70-525: The " Electric Spine " was the name for part of a, now largely cancelled, rolling programme of railway electrification projects in England initially estimated to cost £800 million, but later thought to cost close to £3 billion. The aim was to form 25 kV AC overhead-wire electrified links northward from the Port of Southampton to major cities in northern and central England and dry port container terminals in
140-519: A cheaper option to convert the LUL stock into third rail, and implement third rail only on the line. The rolling stock currently used is British Rail Class 484s ( D-Train ). The line was upgraded to a 750 V DC third rail system in 2021 to allow Class 484 units to be used. See Suburban electrification of the London, Midland and Scottish Railway for Euston–Watford DC Line history. In 1970,
210-473: A compromise, the nominal line voltage is 650 V, and since 1970 the centre rail has been bonded to the return running rail. There are no special provisions required at Queens Park, where the two dissimilar systems meet, just a gap longer than one coach of a Bakerloo line train at the entry to (and exit from) the Bakerloo, which operates with a nominal -210 V on the fourth rail and +420 V on
280-664: A larger loading gauge . The electrification and modernisation of the section from Kettering to Market Harborough is in progress as of December 2021. In addition, the Integrated Rail Plan for the North and Midlands published by the DfT on 18 November 2021 shows electrification of the entire line to Sheffield. Derby railway station , a junction station on the MML, received remodelled track and signalling: trains approaching from
350-435: A new booking office for tickets and information, three new lifts, refurbished staircases and subway. There is a newsagent and some food outlets. More recently, interactive touch screens have been installed around the station by London North Eastern Railway services to provide information about local attractions, live departures and disruptions and station facilities. In addition, mobile phone charging points are now available on
420-902: A report was released calling for an immediate resumption of electrification in a rolling programme. However, in December 2021 in a story that appeared in the Telegraph it was stated that the Treasury had declined to support the electrification programme. Reputable peer reviewed journals state that electrification is the most relevant technology for reducing transports effect on the environment. Historically, there were more lines electrified at 1,500 V DC, but these have all since been either converted to 25 kV AC or closed. (see 1,500 V DC, overhead (historic) ) Used on several tram systems: The extensive southern third rail electric network covers South London and
490-419: A scheme to improve rail freight capacity from Southampton Port . This conversion would be a pilot scheme to develop a business case for full conversion of the third-rail network. The Office of Rail and Road (ORR) has also stated that, on safety grounds, third-rail 750 V DC has a limited future. British Railways chose this as the national standard for future electrification projects outside of
560-706: Is a devolved matter for the Scottish Government but they too have pursued electrification with multiple schemes in the Central Belt. All these have been 25 kV AC also as in England and Wales. Electrification has not been without controversy with cancellations and various appearances of the Secretary of State for Transport called before the Transport Select Committee. The number of route miles electrified in these years
630-660: Is also used by South Western Railway , though normally only for stock movements. The Northern City Line connects the East Coast Main Line to Moorgate . It was isolated by the abandonment of the 1930s New Works Programme (and the development of the Metropolitan Green Belt ). Tube services were truncated at its northern end by the Victoria line in 1964 at Drayton Park . The remainder was handed over to British Rail in 1975 in conjunction with
700-570: Is lost from heat." Agreeing that conversion would be expensive, he said that the third rail network is at the limit of its power capability, especially as trains become more advanced in technology. The July 2012 Department for Transport High Level Output Specification for Network Rail Control Period 5 includes the conversion of the South West Main Line between Southampton Central and Basingstoke from 750 V DC third rail to 25 kV AC overhead as part of
770-926: Is part of a larger plan that has seen many major routes in central Scotland electrified, including the main Edinburgh Waverley – Glasgow Queen Street route. They have pursued electrification with multiple schemes in the Central Belt . All these have been 25 kV AC , as in England and Wales. In July 2012 the UK government announced £4.2 billion of new electrification schemes, all at 25 kV AC and reconfirmed schemes previously announced by Adonis. These were to be Northern Hub , Great Western Main Line , South Wales Main Line , Midland Main Line , Electric Spine , Crossrail , Gospel Oak to Barking line and West Midlands suburban lines including
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#1732783990804840-665: Is situated between Retford and York on the main line. It is managed by London North Eastern Railway . It is the second busiest station in South Yorkshire (after Sheffield ), and the fourth busiest station in Yorkshire & the Humber . It is a major passenger interchange between the main line, Cross Country Route and local services running across the North of England. It is also the point for which London North Eastern Railway services branching off to Leeds diverge from
910-747: The Cross-City Line . On 25 June 2015, the government announced that some of the electrification projects would be delayed or cut back because of rising costs. Electrification work was to be "paused" on the Trans-Pennine route between York and Manchester and on the Midland main line between Bedford and Sheffield. Electrification of the Great Western main line would go ahead but the status of the Reading–Newbury and Didcot–Oxford sections
980-585: The Department for Transport announced the resumption of the work with revised completion dates of 2019 for Corby and Kettering and 2023 for the line further north to Leicester, Nottingham and Sheffield. Again the upgrade to the line north of Kettering was shelved in July 2017 by the Transport Secretary. Bridges and other structures have been replaced to allow space for the overhead cables and also
1050-433: The East Coast Main Line . It is joined to the rest of the station via a fully accessible overbridge. The station has nine platforms on three islands. Platforms 1, 3, 4 and 8 can take through trains. Platforms 2 and 5 are south-facing bays; platforms 0, 6 and 7 are north facing bays. A first class lounge is available on platform 3A. There were plans to add platforms 9 and 10 to cope with Eurostar trains but this project
1120-934: The Oxted line (East Grinstead branch) were electrified. This left only a few lines unelectrified: the West of England line , the Wessex Main Line , the North Downs Line , the Oxted line (Uckfield branch) , the Marshlink line and the Eastleigh–Romsey line . Two lines of the Merseyrail network; the Northern line and the Wirral line use 750 V DC third rail (see Suburban electrification of
1190-509: The Railway Industry Association published a paper on Electrification cost challenge suggesting ways forward and a rolling program of electrification. In June 2011 Peter Dearman of Network Rail suggested that the third-rail network will need to be converted into overhead lines. He stated: "Although the top speed is 100 mph (160 km/h), the trains cannot go over 80 mph (130 km/h) well and 25% of power
1260-676: The interwar period , the Southern Railway adopted the 660 V DC third rail system as its standard and greatly expanded this system across its network of lines South of London. After World War II and the nationalisation of the railways in 1948, British Railways (BR) expanded electrification at both 1,500 V DC overhead and 660/750 V third rail . In 1956, BR adopted 25 kV AC overhead as standard for all projects outside logical extensions of third-rail systems. The 25 kV AC network has continued to expand slowly, and large areas of
1330-460: The 1890s. It was largely unified between 1900 and 1910 and nationalised in 1933, becoming the railway component of London Transport (LT). A major expansion programme (the "New Works") was launched, in which LT took over several urban branches of mainline railways. The Underground is mostly in North London; its expansion into south London was limited by geology unfavourable to tunnelling and by
1400-499: The 6.25 kV areas were converted to 25 kV in 1983. In 1987, electrification was extended from Bishop's Stortford to Cambridge at 25 kV. In 1990 the line to Stansted Airport opened, and in 1992 electrification was extended from Cambridge to King's Lynn along the Fen Line. Converted from 6.25 kV/1,500 V DC to a combination of AT and FT 25 kV Mark GE (Great Eastern) between 1976 and 1980. Presently being upgraded to
1470-553: The British rail network was electrified . According to Network Rail , as at 2003, 64% of the electrified network used the 25 kV AC overhead system, and 36% used the 660/750 V DC third-rail system. The electrified network is set to expand over the coming years, as 25 kV electrification is extended to currently unelectrified lines such as the Midland Main Line , as well as lines in
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#17327839908041540-747: The Chiltern Main Line near Aynho, south of Banbury ; the Chiltern Main Line from Banbury to Leamington Spa (Oxford to Leamington: 43 miles); the Coventry to Leamington line and the Coventry to Nuneaton Line (roughly 9 miles each). The South West Main Line , which runs 34 miles from Basingstoke to Southampton and its port, is currently third rail 750V DC electrified, and will eventually be converted to 25 kV AC overhead wires. This test-section of re-electrification will assess
1610-801: The East Coast Main Line stopped in March 1997 due to a bomb hoax called in by the IRA . Actual bombs were left at Wilmslow railway station in Cheshire on the same day. In May 2015, construction commenced on a new Platform 0 to the north-east of the station adjacent to the Frenchgate Centre on the site of the former cattle dock. It is used by terminating Northern Trains services to Hull , Beverley , Bridlington and Scarborough . This allowed these services to operate independently of
1680-482: The GEFF (Great Eastern Furrer + Frey) range altering the catenary from a compound to simple sagged arrangement. London Fenchurch Street to Shoeburyness . The majority was originally electrified at 6.25 kV, final sections converted to 25 kV in March 1989. Local lines within London electrified with 25 kV are: In 1994, a project to electrify some of the local lines around Leeds was given authority to proceed. The project
1750-625: The Glasgow area and Greenhill Junction to Stirling , Dunblane and Alloa , which mainly carry commuter services. Electric services on these lines commenced in December 2018. Suburban electrification was begun during the 1960s in the wake of the BR 1955 Modernisation Plan . Electrification was piecemeal and is still incomplete, with a few commuter lines still unelectrified such as the East Kilbride branch and Glasgow to Anniesland via Maryhill, and
1820-507: The London, Midland and Scottish Railway for its history). The single remaining national rail line on the Isle of Wight , from Ryde Pierhead to Shanklin (with the Wroxall to Ventnor section closed), was electrified in 1967, so that former London Underground rolling stock could be used, due to the limited height of Ryde Tunnel. The Island Line used 660 V DC third rail, as it was
1890-482: The MML northward from its limit at Bedford to Derby was originally scheduled for completion by 2019, but the work was "paused" in June 2015 despite significant progress having already been made. The electrification to Derby and beyond (e.g., from Trent Junction via Derby to Sheffield —completion originally due in December 2020—and also to Doncaster —originally due June 2021) will be much delayed. On 30 September 2015,
1960-616: The Midlands . The government wanted efficient electric-hauled freight trains to compete with road haulage. In 2012, the spine was set to be completed within Network Rail's Control Period 5 (CP5, 2014–2019). This was not the case, because various works were delayed, suspended for several months, moved into Control Period 6 (CP6, starting in 2019), and then scrapped altogether (despite various preliminary work, like bridge replacement, having been conducted). Other works associated with
2030-720: The North London DC lines and the Class 501 EMUs used on these services were converted for third-rail operation, with the fourth rail generally being removed on sections not used by London Underground (LUL). Some fourth rail was retained in the Gunnersbury and Queens Park areas for emergency use by LUL. With the closure of Broad Street , the North London line was joined with the Stratford to North Woolwich line; this
2100-784: The North of England as part of the Northern Hub . The first electric railway in Great Britain was Volk's Electric Railway in Brighton , a pleasure railway, which opened in 1883, still functioning to this day. The London Underground began operating electric services using a fourth rail system in 1890 on the City and South London Railway , now part of the London Underground Northern line . The Liverpool Overhead Railway followed in 1893, being designed from
2170-436: The Secretary of State for Transport called before the Transport Select Committee. The Transport Select Committee published its report into various matters including regional investment disparity on the railways and calling again for the reinstatement of various cancelled electrification schemes. A written question was submitted and answered in parliament regarding route miles electrified in the years 1997–2019. In March 2019,
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2240-412: The concourse, touch screen and self-service ticketing machines have been installed across the concourse; the stairways to the subway have now been divided into two way systems to improve the flow of passengers during peak times. In a route study by Network Rail , it was proposed that new platforms could be built on the western side of the station to meet expected demand in the future. In March 2019, it
2310-489: The cost situation the Railway Industry Association published a report in March 2019 detailing why costs had risen and suggested ways forward. However, in the new parliament after the 2019 General election, the Transport Select Committee chaired by Huw Merriman has met on a number of occasions and continued the "Trains fit for the future" enquiry theme started by the previous committee. On 23 March 2021, after many witnesses were called and written and oral evidence considered,
2380-687: The country outside London are not electrified. In 2007, the government's preferred option was to use diesel trains running on biodiesel , its White Paper Delivering a Sustainable Railway , ruling out large-scale railway electrification for the following five years. In May 2009, Network Rail launched a consultation on large-scale electrification, potentially to include the Great Western Main Line and Midland Main Line and smaller "in-fill" schemes. Key benefits cited were that electric trains are faster, more reliable and cause less track wear than diesel trains. On 5 June 2009, Lord Adonis
2450-583: The details of the electric spine. We are reviving and electrifying a stretch of railway between Oxford and Bletchley that’s been out of use for 20 years, before we electrify across Suffolk [for access to the Port of Felixstowe ], double the Felixstowe branch or deal with the Immingham approaches." He stated that "the majority of electrification schemes in the UK [are to] support the passenger network." Other freight companies' managers also have doubts about
2520-696: The electrified Great Western Main Line (GWML) (from Reading to Didcot) would form part of the Electric Spine. The electrification of this part of the GWML will also include the Cherwell Valley Line from Didcot Parkway to Oxford, which was announced in 2009 as part of the 21st Century modernisation of the GWML . A freight curve at Reading bypasses the station and connects the GWML to the Reading to Basingstoke Line (14 miles), which will take
2590-451: The extensive main-line network, much of which was being electrified (see "Southern Electric"). The Underground uses a relatively uncommon four rail system of electrification. Two standard gauge rails are the running rails; the outer third rail carries positive current at +420 V DC and the inner fourth rail is the negative return at –210 V DC, giving a supply voltage of 630 V DC. The chief advantage of
2660-473: The feasibility of the wider conversion of the third-rail electric network to overhead wires. As mentioned above, electrification from Bletchley to Bedford is also not yet scheduled. Network Rail intends to develop plans for both projects in CP6. The managing director of GB Railfreight , John Smith, has questioned the prioritisation of the Electric Spine over other freight routes: "I [do not] really understand some of
2730-508: The following Control Period, and some remain yet to be firmly committed to. East West Rail is a project in progress to rebuild the former Varsity Line route between Oxford and Cambridge (via Bicester Village , Bletchley , Bedford and Tempsford – thus interconnecting the Cherwell Valley Line (and thus the Great Western Main Line ), Chiltern Main Line , West Coast Main Line , Midland Main Line , East Coast Main Line , West Anglia Main Line ). As originally specified,
2800-450: The fourth-rail system is that, in tunnels with a metallic (usually cast-iron) lining, the return traction current does not leak into the lining causing electrolytic corrosion there or in adjacent utility mains. It also means that the two running rails are available exclusively for track circuits . The surface sections use the fourth rail solely for operational consistency: the system shares track with Network Rail in several places. Where
2870-413: The lines from London Liverpool Street (Bethnal Green Junction) to Chingford , Enfield Town , Hertford East and Cambridge . In the 1960s, the lines to Chingford, Enfield Town and Cheshunt were electrified at 6.25 kV, from Cheshunt to Bishop's Stortford and Hertford East at 25 kV. The Lea Valley line between Coppermill Junction and Cheshunt was electrified at 25 kV in 1969. All
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2940-586: The long tunnel under the River Mersey, and the Lancashire & Yorkshire Railway 's Liverpool Exchange to Southport (and on to Crossens ) suburban commuter line was similarly electrified at 625 V by March 1904. Both of these lines initially used a fourth rail system. In 1921, a government committee chose 1,500 V DC overhead to be the national standard, but little implementation followed and many different systems co-existed. During
3010-399: The main route continuing north towards Edinburgh . The railway station was built in 1850 replacing a temporary structure constructed two years earlier, located some 450 yards (410 m) further south. Between 1850 and 1873 the station had two main platforms, with loops to each platform diverting off the main running lines. It was rebuilt in its present form in 1938, where the platform on
3080-516: The mainline from Glasgow to Carlisle via Kilmarnock and Dumfries. The Glasgow Suburban railway network can be divided into three main areas: On the Glasgow–Edinburgh via Carstairs line , some North Berwick Line trains continue to Glasgow Central. A single daily East Coast intercity train from the ECML continues to and from Glasgow Central. The Shotts Line , Holytown Junction to Kirknewton
3150-484: The neglected former L&SWR area (then the South Western Division). The South West Main Line (SWML) to Southampton Central and Bournemouth was electrified in 1967 and to Weymouth in 1988. During sectorisation in the 1980s, Network SouthEast conducted extensive infill electrification. The Snow Hill tunnel was reopened, enabling Thameslink . The Hastings Line , Eastleigh–Fareham line and
3220-412: The north are segregated from those approaching from the south and west, thus removing the previous bottleneck at the station. The work was originally set for completion in December 2017, but was later pushed to summer 2018. The MML around Leicester was also being considered for capacity-improvement, but with plans being less well developed than those for Derby, and are due to be finalised in CP6. Part of
3290-474: The outset to be electric traction, unlike the City and South London Railway which was designed to be cable hauled initially. Main line electrification of some suburban lines began in the early years of the 20th century, using a variety of different systems. The Mersey Railway converted to 600 V DC electric multiple-unit operation on 3 May 1903, thus eliminating the problems caused by steam traction in
3360-432: The project included gauge clearance for large shipping containers and electrified connections to adjacent electrified routes, depots and freight facilities. The north–south axis of the link leads to the spine name. A high-capacity passenger and freight corridor would run from the south coast through Basingstoke and Reading to Oxford , where it would split. One branch would run to Leamington Spa , Coventry , and
3430-682: The project's benefit to freight transport given the lack of priority given to the lines to the major ports. Railway electrification in Great Britain Railway electrification in Great Britain began in the late 19th century. A range of voltages has been used, employing both overhead lines and conductor rails. The two most common systems are 25 kV AC using overhead lines , and the 750 V DC third rail system used in Southeast England and on Merseyrail . As of October 2023, 6,065 kilometres (3,769 mi) (38%) of
3500-535: The route was to be electrified as an integral part of the Electric Spine. As of April 2015, electrification and track upgrade of the Bletchley to Bedford section was planned, but greater work on the East West Rail than that scheduled for CP5 would be needed to achieve the Electric Spine. In August 2017, the Transport Secretary announced that he had defunded electrification of the line. The electrification of
3570-511: The sections of the LNWR suburban network not used by the Underground had the fourth rail removed (see "London and North Western Railway", above). Doncaster railway station Doncaster railway station is on the East Coast Main Line serving the city of Doncaster , South Yorkshire , England. It is 155 miles 77 chains (251 km) down the line from London King's Cross and
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#17327839908043640-563: The southern counties of Hampshire , West Sussex , East Sussex , Surrey and Kent and Dorset , The London and South Western Railway (L&SWR) third-rail system at 660 V DC began before World War I from London Waterloo to suburban destinations. The Southern Railway was formed in the 1923 grouping; it adopted the L&;SWR system, and by 1929 the London, Brighton and South Coast Railway (LB&SCR) suburban overhead network
3710-412: The spine south to Basingstoke and onward to Southampton. The Didcot to Oxford electrification, under way and initially due for completion in 2016, was delayed indefinitely in November 2016. The Reading to Basingstoke electrification, planned as part of CP5, As of April 2015 had no expected completion date. Of the western branch of the spine from Oxford, only the Coventry to Leamington Line (9 miles)
3780-405: The suburban electrification of the East Coast Main Line . The line uses third-rail DC electrification between Moorgate and Drayton Park, where trains switch to 25 kV AC overhead. The London Underground is a large metro system operating across Greater London and beyond, commonly known as "the Tube". Its 408-kilometre (254 mi) is made up of 11 lines; electrification began during
3850-538: The third rail area in 1956. Following this, a number of lines that were originally electrified at a different voltage were converted, and a number of lines have been newly electrified with this system. Work started in the late 1950s. The first major electrification project using 25 kV was the West Coast Main Line (1959–1974). Initially this was Crewe, Manchester and Liverpool south into London and Birmingham. Weaver Junction north to Glasgow followed later. The 25 kV network has been gradually expanded ever since: This covers
3920-404: The third rail. There is no bridging of the incompatible systems as trains pass from one to the other since, like all UK electric trains intended to run extensively in tunnels, there is no continuity of traction power circuits between vehicles of the train. A similar arrangement applies between Putney Bridge and Wimbledon , where the District line runs over tracks owned by Network Rail , which
3990-417: The townside of the station (the eastern side) was converted into an island platform thereby creating a fourth through running line. The station has had several slight modifications since that date - in 1976, a project to refurbish the passenger facilities was completed at a cost of £125,000, and in 2006, the new interchange and connection to Frenchgate Centre opened. The station was evacuated and services on
4060-401: The track is shared with 750 V third-rail stock, the central rail is bonded to the running rails and the outside rail electrified at 660 V. This allows both types of train to operate satisfactorily. The suburban network of the London & North Western Railway (LNWR) was electrified in co-operation with the Underground, but during the 1970s British Rail introduced third-rail EMUs and
4130-649: The west Midlands, and another would use the re-instated East West Rail to Bletchley ( Milton Keynes ) for the West Coast Main Line (WCML) (to the West Midlands, North-West England and Scotland), and also onward to Bedford for the Midland Main Line to the East Midlands, Sheffield and South Yorkshire. The various projects to create the spine are at different stages of development, and will be completed at different times. The initially prioritised works are fully planned and under way as part of CP5 (i.e., works for 2014 – 2019). Some projects will be planned and undertaken in CP5, others will be planned in CP5 for completion in
4200-462: Was answered to a written question in parliament. In November 2019 the annual statistics for route miles electrified was published by the DfT and shows that 38% of the UK network is now electrified. The projects have been subject to cost overruns and delays, and on 8 November 2016 the government announced that several elements of the Great Western Main Line electrification programme would be indefinitely deferred. In an attempt to mitigate and improve
4270-418: Was appointed Secretary of State for Transport , and announced the plans to electrify the Great Western Main Line from London as far as Swansea, as well as infill electrification schemes in the North West of England. In Scotland, where transport is devolved to the Scottish Government, Transport Scotland has extended and continues to expand electrification, for example, on the Airdrie–Bathgate rail link . This
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#17327839908044340-479: Was called the "Leeds North West Electrification", which electrified: The route from Edinburgh to Glasgow via Bathgate has been reinstated between Bathgate and Airdrie and electrified throughout. It opened on 11 December 2010. The electrification of the main inter-city route between Edinburgh and Glasgow Queen Street High Level via Falkirk was completed in 2017. The project, known as the Edinburgh to Glasgow Improvement Programme , entailed infill electrification in
4410-432: Was cancelled when it was decided that Eurostar would not serve Britain outside the South East of England. There are presently no ticket barriers in operation at this station; however, on race days at Doncaster Racecourse , manual ticket checks are in operation in the subway. The station was refurbished in 2006 and is now directly connected to the Frenchgate Centre extension in Doncaster town centre. The station now has
4480-495: Was electrified in April 2019. The Cumbernauld Line to Springburn and the remaining section of the Motherwell–Cumbernauld line was electrified in mid 2014. The line between Springburn and Glasgow Queen Street (High Level) has not yet been completed. Until Glasgow Queen Street High Level has been electrified, electric Cumbernauld Line trains reverse at Springburn and run through Glasgow Queen Street Low Level station. The Whifflet Line between Whifflet and Rutherglen via Carmyle
4550-753: Was electrified in late 2014. In 2009, Lord Adonis was appointed Secretary of State for Transport . After a gap of more than a decade, electrification was back on the agenda and Adonis announced plans to electrify the Great Western Main Line from London to Swansea , as well as infill electrification schemes in the North West of England. In July 2012, the UK government announced £4.2 billion of new electrification schemes, all at 25 kV AC and reconfirmed schemes previously announced by Adonis. These were to be Northern Hub , Great Western Main Line, South Wales Main Line , Midland Main Line , Electric Spine , Crossrail , Gospel Oak to Barking line and West Midlands suburban lines. Rail transport in Scotland
4620-536: Was electrified with third rail and overhead line as far as Stratford, third rail to North Woolwich. Two branches of the Watford DC line have been closed: to Rickmansworth in 1952 (to passengers, to goods in 1967) and to Croxley Green in 1996. The Watford DC line between Queen's Park and Harrow & Wealdstone and the North London Line between Richmond and Gunnersbury are used by London Overground trains designed for 750 V third rail and Bakerloo line trains designed for 630 V third and fourth rail. As
4690-447: Was initially prioritized for the 2014–2019 period of works. It was to have been electrified and the track doubled. However, it—along with other works—has been delayed into CP6. Overall, the line north from Oxford to Nuneaton is scheduled for "single option development" (the stage before detailed design) within CP6, and no completion date is given. This includes the northern part of the Cherwell Valley Line from Oxford to its junction with
4760-512: Was replaced by third rail. The South Eastern Main Line was electrified at 600 V, later upgraded to 750 V DC. The third rail extended throughout most South London lines out of all its London termini. Throughout the 1930s, there was much main line electrification, including the Brighton Main Line (including East , West Coastways and related routes in 1932–1933), the Portsmouth Direct line (4 July 1937) and to Maidstone and Gillingham (1939). After World War II, electrification
4830-462: Was soon resumed in the newly nationalised British Railways ' Southern Region . The BR 1955 Modernisation Plan included the two-stage "Kent Coast Electrification". The Chatham Main Line was completed, followed by the South Eastern Main Line and related lines. The voltage was raised from 660 V to 750 V. Since then, all electrification has used 750 V; lines electrified before then remain at 660 V. Attention then switched to
4900-496: Was unclear. However, in September 2015, the electrification work was "un-paused", but with a delayed completion date. Since then there have been regular updates including one published in October 2016. On 20 July 2017, Chris Grayling the Secretary of State for Transport cancelled a number of electrification projects citing disruptive works and use of bi-mode technology as an alternative. Electrification has not been without controversy with cancellations and various appearances of
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