV 68006—the last of the MLV’s arriving the following month. By July 2Hap’s to 6125 were in stock, and the 4Cep fleet was 100 strong; only two 4Bep’s were still outstanding. Electric services, still to steam schedules, began between London and Dover via Tonbridge, and between Paddock Wood and Maidstone West on Tuesday 6^th June. Electric trains began to operate over the remaining sections of the scheme, from Maidstone East to Ashford, Canterbury West and Minster, on Monday 9^th October.

All the 4Bep’s had by now been delivered, and 2Hap’s and 4Cep’s had been delivered to 6138 and 7204 respectively. As mentioned previously, spring of 1962 saw the commissioning of the new signalling on the main line from Hither Green to Dover, and with this complete full electric working commenced on Monday 18^th June 1962.