South Eastern Main Line

Coordinates: 51°10′21″N 0°32′9″E / 51.17250°N 0.53583°E / 51.17250; 0.53583
Source: Wikipedia, the free encyclopedia.

South Eastern Main Line
DC third rail
Operating speed100 mph (161 km/h) maximum
Route map

(Click to expand)

The South Eastern Main Line is a major long-distance railway route in

Chatham and High Speed 1 which runs through the centre of Kent to the coast at Folkestone where it joins the Channel Tunnel
.

History

Construction

See also: Redhill–Tonbridge line
Railways in the south east that were built, authorised or under construction by 1840

The line was built by the

South Eastern Railway (SER), which was in competition with the London, Chatham and Dover Railway
(LCDR), hence the duplication of routes in Kent.

The original main line was given sanction by

Norwood, Surrey.[b] instead of at Corbett's Lane.[4] However, the London and Brighton Railway was authorised to build from Norwood southwards in 1847. Parliament suggested that further savings could be made by avoiding having lines running in parallel valleys for 12 miles (19 km) if the SER were to make its junction further south. The London and Brighton were to construct the line, and the SER were to purchase it at cost on completion. Both companies would operate trains over the route. The London and Brighton took advantage of this to ensure that gradients would be kept as shallow as possible, even at the expense of substantial earthworks and a mile-long tunnel at Merstham. The SER main line diverged from the London and Brighton's line at Reigate Junction, which the London and Brighton opened to traffic on 12 July 1841.[2]

The viaduct over the Foord Gap

Leaving the Brighton line, the railway took a direct route to

Tunbridge, Maidstone Road and Ashford stations were built with through roads.[6] Headcorn station was to be rebuilt on a similar plan in 1924.[7] Construction began in November 1837 from Reigate Junction eastwards, and in both directions from Tunbridge. The line from London Bridge to Tunbridge opened on 26 May 1842. The line between Tonbridge and Ashford opened on 1 December 1842.[8]

East Kent

No major engineering works were needed until Folkestone was reached, where a 100 ft (30 m) high

Martello Tower.[9] Between Folkestone and Dover, there were three headlands, Abbott's Cliff, Round Down Cliff and Shakespeare's Cliff. The first and last were of sound chalk, but Round Down Cliff's chalk was of a different character, and was found to be unstable. Cubitt sought the advice of Lieutenant Hutchinson, Royal Engineers, who had experience in using dynamite in the clearing of the wreck of HMS Royal George in 1840.[10] It was decided to blow the cliff away over a distance of 500 ft (150 m).[11] On 18 January 1843, a total of 18,500 lb (8,400 kg) of gunpowder was used in three charges to blow away the cliff face. An estimated 1,000,000 tons of chalk was dislodged.[12] As the chalk in Shakespeare's Cliff was not as strong as that of Abbot's Cliff, two single line tunnels were bored.[13] East of Shakespeare Tunnel, a low trestle bridge was built across the beach to gain access to Dover.[14] The line between Folkestone and Dover opened on 7 February 1844.[8]

In 1843, permission was obtained to build the branch line from Paddock Wood to

Tunbridge Wells.[17] This line opened on 19 September 1845,[18] and was extended to Hastings, East Sussex in 1852.[19] Also in that year, permission was obtained to build a railway from Ashford to Hastings, which opened on 13 February 1851.[20] Tunbridge station was renamed Tunbridge Junction on 1 February 1852.[21]

Both Dover and Folkestone provided access to the

Admiralty ships to Calais.[citation needed] Neither French port was connected by railway at the time. The SER partly financed the construction of the Boulogne & Amiens Railway, which opened in 1848. Calais was reached by rail in that year.[26] Larger and larger ships were built for the cross-Channel service; these could use Folkestone Harbour only at high tide in the 1860s whilst the pier was extended. Trains connecting with cross-Channel ships thus ran according to the state of the tide, not to a fixed timetable. This was a factor in a serious accident at Staplehurst on 9 June 1865.[26][27]

The development of

Elizabeth I, there had been plans to build a breakwater at Dover. In 1836, a parliamentary inquiry was set up, and eventually construction of a breakwater was begun in 1847. The Admiralty Pier was to be wide enough for two railway lines to be accommodated.[28] In use by 1864, the pier was completed in 1871.[29] Another problem was a lack of decent hotel accommodation in Dover. The Harbour Commissioners had sold the SER a parcel of land on which the station was built. The SER wanted to build the hotel at a position where it would serve both cross-channel and local traffic. They approached the Harbour Commissioners for permission to buy the desired site, but were refused on the grounds that they had not built on land they had previously purchased. Thus the Lord Warden Hotel was built, opening in 1851.[30] Through the 1850s, Folkestone saw more traffic than Dover, although the latter port was growing at a faster rate.[31][26]

Further connections

In 1857, a new direct connection was put in at Tunbridge Junction, enabling trains to reach Hastings without reversing. The station at Tonbridge was rebuilt on a new site just west of the original.[21] The LCDR built their line to Dover, which opened in 1861,[32] providing a route to London that was 16 miles (26 km) shorter that the SER line via Redhill.[33] In May 1862, authorisation was obtained to construct a new railway from St Johns, London to Tonbridge, which reduced the distance from London to Tonbridge and points east by about 13 miles (21 km). Construction of the tunnels was well supervised by the SER, for it had been discovered by then that the contractors who had built the tunnels on the Hastings line had skimped on the construction by using an insufficient number of rings of bricks to line the tunnels. Rectification resulted in a restricted loading gauge on that line,[34] a situation that was to last until 1986.[35] This "cut-off" line, 24 miles (39 km) in length, reached Chislehurst & Bickley Park on 1 July 1865. This station was replaced with a new one 600 yards (550 m) further south, which opened on 2 March 1868 when the line was extended to Orpington and Sevenoaks.[36][37] The line between Sevenoaks and Tonbridge opened to freight in February 1868, and to passengers on 1 May 1868.[21] Sevenoaks Tunnel took five years to build, from 1863 to 1868, It is 3,493 yards (3,194 m) long. On opening, it was the fifth longest railway tunnel in the United Kingdom.[38] This new line meant that the old main line from Redhill was relegated to branch line status.[21]

In 1872, construction began on

Shorncliffe & Sandgate station. Cheriton Arch opened on 1 September 1884.[43][44][45] The new Shorncliffe Camp opened a month later, on 1 October.[45]

The LCDR reached Ashford in 1884 from

ambulance trains.[51]

Operation

From the outset, the line was worked by

2-6-4Ts in 1917 for express passenger trains.[58] Post-war, the D and E classes were rebuilt with superheaters. The rebuilt locomotives were designated as classes D1 and E1.[59]

With the introduction of electric trains in the late 1920s, a large number of three-car electric multiple units and two-car trailer sets were built. Some were built new by the

Metropolitan Carriage, Wagon and Finance Company with trailers by the Birmingham Railway Carriage and Wagon Company, but the majority were converted from ex-SECR, LBSC or LSWR carriages. The former LBSC 6.7kV AC electric multiple units were also converted.[60] After World War II, many of the three-coach units were reformed as four-car units by the addition of an ex-LSWR 10-compartment carriage. Some units gained a brand new carriage. Other units were formed from various carriages that were part of units that had been damaged by accidents or enemy action. From 1946 to 1950, a number of units were built at Eastleigh Works.[61] The units collectively were designated 4SUB
.

Electrification

In 1903, the SECR obtained powers to

Cannon Street to Orpington as part of Stage 1; Orpington to Tonbridge as part of Stage 2, which also included the electrification of the former SEML between Redhill and Tonbridge. Both stages only covered the working of local passenger trains on the lines that were electrified. Stage 3 was to extend the working to through passenger trains and freight. Permission was sought in 1922 to build an electricity generating station at Charlton, London
. This was refused by the Electricity Commissioners, who insisted that the company bought electricity from an existing supply company. Objections to this by the SECR were not entertained.

On 1 January 1923, the SECR became part of the Southern Railway (SR).[62]

Electric multiple units at Orpington, 1928. Two 3-car units sandwich a 2-car trailer set.

The SR decided that the electrification system was to be 660 V DC

Greenwich Park Branch Line, which had closed on 1 January 1917 and thereafter was only used by freight trains as far as Brockley Lane, was brought back into use on 30 June 1929 as far as the point at which it crossed the SEML, a new spur being provided to give access to Hither Green. The reopened section of line was also electrified and provided with four aspect colour light signalling.[67]

In 1934, it was announced that the electrification of the SEML would be extended to Sevenoaks, including the loops at Chislehurst Jn. Electric services from Sevenoaks began on 6 January 1935.[69] In February 1936, it was announced that the SR intended to extend electrification of the SEML to Tonbridge, as part of a scheme to electrify the Hastings line. In February 1937, it was announced that this part of a wider electrification scheme would be completed in January 1939. However, in February 1938, it was announced that the Hastings electrification had been abandoned due to the cost of having to either build dedicated rolling stock or rebore the tunnels to allow ordinary stock to work through them.[70]

In 1954, Charing Cross, and to a lesser extent London Bridge, were remodelled to enable them to handle 10-coach trains on the suburban network.[71] Cannon Street station was remodelled in 1955. On 5 April 1957, a fire destroyed the signal box at Cannon Street and severely affected the operation of trains. Following the construction of a temporary signal box, a reduced service was operated from 5 May, a skeleton service having operated in the interim.[72] A new signal box was built, coming into service on 16 December.[73]

Polhill Tunnel with 2 EPBs near Sevenoaks in 1958.

1955 Modernisation Plan. This extended electrification to the Kent Coast in two stages, with the South Eastern Main Line being subject of "Kent Coast Electrification - Stage 2".[74] As part of Stage 1, Chislehurst Jn was rebuilt to allow an increase of speed on the connecting lines from 30 miles per hour (48 km/h) to 50 miles per hour (80 km/h).[75] Stage 2 extended electrification along the remainder of the SEML to Dover. Ashford, Shorncliffe and Folkestone Central stations were rebuilt.[74] Colour light signalling was installed throughout, with new signal boxes being built at Hither Green, Chislehurst Junction, Orpington, Sevenoaks, Tonbridge, Ashford and Folkestone Junction. This allowed the abolition of 32 signal boxes, with eleven more reduced to occasional use and one being manned during morning peak hours only.[76] Electric services on the full length of the SEML began on 12 June 1961.[77] This was accompanied by a voltage upgrade to 750 V DC across the whole the Southern Region.[citation needed] Completion of the scheme would allow the phasing out of steam from the Eastern area of the Southern Region of British Railways.[78] Folkestone East closed to passengers on 6 September 1965.[79] In December 1969, it was announced that all electric multiple units built before 1939 were to be withdrawn by 1972.[80] In 1972, work began on rebuilding and resignalling London Bridge, with a new power signal box built at London Bridge. The scheme cost £23.5 million and was completed in December 1978.[81]

The line was largely left untouched, until the arrival of the

Maidstone East Line. The CTRL was built alongside the line to Ashford where is joined in to gain access to the existing station. The CTRL diverges west of Ashford to pursue a separate route to its new London terminus (St Pancras). Thus a short section of the line through Ashford is also electrified at 25 kV AC
.

Accidents

Over the years, a number of accidents have occurred at various locations on the South Eastern Main Line.

Staplehurst, 1865.
  • 9 June 1865 - the Staplehurst rail crash. An error by track workers resulted in the deaths of ten people when a train crossed a bridge from which the rails had been removed. A further 40 people were injured, including Charles Dickens.
  • On 30 September 1866, the slip portion of a train, which was to be worked forwards to Hastings, failed to stop at Tunbridge due to an error by the slip guard. It crashed into a rake of empty carriages 262 yards (240 m) east of the station. Eleven of the 40 passengers were injured.[84]
  • January 1877 - a
    landslip at the eastern end of Martello Tunnel brought down some 60,000 cubic yards (46,000 m3) of chalk, killing three men. The line was closed for two months.[85]
  • 7 June 1884 - A double-headed freight train ran into the rear of another freight train at Tub's Hill station, Sevenoaks. Both crew of the first train were killed. the Hildenborough signalman was charged with causing their deaths. The trains were being worked under the time interval system.[86]
  • 5 December 1905 - the Charing Cross roof collapse. Structural failure of the overall roof at Charing Cross station led to the death of six people.
  • 5 March 1909 - A train for Redhill overran signals and collided with a boat train at Tonbridge. Two people were killed and eleven were injured.[87]
  • 19 December 1915 - a landslip between Martello Tunnel and Abbotscliff Tunnel derailed a passenger train hauled by a D class locomotive. Nearly 2 miles (3.22 km) of line was affected. At Folkestone Warren Halt the line had been pushed 53 yards (48 m) towards the sea.[88]
  • 5 May 1919 - a goods train overran signals and ran into the back of another goods train at Paddock Wood. One person was killed.[89]
Sevenoaks, 1927.
  • 24 August 1927 - the
    tender locomotives
    .
  • 4 December 1957 - the Lewisham rail crash. A train hauled by Battle of Britain class steam locomotive 34066 Spitfire ran into the rear of a train comprising two four-coach electric multiple units and one two-coach electric multiple unit, having passed a signal at danger. The accident happened under a bridge carrying the Greenwich Park branch line. The bridge collapsed onto the wreckage of the two trains, killing 90 people and injuring 173.
  • 12 August 1958 - the 06:52
    Cannon Street train derailed at Borough Market Junction, completely blocking all lines into Charing Cross. The cause was worn trackwork at Borough Market Junction.[91]
  • 28 January 1960 - the 13:22 Hayes to Charing Cross overran signals at Borough Market Junction and was in a sidelong collision with the 12:20 Hastings to Charing Cross. The 14:53 Charing Cross to Tattenham Corner then ran into the derailed Hayes train. Seven people were injured.[92]
  • 8 December 1961 - at 02:02, a goods train was setting back at Paddock Wood when the 00:20 goods from Hoo Junction to Tonbridge overran signals and collided with it. The wreckage from the accident piled up under the bridge carrying the B2160 Maidstone Road. The line was blocked for 12 hours.[93]
  • 5 November 1967 - the
    diesel-electric multiple units derailed on a broken rail at Hither Green
    , killing 49 people and injuring 78.
  • 4 January 1969 - the Marden rail crash. A train formed of two 4CEP electric multiple units ran into the back of a parcels train just west of Marden after passing a signal at danger. Four people were killed and eleven were injured.
  • 17 February 1970 - an electric multiple unit was derailed at Borough Market Junction, causing suspension of services between Waterloo East and Charing Cross.[94]
  • 4 March 1976 - a bomb exploded on an empty stock train at Cannon Street. Eight people in an adjacent train were injured.[95]
  • 6 May 1975 - an electric multiple unit was derailed at Borough Market Junction. No trains were able to run directly between Charing Cross and Waterloo East until the next day.[96]
  • 14 September 1996 - a wagon in a freight train hauled by 47 360 and 47 033 derailed near Staplehurst due to the train being driven at a speed in excess of the wagon's speed limit and the wagon probably being loaded unevenly.[97]
  • 8 January 1999 - the Spa Road Junction rail crash. An eight-coach train comprising a 4CEP and a 4VEP electric multiple unit collided with an eight-coach train comprising two Class 319 electric multiple units after the former train passed a signal at danger. Four people were injured.
Shakespeare Tunnel, showing the original viaduct which was later infilled. The rotting of this structure means that the entire line will need to be rebuilt here, following the failure of the sea wall in December 2015.
  • 24 December 2015 - damage to the sea wall between Dover Priory and Folkestone Central led to closure of the line "until further notice",[98] later reported to be until the end of February.[99] In mid-February 2016, it was revealed that the original wooden viaduct which carried the line, and had been subsequently infilled, had rotted. The section of line affected would need to be completely rebuilt, a process which would take much longer than originally envisaged.[100] Network Rail Chief Executive Mark Carne stated that repairs could take "six to twelve months",[101] although works were completed ahead of schedule with the line reopening on 5 September.

Services

London Charing Cross

Stopping services run from

Charing Cross or Cannon Street to Orpington or Sevenoaks, with other services on the route running fast over this section. Beyond Sevenoaks, stopping services originating from Tunbridge Wells
, just off the main line, cover the stations with other services on the route running fast over this section

At

via Tunbridge Wells
diverges.

At Paddock Wood the Medway Valley line diverges.

At

Marshlink
(to Hastings).

As of December 2022 there are four off-peak "Kent Coast" services between London and Tonbridge:

  • 1 train per hour (tph) from Charing Cross to Ashford International and Dover Priory
  • 1 tph from Charing Cross to Ashford International, Canterbury West and Ramsgate
  • 1 tph from Charing Cross to Hastings, all stops from Tunbridge Wells
  • 1 tph from Charing Cross to Hastings, semifast

From Ashford International to Dover Priory there is a further 1tph formed by a HS1 service from St Pancras.

There are a further four "Metro" services on the suburban part of the line:

  • 2 tph from Charing Cross to Orpington and Sevenoaks
  • 2 tph from Cannon Street to Orpington
  • Additional Metro services diverge off the line at Lewisham or Hither Green.

Rolling stock

Services are formed using

Southern
ran on the line between the London terminus and London Bridge.

Sights

Hither Green depot

The major rail depots, visible near

Grove Park Depot and Sidings
.

Picturesque and unfamiliar sights (to visitors) on the line are oast houses, traditional farm buildings used for drying hops, whose conical roofs are tipped by distinctive cowls.

Notes

  1. ^ The modern spelling of "Tonbridge" was not adopted as the official spelling until 1870.[1]
  2. ^ As it was until 21 March 1889, following the passing of the Local Government Act 1888.

References

  1. ^ Chapman 1995, p. 6.
  2. ^ a b Nock 1961, p. 12.
  3. ^ Nock 1961, pp. 11–12.
  4. ^ Nock 1961, pp. 12–13.
  5. ^ a b Nock 1961, pp. 13–14.
  6. ^ a b Nock 1961, p. 14.
  7. ^ Mitchell & Smith 1985, Illustration 114.
  8. ^ a b c "Tonbridge". Kentrail. Retrieved 19 May 2015.
  9. ^ a b Nock 1961, p. 15.
  10. ^ Nock 1961, pp. 15–16.
  11. ^ Nock 1961, p. 16.
  12. ^ "Great Blast at the Dover Railway". Illustrated London News. No. 39. 28 January 1843. p. 55.
  13. ^ Nock 1961, p. 127.
  14. ^ Nock 1961, pp. 17, facing p.32.
  15. ^ "Maidstone West". Kentrail. Retrieved 19 May 2015.
  16. ^ "Wye". Kentrail. Retrieved 19 May 2015.
  17. ^ "Domestic News". The Standard. No. 3799. London. 2 August 1845. p. 5.
  18. ^ Jewell 1984, p. 91.
  19. ^ Beecroft 1986, p. 8.
  20. ^ "Ham Street & Orlestone". Kentrail. Retrieved 19 May 2015.
  21. ^ a b c d "Tonbridge". Kentrail. Retrieved 19 May 2015.
  22. ^ Nock 1961, pp. 37–38.
  23. ^ Nock 1961, pp. 35–36.
  24. ^ Nock 1961, p. 18.
  25. ^ Nock 1961, pp. 36–37.
  26. ^ a b c Nock 1961, pp. 34–35.
  27. ^ Rich 1865, pp. 42–43.
  28. ^ Nock 1961, pp. 40–41.
  29. ^ Nock 1961, p. 93.
  30. ^ Nock 1961, p. 42.
  31. ^ Nock 1961, p. 43.
  32. ^ Dendy Marshall 1968, p. 326.
  33. ^ Nock 1961, p. 45.
  34. ^ Nock 1961, p. 65.
  35. ^ Beecroft 1986, p. 74.
  36. ^ "Chislehurst". Kentrail. Retrieved 19 May 2015.
  37. ^ "Orpington". Kentrail. Retrieved 19 May 2015.
  38. ^ Leeds, Tessa (2000). "The construction of the Sevenoaks railway tunnel" (PDF). Archaeologia Cantiana. 120. Kent Archaeology Society: 187–204.
  39. ^ Nock 1961, p. 39.
  40. ^ Nock 1961, pp. 81–84.
  41. ^ Nock 1961, pp. 84, 89.
  42. ^ Nock 1961, p. 89.
  43. ^ Nock 1961, p. 90.
  44. ^ "Folkestone Central". Kentrail. Retrieved 19 May 2015.
  45. ^ a b "Folkestone East". Kentrail. Retrieved 19 May 2015.
  46. ^ Mitchell & Smith 1994, Historical Background.
  47. ^ a b Mitchell & Smith 1994, Ashford West.
  48. ^ Harding 1998, p. 5.
  49. ^ Mitchell & Smith 1985, Headcorn.
  50. ^ a b Nock 1961, p. 144.
  51. ^ Nock 1961, p. 156.
  52. ^ Nock 1961, p. between pp. 32-33.
  53. ^ Nock 1961, p. 92.
  54. ^ Nock 1961, p. 96.
  55. ^ Nock 1961, pp. 124–25.
  56. ^ Nock 1961, p. 128.
  57. ^ Nock 1961, pp. 129, 132.
  58. ^ Nock 1961, pp. 157–158.
  59. ^ Nock 1961, p. 172.
  60. ^ Moody 1979, pp. 77–83.
  61. ^ Moody 1979, pp. 110–12.
  62. ^ a b Moody 1979, pp. 20–21.
  63. ^ Moody 1979, p. 23.
  64. ^ Moody 1979, pp. 28–29.
  65. ^ Moody 1979, pp. 30–31.
  66. ^ Moody 1979, pp. 31–32.
  67. ^ a b Moody 1979, p. 42.
  68. ^ Moody 1979, p. 41.
  69. ^ Moody 1979, p. 50.
  70. ^ Moody 1979, pp. 56–57.
  71. ^ Moody 1979, p. 124.
  72. ^ Moody 1979, p. 128.
  73. ^ Glover 2001, pp. 138–39.
  74. ^ a b Moody 1979, p. 140.
  75. ^ Moody 1979, p. 135.
  76. ^ Moody 1979, pp. 141–42.
  77. ^ Moody 1979, p. 142.
  78. ^ Moody 1979, p. 126.
  79. ^ Moody 1979, p. 166.
  80. ^ Moody 1979, p. 207.
  81. ^ Moody 1979, pp. 223–25.
  82. ^ "Accident on the Dover Railway". The Times. No. 18988. London. 29 July 1845. col A, p. 5.
  83. ^ "Fearful and Fatal Accident on the South Eastern Railway". The Times. No. 19139. London. 21 January 1846. col D, p. 5.
  84. ^ Board of Trade (10 October 1866). "South Eastern Railway" (PDF). Railways Archive. Retrieved 2 May 2015.
  85. ^ Nock 1961, p. 85.
  86. ^ Jewell 1984, p. not cited.
  87. ^ Chapman, Frank (6 March 2009). "Rail crash publicity huge as quick thinking saves King and Queen". Kent and Sussex Courier. Courier Group Newspapers.
  88. ^ Nock 1961, pp. 154–55.
  89. ^ Earnshaw 1993, pp. 8–9.
  90. ISBN 1-872524-39-7
    .
  91. ^ Glover 2001, pp. 139–40.
  92. ^ Moody 1979, p. 147.
  93. ^ "Rail Crash: Inquiry begins". Tonbridge Free Press. 15 December 1961. pp. 1, 10.
  94. ^ Moody 1979, pp. 208–09.
  95. ^ Moody 1979, p. 231.
  96. ^ Moody 1979, p. 240.
  97. ^ "Staplehurst 14/09/1996". Rail Safety & Standards Board. Archived from the original on 21 April 2013. Retrieved 24 March 2010.
  98. ^ "Folkestone coastal train halted by sea wall cracks". BBC News. 27 December 2015. Retrieved 27 December 2015.
  99. ^ "UPDATE: Folkestone to Dover railway line closed until END of FEBRUARY". Folkestone Herald. Local World. 27 December 2015. Archived from the original on 29 December 2015. Retrieved 28 December 2015.
  100. ^ "MP Charlie Elphicke says sea wall between Dover and Folkestone will need full rebuild". Folkestone Herald. KM Group. 15 February 2016. Retrieved 16 February 2016.
  101. ^ "Dover rail line collapse: Repairs to take 'up to a year'". BBC News. 16 February 2016. Retrieved 16 February 2016.

Sources

External links

51°10′21″N 0°32′9″E / 51.17250°N 0.53583°E / 51.17250; 0.53583

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