Southern Region of British Railways

Last updated

Southern Region
Predecessor Southern Railway
Founded1 January 1948 (1948-01-01)
Defunct31 March 1994 (1994-03-31)
Headquarters
London Waterloo station
,
England
Area served
 Southern England
Parent British Rail
Divisions
  • Central
  • South Eastern
  • South Western

The Southern Region was a constituent part of British Railways, the national, state-owned railway company of Great Britain. It was created on 1 January 1948, taking over the network of the former Southern Railway and some privately owned lines. It ran train services, managed stations, and maintained infrastructure and rolling stock until April 1992, when its responsibilities were transferred to Network SouthEast. The Southern Region was formally abolished on 31 March 1994 in preparation for the privatisation of British Rail.

Contents

Geographical scope

Station totem design before 1965 Southern Region of British Railways totem Redvers.png
Station totem design before 1965

The Southern Region was formed on 1 January 1948, from the network of the Southern Railway (SR), which it replaced. [1] [2] The headquarters were at Waterloo station, [3] and the region included six other London termini (Victoria, Charing Cross, Holborn Viaduct, Blackfriars, Cannon Street and London Bridge). [4] By 1949, it covered around 2,550 route miles (4,100 km) and was the second smallest region by route mileage after the North Eastern. [3] [5]

Some previously independent lines, which had not been part of the SR, were also incorporated into the region, including the Kent and East Sussex Railway [6] [7] and the East Kent Light Railway. [8] The Somerset and Dorset Joint Railway (S&DJR), which had been jointly owned by the SR and the London, Midland and Scottish Railway before nationalisation, was wholly incorporated into the Southern Region. [9] [10] In contrast, the narrow-gauge Romney, Hythe and Dymchurch Railway remained independent. [11] For the first two years of its existence, the region owned and operated Southampton Docks, but responsibility for the port was transferred to the Docks and Inland Waterways Executive in September 1950. [12]

Richmond Railway Bridge spanning the Thames in Richmond upon Thames. Richmond Railway Bridge.JPG
Richmond Railway Bridge spanning the Thames in Richmond upon Thames.

The boundaries of the region were adjusted several times during the 1950s and early 1960s, resulting in the exchange of several lines with the Western Region (WR). The first alterations took place on 2 April 1950, when all former SR lines west of Exeter along with the northern part of the Somerset and Dorset Railway (S&DR) were transferred to the WR. [13] [14] In exchange, the Southern Region gained the Salisbury–Westbury, Reading West–Basingstoke, Newbury–Winchester (Chesil), Grafton and Burbage–Andover (including the Tidworth branch line), Sparkford–Weymouth (including the Bridport Railway, the Abbotsbury Railway and the Portland Branch Railway), as well as the Weymouth–Channel Islands ferry services. [13] [15]

The second boundary alteration to affect the operation of the S&DR took place on 1 February 1958, when the line north of Templecombe was transferred to the WR. [14] A third change occurred on 1 January 1963, when the boundary was moved further southwards to between Shillingstone and Blandford Forum. [14] On the same day, the West of England line west of Salisbury was transferred from the Southern Region to the WR. [13] [16]

Organisational history

End of the Southern Railway (1939–1948)

The Emergency (Railway Control) Order 1939, issued by the UK government on 1 September 1939, brought the railways under the control of the Railway Executive Committee (REC), which reported to the Minister of Transport. [17] Throughout the Second World War, the Southern Railway (SR) was paid a fixed rental by HM Treasury, instead of receiving income from fares and freight charges. [18] [19] The movement of military personnel, supplies and equipment was prioritised, and on 11 September 1940 an emergency timetable came into force, with lower maximum train speeds and a significantly reduced evening service to allow more freight traffic to operate. [17] [20] Infrastructure works were directed to bomb damage repair, causing a backlog of routine maintenance, and the construction of new locomotives and rolling stock was restricted. [18]

Following the end of the war, the SR worked to repair its network. However, the rental that had been paid by the government was insufficient to fund the works required. [19] The trusts that had been set up by the government to pay for post-war reconstruction of the railways, were devalued through high inflation, [19] and controls over building supplies delayed repairs further. [18] Nevertheless, the SR was the most successful of the Big Four railway companies in restoring its services, [21] and by October 1946 over 81% of its pre-war timetable had been reinstated. [22] Key to the relative success of the SR was the electrification programmes of the inter-war period, which meant that the average age of its rolling stock was younger than that of the other companies and that it was less vulnerable to post-war coal shortages. [21]

British Railways (1948–1960)

The Transport Act 1947 came into effect on 1 January 1948, taking the railways of Great Britain into public ownership. [23] [24] The act created a new body, the British Transport Commission (BTC), reporting directly to the Minister of Transport, to take ownership of the transport infrastructure in Great Britain. [5] [23] Eustace Missenden, who had previously been General Manager of the Southern Railway, was appointed to lead the Railway Executive (RE), to which the management of the main-line railways was delegated. [23] [24] The Southern Region was one of six geographical subsidiaries of British Railways (BR) and was created to take over the day-to-day operations of the former SR and some previously independent railways in the south of England. [23] The SR was officially dissolved on 10 June 1948, after the legal processes to transfer its assets to BR had been completed. [25]

Under the Transport Act 1953, which came into force on 1 January 1955, the RE was dissolved and the Southern Region instead reported directly to the BTC. Greater autonomy was given to the region, and responsibility for strategic decisions was given to its board. [5] [23] The region was split into three divisions, each with a line manager responsible for managing rail operations. [5] The South Eastern, the first division to be formed, was created in 1958, and the Central and South Western divisions followed in 1961. [5] [23]

In January 1955, the BTC published the Modernisation Plan, which set out a programme of investment for the railways. The plan, agreed by the government, envisaged the expenditure of £1,200 million (equivalent to £39,800M in 2023) in the period to 1970. [26] [27] It authorised the electrification of the railway lines in Kent, allowing for the complete replacement of steam with electric traction. [26] [28] Long-distance services on the London–Bournemouth and London–Exeter routes were converted to diesel traction, as were the services on the Tunbridge Wells–Hastings and Hastings–Ashford routes. [27] Steam-haulage was eliminated from the South Eastern division on 26 February 1962 [29] and from the remainder of the Southern region on 9 July 1967. [30]

The financial position of the BTC deteriorated over the first half of the 1950s, and the British Railways accounts showed a net deficit for the first time in 1956. [26] Competition from road transport was increasing, and a damaging industrial strike the previous year had resulted in a sharp decrease in the amount of freight being transported by rail. [5] Falling revenues coinciding with an increase in staff wages, created a financial crisis for the BTC, prompting the government to review its operations and remit. The Transport Act 1962 abolished the BTC and transferred the ownership of the railways to the newly created British Railways Board, which was chaired by Richard Beeching. [26] [31]

British Rail (1965–1982)

British Railways became British Rail on 1 January 1965, and a new brand identity was established across the railway network. [32]

Sectorisation (1982–1994)

The organisational structure of British Rail was changed again on 4 January 1982, with the creation of five business sectors. Three of the sectors (Inter-City, Provincial, and London and South East (L&SE)) were responsible for passenger services. [33] [34] The new sectors were responsible for setting business parameters and specifying service levels. [34] [35] The regions continued to be responsible for all rail operations, including infrastructure and rolling stock maintenance, and ran train services under contract to the sectors. [34] [35] The sectors were able to propose large-scale infrastructure developments, although capital works costing under £1 million (equivalent to £4.46 million in 2023) could be directly authorised by the regions. [36]

On its formation in 1982, around two thirds of the revenue of the L&SE came from the Southern Region, and the posts of Senior Director L&SE and General Manager (Southern Region) were held by the same person. The headquarters of both the sector and the region were run as a combined operation at Waterloo station. [34] [37] The L&SE sector did not attempt to establish a strong brand identity, and the electrification of the Hastings line, completed in mid-1986, was primarily promoted as a Southern Region project. [38] The corporate colour scheme for the rolling stock in the south east (the so-called "Jaffa Cake livery") was only applied to a limited number of trains, including the Class 411 (4CEP) and Class 421 (4CIG) units operating on Kent Coast and Brighton Main Line services. [38]

A further reorganisation took place in mid-1985, which included the separation of the joint management of the L&SE sector and the Southern Region. Additionally, Gatwick Express services were transferred to Inter-City. [39] [40] In November of the same year, Chris Green was appointed as the sector director. He created a new corporate identity for the L&SE sector, launching the Network SouthEast (NSE) brand on 10 June 1986. [41] The Southern Region continued to run rail services until April 1992, when the direct management of all passenger operations, infrastructure and rolling stock maintenance was transferred to NSE. [42] Both the Southern Region and NSE were formally abolished on 31 March 1994, when the sector was divided into shadow franchises in preparation for privatisation. [43]

Line and station closures

Line closures

Pre-Beeching

St Lawrence Tunnel on the Ventnor West branch line in 1954, two years after closure St Lawrence Tunnel geograph-3003669-by-Ben-Brooksbank.jpg
St Lawrence Tunnel on the Ventnor West branch line in 1954, two years after closure

Passenger lines closed by the Southern Region between 1948 and 1963:

Post-Beeching

Heathfield station on the Cuckoo Line in 1972, seven years after closure Heathfield station (1972).JPG
Heathfield station on the Cuckoo Line in 1972, seven years after closure

Passenger lines closed by the Southern Region between 1963 and 1992:

Station closures

Coulsdon North station in June 1983, before its closure that October Coulsdon North station geograph-3115595-by-Ben-Brooksbank.jpg
Coulsdon North station in June 1983, before its closure that October

Passenger stations closed by the Southern Region on lines that were open in 1992:

Station developments

New stations

Resited stations

Reconstructed and redeveloped stations

Electrification and resignalling

By 1938, around 620 route miles (1,000 km) and around 1,770 track miles (2,850 km) of the Southern Railway (SR) had been electrified using the third-rail system. [128] [129] In June the following year, the SR approved the electrification of the Oxted line from South Croydon to Horsted Keynes via East Grinstead, but the outbreak of the Second World War prevented the start of works. [130] Nevertheless, the company continued to develop its electrification plans and, in March 1942, the board of directors indicated that it would complete the electrification of the south-eastern and central sections of its network after the war had ended. [130] [131] A report produced by the SR in February 1946, recommended that the extension of the 600 V third-rail system and provided an estimated cost of around £7.1 million (equivalent to £372M in 2023) to complete the electrification of the south-eastern and central sections. If the lines to Salisbury and Bournemouth were to be included, the total estimated cost would be £10.7M (£561 million in 2023). That October, the board approved the electrification of all lines east of Portsmouth and Reading by 1955 at an estimated cost of £15M (£786M in 2023). [131] [132]

Following the nationalisation of the railways in 1948, there was no public money available to invest in large-scale infrastructure improvements, and the SR's plans were cancelled. [132] [133] Instead, the more limited programme undertaken by the Southern Region in the late 1940s and early 1950s was focused on signalling upgrades and the renewal of the power supply system, which was approaching life-expiry. [134] [5] In 1949, work started on installing four-aspect colour-light signals on the Brighton Main Line north of Coulsdon North, a project completed in May 1955. [134] [135] In November the following year, the Railway Executive approved the reconfiguration of the electrical supply network, which included connecting the system to the National Grid, the construction of 45 new substations and the closure of the Durnford Road power station, which had been built by the LSWR. [134] [136] The work, which allowed the lengthening of suburban trains from eight to ten cars, was planned so that the traction voltage could be raised from 600 V to 750 V at a later date. [136] [137] Ten-coach trains began running on the Bexleyheath line on 14 June 1954 and on the Dartford Loop Line via Sidcup a year later. [138]

A Class 411 4CEP unit leads a 12-coach train along the South Eastern Main Line between Dover Priory and Folkestone Central CEPs and BEP near Aycliff Dover 3773455 8c5143a6.jpg
A Class 411 4CEP unit leads a 12-coach train along the South Eastern Main Line between Dover Priory and Folkestone Central

Extensions of the third-rail network in the region were examined as part of a report on motive power policy, published by the Railway Executive in October 1951 and subsequently endorsed by the British Transport Commission (BTC). The report recommended the electrification of the remaining steam-operated main lines from London to Bournemouth, Hastings and Dover. [139] The Modernisation Plan of 1955 recommended the electrification of all lines serving the Kent coast, [140] which was approved by the BTC in February 1956. [28] [a] The project was designed to eliminate all steam-hauled passenger and freight services over the lines that it covered. [142] Work began in 1957 and was split into two phases, both of which included the installation of colour-light signalling. The first phase, around 78 route miles (126 km), electrified the lines from Gillingham to Ramsgate and Dover Marine via Faversham. It included the alterations to the track layout between Shortlands and Bickley Junctions, the extension of quadruple track east from Bickley Junction to Swanley and the realignment of the connecting spur lines at Chiselhurst Junction, where the South East and Chatham Main Lines cross. [143] [144] [145] The new electric timetable was launched on 15 June 1959, with the typical journey time between London and Ramsgate reduced by 42 minutes. [146] The second phase, around 157 route miles (253 km), electrified the lines from Sevenoaks to Ramsgate and Dover via Tonbridge and Ashford. [147] [148] The new timetable was introduced on 18 June 1963, [149] although the rebuilding of Ashford station was not completed until 1966. [148]

A Class 423 4VEP unit at Winchester in 1986 BR Class 423 4-VEP EMU no. 7754, Winchester, 19 September 1986.jpg
A Class 423 4VEP unit at Winchester in 1986

In the early 1960s, passenger services between London and Bournemouth via Southampton Central were still hauled by steam locomotives. With the withdrawal of steam power approaching, electrification of the South West Main Line between Sturt Lane (near Frimley) and Bournemouth was authorised in September 1964. [150] The project included the replacement of jointed track with continuous welded rail. [150] Regular electric trains from London began operating in public service to Basingstoke on 2 January 1967 [151] and to Bournemouth on 10 July 1967. [152] [153] The final steam-hauled public service between Waterloo and Southampton ran on 8 July 1967. [152] Electrification between Bournemouth and Weymouth, costing £53 million project (£196 million in 2023), was authorised in January 1986 [154] [155] To reduce costs, a 5 mi (8.0 km) stretch of line was singled between Moreton and Dorchester South, [156] and the capacity of the 11 kV supply from the National Grid limited train lengths to a maximum of five coaches. [157] [158] The third rail was energised on 11 January 1988, [158] and public electric services began on 16 May that year. [156]

A Class 485 unit on Ryde Pier in 1984 BR Class 485 train on Ryde Pier IoW.jpg
A Class 485 unit on Ryde Pier in 1984

Although the vast majority of railway lines on the Isle of Wight were closed, [49] [70] the Island line between Ryde Pier Head and Shanklin was allowed to remain open, as this section carried the majority of the summer holiday traffic. [159] The steam locomotives and carriages that operated services on the island dated from before the formation of the Southern Railway and were life expired. [160] Since the clearance in Ryde Tunnel was around 10 inches (25 cm) lower than that of the mainland railways, standard-sized rolling stock could not be used. [161] Instead, the line was electrified using the third-rail system at 630 V DC for a total cost of £500,000 ((equivalent to £12 million in 2023), to allow former London Underground tube stock to operate. [160] [159] The new electric timetable began operation on 20 March 1967. [160] [162]

A Class 421 4CIG unit at the Oxted "Electrification Gala" in September 1987 NSE East Grinstead - Oxted electrification gala (1987) 07.JPG
A Class 421 4CIG unit at the Oxted "Electrification Gala" in September 1987

The electrification of the Hastings line and the East Grinstead branch of the Oxted line in the 1980s, was driven by a commitment to remove asbestos from rolling stock by the end of 1988. [163] [164] British Rail assessed that it was more cost effective to electrify both lines and to operate them with electrical multiple units from its existing fleet, rather than to pay for the decontamination of the diesel units, which were approaching life expiry. [163] [165] The Hastings line electrification, which including the singling of the line through three tunnels to allow standard rolling stock to operate, was authorised in 1983, and the electric timetable began operating on 12 May 1986. [166] [167] Electrification of the Oxted line between South Croydon and Sanderstead was completed in May 1983, [163] and the extension to East Grinstead began operating on 5 October 1987. [168] [169] The works on the Oxted line included resignalling south of Woldingham and transferring control to a new panel box at Oxted. [170]

The Eastleigh–Fareham line and the West Coastway line between St Denys and Havant, were electrified in 1990 at a cost of £22 million (equivalent to £63M in 2023). [171] [172] The scheme was officially opened on 13 May 1990. [173]

Traction and rolling stock

Class 411 (4-CEP) "slam-door" EMU at London Victoria station, in Network SouthEast livery (March 2003) 1586 at London Victoria.jpg
Class 411 (4-CEP) "slam-door" EMU at London Victoria station, in Network SouthEast livery (March 2003)

At the time of its creation the Southern Region still had large numbers of steam locomotives The Southern Region also owned three locomotive works at Ashford, Brighton, and Eastleigh, two carriage works (Eastleigh and Lancing) and a wagon works at Ashford. Most of these closed before privatisation.

Unlike the other regions of British Railways, the Southern Region did not rush to withdraw its steam locomotives, instead using them right up to the completion of large-scale electrification. Consequently, the Southern Region was the last region in Britain to regularly use steam on high-speed expresses and to have steam operated branch lines. Steam traction over the region finally ended in July 1967.

Electric

A 4-SUB at East Croydon in 1964 4Sub 4637 at East Croydon station (1964).JPG
A 4-SUB at East Croydon in 1964

4-SUB units had been introduced by the Southern Railway (SR) in 1941, having been ordered shortly before the start of the Second World War. Between 1942 and 1945, the SR lengthened some of its existing 3-SUB units, which were then given the 4SUB designation. [174] [175] The Southern Region of British Railways produced further 4-SUBs between 1948 and 1951. [176] The first ten units were delivered in late 1948, and were primarily to replace units destroyed during the war. They were followed by a further 23 units fitted with a newer motor design. [177] The final batch of 123 units was produced between May 1949 and December 1951. [178] Withdrawal of the 4-SUBs built for the Southern Region began in October 1972 [179] and continued until the final unit was removed from passenger service in September 1983. [180]

Class 402 2-HAL units had been introduced by the SR in 1938–39 to work semi-fast services in north-west Kent. [181] Seven additional units were built by the Southern Region in 1948, to replace 2-NOL and Class 401 2BIL units that had been damaged beyond repair during the war. [182] [183] One further 2-HAL set was built in 1955. [182] [184]

An SR Class 4DD in 1972, the year after their withdrawal from service Class 4DD no 4902 at Ashford Steam Centre.jpg
An SR Class 4DD in 1972, the year after their withdrawal from service

SR Class 4DD electric multiple units were built in 1949 to operate the most overcrowded suburban services between Dartford, Charing Cross and Cannon Street. These double decker trains could take advantage of the greater clearances on the suburban lines in north-west Kent and were 4.5 in (11 cm) taller than other rolling stock. [185] [186] Only two 4-car units were produced, with each unit able to accommodate 936 seated passengers, compared to around 600 in a single-deck unit of a similar length. [185] Operation of the units required longer station dwell times, because of the small number of doors in each carriage. Additionally, passengers criticised the poor ventilation in the upper compartments, which did have not opening windows due to the tight loading gauge. [186] [187] The 4DDs continued in service until 1 October 1971, but no further units were produced. [184] [119]

A Class 415 4-EPB unit at Sanderstead in 1986 Sanderstead station (1986b).jpg
A Class 415 4-EPB unit at Sanderstead in 1986

Class 415 4-EPB units were introduced to passenger service in January 1952, initially on the New Guildford line. [188] [176] All incorporated bogies reclaimed from withdrawn pre-war units and the first 53 also had a trailer vehicle repurposed from scrapped 4-SUBs. [188] The 2-car Class 416 2-EPBs, based on the Mark 1 coach, were built in 1953. [188] [189] They were primarily intended to allow lengthening of 8-car suburban services to 10 carriages, but were also used individually to replace 2-NOL units. [189] In total, 213 4-EPBs and 79 2-EPBs were produced. [188]

A 4 CEP electric multiple unit in Jaffa Cake livery on the 1106 electric service to Hastings Station in September 1986. BR Class 411 4 4-CEP EMU no. 1525, Hastings, 24 September 1986.jpg
A 4 CEP electric multiple unit in Jaffa Cake livery on the 1106 electric service to Hastings Station in September 1986.

The region had ordered large fleets of slam-door electric multiple unit rolling stock with Mark 1 bodies in the 1950s and 1960s, but some Southern Railway-style units survived until the mid-1990s. By that time, much of the Region's slam door fleet reached the end of its design life of 35–40 years and was replaced by more reliable sliding- and plug-door stock - much of it after privatisation (mainly using Electrostar and Desiro trains) - although BR started to replace inner suburban trains from the 1970s.

Few Mark 2 multiple units were built but some driving trailers were introduced for Gatwick Airport express services, then operated by the InterCity brand.

The 4-car Class 455 units were built for suburban services on the Central and South Western Divisions. They used the Mark 3 bodyshell and had a top speed of 75 mph (121 km/h). The 455/8s were introduced in 1983 on the lines from London Waterloo and replaced 4-SUBs and 4-EPBs. [190] [191] The 455/7s, incorporating a trailer vehicle from a Class 508 unit, entered into service the following year. The 455/9s were introduced in 1985, and in May of that year, 36 455/8s were transferred from the South Western to the Central Division. In total, 137 Class 455s were constructed. [190]

The 5-car Class 442 units were built for the electrification of the South West Main Line between Bournemouth and Weymouth. They also used the Mark 3 bodyshell and had a top speed of 100 mph (161 km/h). They entered service in May 1988, operating express long-distance services between London Waterloo and Weymouth. [192] [193]

A Class 483 unit at Ryde St John's Road in 1989 483 001 at St John's Road, 1989 - geograph.org.uk - 790855.jpg
A Class 483 unit at Ryde St John's Road in 1989

The Island Line, between Ryde Pier Head and Shanklin, was electrified in the mid-1960s to allow steam haulage to be eliminated. The new electric timetable began in March 1967, operated by 4-car Class 485 and 3-car Class 486 units, which had been created by converting London Underground Standard Stock. [160] By the early 1980s, the trains were suffering from salt corrosion, and were replaced in July 1989 by converted London Underground 1938 Stock, designated Class 483. [194]

Diesel

A fleet of diesel-electric multiple units, also known by enthusiasts as "Thumpers" because of their distinctive engines, ran on non- or partly-electrified routes. These include the Oxted line, the Hastings line and the North Downs line.

Channel Tunnel

1960s and 1970s

In 1960, the Channel Tunnel Study Group, a consortium of companies in which both BR and SNCF had financial interests, issued new proposals for a tunnel between England and France. [195] [196] Rival plans for a bridge between Dover and Calais were proposed the following year. The two schemes were evaluated by a joint working group established by the British and French governments, which determined that the tunnel scheme was both technically feasible and "preferable economically". [195] [197] The agreement between the two governments to build the tunnel was announced on 6 February 1964. [198] A further agreement was reached in 1973, based on the principle that the cost to the British government would be £120 million (equivalent to £1,800M in 2023). [195]

The British Railways Board (BRB) began to explore options for connecting the tunnel to the UK railway network. It proposed a high-speed route between London and Folkestone that would allow a total journey time of around 2+3⁄4 hours between London and Paris. Part of the route would run over existing lines, which were to be upgraded to a line speed of 300 km/h (186 mph). Bypass lines would be constructed for Ashford and Tonbridge stations, and a new double-track railway would be built from Edenbridge to South Croydon, assuming that the Oxted line could not be upgraded for international trains. [199] [200] In May 1974, the BRB presented its plans for the high-speed link, with a cost estimate of £373 million (£4,900M in 2023). That November, the British government refused the BRB's proposal, [199] [201] and the plans for the tunnel were cancelled in January 1975. [202] [203]

1980s and 1990s

The idea of constructing a fixed link between England and France was revived in the early 1980s. In March 1985, the British and French governments invited proposals from private consortia and, in January the following year, a twin-bore rail tunnel was chosen as the preferred option. [204] The tunnel was to be built to the plans drawn up in the early 1970s, [205] and the BRB was required to provide rolling stock and new infrastructure to connect it to the existing UK rail network. [204] The board established a new sector, the European Passenger Services sector, to plan and operate the international passenger services. [204]

Waterloo International under construction in March 1992 Waterloo International Station geograph-4062100-by-Ben-Brooksbank.jpg
Waterloo International under construction in March 1992

The BRB's infrastructure works, some of which were focused on improving existing lines and stations on the Southern Region, were divided into two phases. [206] Phase I included the construction of Waterloo International station, the resignalling of the South Eastern Main Line between Chislehurst and Folkestone, [206] and the electrification of the Redhill–Tonbridge line to provide an alternative route for freight trains to reach the West London line. [206] [207] Phase II included the reconstruction of Ashford station, to create a new passenger rail terminal. [206] The Channel Tunnel opened in May 1994, [204] shortly after the formal abolition of the Southern Region that March. [43]

Accidents

Notes

  1. ↑ In November 1955, the British Transport Commission elected to install 25 kV overhead line in all future electrification programmes, except for those on the Southern Region, which were to use the third-rail system. [141]

References

  1. ↑ "British Railways". The Manchester Guardian. No. 27 November 1947. 27 November 1947. p. 4.
  2. ↑ "6-Region Reorganisation for British Railways". Daily Telegraph. No. 28, 839. 27 November 1947. p. 11.
  3. 1 2 Bonavia 1981, p. 14.
  4. ↑ Bonavia 1981, p. 17.
  5. 1 2 3 4 5 6 7 Brown 2010, p. 58.
  6. ↑ Oppitz 1988, pp. 92–93.
  7. ↑ Body 1989, p. 162.
  8. ↑ Body 1989, p. 148.
  9. ↑ Bonavia 1981, p. 12.
  10. ↑ Atthill 1970, p. 92.
  11. ↑ Bonavia 1981, p. 10.
  12. ↑ Bonavia 1981, p. 35.
  13. 1 2 3 Thomas & Whitehouse 1988, pp. 202–203.
  14. 1 2 3 Atthill 1970, p. 93.
  15. ↑ Freeman Allen 1987, p. 6.
  16. ↑ Robertson 2009, pp. 12, 15.
  17. 1 2 Bonavia 1987a, p. 163.
  18. 1 2 3 Bonavia 1987a, p. 173.
  19. 1 2 3 Glover 2001, p. 66.
  20. ↑ Thomas & Whitehouse 1988, p. 143.
  21. 1 2 Bonavia 1987a, p. 174.
  22. ↑ Thomas & Whitehouse 1988, p. 193.
  23. 1 2 3 4 5 6 White 1992, pp. 198–199.
  24. 1 2 Brown 2010, p. 53.
  25. ↑ Bonavia 1987a, p. 179.
  26. 1 2 3 4 Brown 2010, p. 59.
  27. 1 2 White 1992, pp. 200–201.
  28. 1 2 Glover 2001, p. 78.
  29. ↑ White 1992, p. 204.
  30. ↑ Bird 1997, p. 4.
  31. ↑ White 1992, p. 205.
  32. ↑ Brown 2010, p. 60.
  33. ↑ Gourvish 2002, p. 104.
  34. 1 2 3 4 Green & Vincent 2014, p. 13.
  35. 1 2 Brown & Jackson 1990, p. 11.
  36. ↑ Green & Vincent 2014, p. 14.
  37. ↑ Brown & Jackson 1990, p. 7.
  38. 1 2 Brown & Jackson 1990, p. 9.
  39. ↑ Green & Vincent 2014, p. 19.
  40. ↑ Brown & Jackson 1990, p. 8.
  41. ↑ Lawrence 1994, p. 6.
  42. ↑ Lawrence 1994, p. 141.
  43. 1 2 Green & Vincent 2014, p. 126.
  44. ↑ Oppitz 1988, p. 100.
  45. ↑ Oppitz 1988, p. 39.
  46. ↑ "Sheppey Flyer is No More". Chatham Standard. No. 4889. 6 December 1950. p. 1.
  47. ↑ Oppitz 1988, p. 33.
  48. ↑ Oppitz 1989, p. 76.
  49. 1 2 3 Hardy 2003, p. 9.
  50. 1 2 3 4 Body 1989, p. 267.
  51. 1 2 3 4 5 Robertson & Oppitz 1988, p. 108.
  52. ↑ Oppitz 1988, p. 107.
  53. ↑ "Three Stations Close". Daily Telegraph. No. 30532. 15 May 1953. p. 19.
  54. ↑ "It Saves £11,400". Evening Standard. No. 40093. 6 April 1953. p. 6.
  55. ↑ Oppitz 1988, p. 93.
  56. ↑ "Moving Farewell to the Old 'Bumper'". Kent & Sussex Courier. No. 6159. 8 January 1954. p. 1.
  57. ↑ Robertson & Oppitz 1988, p. 70.
  58. ↑ Oppitz 1987, p. 84.
  59. ↑ Robertson & Oppitz 1988, p. 55.
  60. ↑ Oppitz 1988, pp. 47–48.
  61. ↑ Oppitz 1988, p. 60.
  62. 1 2 Oppitz 1987, p. 111.
  63. ↑ Robertson & Oppitz 1988, p. 45.
  64. 1 2 Oppitz 1989, p. 21.
  65. ↑ Oppitz 1987, p. 105.
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