67-458: The Medway Valley line is the name given to the railway line linking Strood in the Medway Towns via Maidstone West to Tonbridge . High Speed services also link between Maidstone West, Snodland, Strood and London St Pancras International (peak only). The section from Maidstone West to Paddock Wood passes through some of Kent's most picturesque countryside along the narrower sections of
134-519: 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,
201-473: 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
268-902: 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
335-419: 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
402-449: A tunnel from that platform leading to the island. In 2014, a new bridge with lifts was built at the southern end of the station to replace the tunnel and provide wheelchair access to the island platform. As of summer 2015 both the bridge and tunnel are open. Platforms 2 and 1 mainly handle traffic to and from London respectively, with Maidstone West , Tonbridge and Paddock Wood services terminating at and returning from Platform 3. Until
469-761: 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
536-410: Is also a special service at 22:34 every night from Tonbridge to Gillingham (Kent). On 18 March 2011, Southeastern announced the start of a new high-speed service from Maidstone to St Pancras International via Strood on a trial basis. During the morning rush hour, there are 2 trains from Maidstone West to St Pancras International, and 1 train heading in the opposite direction. In the evening rush hour,
603-660: 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
670-570: 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
737-926: 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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#1732775824014804-747: 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
871-934: 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
938-509: 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
1005-676: 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
1072-460: 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
1139-499: 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
1206-453: 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 the long tunnel under
1273-460: The Cuxton, Halling and Snodland areas, a newsprint at New Hythe, Lafarge between Aylesford and Maidstone Barracks, Lockmeadow sidings at Maidstone West, Tovil goods depot and sand pits at Beltring The line is double track throughout, apart from a short single-track section on approach to Paddock Wood station, with a maximum speed of 70 miles per hour (110 km/h). Between Paddock Wood and Tonbridge
1340-565: The EKR had become in 1859) soon opened their own route from Rochester towards London, the first portion as far as Bickley opening on 3 December 1860. The curve connecting the LCDR line with Strood station fell into disuse (apart from one goods train in each direction per day), but passenger services over this line were reintroduced in early 1877 at the insistence of the Mayor of Chatham. The Mayor's name
1407-534: 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
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#17327758240141474-625: 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
1541-786: The LCDR stations at Rochester and Chatham from October 1911. In 1927 (after the SER & LCDR had merged with other railways to form the Southern Railway ), another connecting line was put in between the former SER and LCDR routes on the north-eastern side of the SER's Rochester Bridge; this enabled the LCDR's bridge to be taken out of use. Southeastern introduced a full timetable of domestic high-speed services branded Southeastern Highspeed over High Speed 1 between London St Pancras and Ashford International on 13 December 2009, although public preview services had been running since 29 June 2009. High-speed trains use High Speed 1 calling at Stratford International and Ebbsfleet International. Trains from London to
1608-507: 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
1675-613: The Medway towns and Faversham leave the high-speed line at Ebbsfleet and continue via the North Kent line through Gravesend, Strood, Rochester. A limited peak hour service now also operates between St Pancras and Maidstone West via Ebbsfleet and Strood. At the same time there was the largest change to the timetable in the area in 40 years in order to accommodate the extra trains. This meant that rail services from Newington and Teynham were cut, in order to facilitate this new service. To use
1742-720: 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
1809-700: The River Medway. The line was built in two stages by the South Eastern Railway (SER). The first stage opened on 24 September 1844 and was a branch off the SER's first main line that crossed Kent between the coast ports of Dover and Folkestone and the LBSCR's main line at Redhill. According to a contemporary report in The Times newspaper, the opening of the branch line was an attempt to convey hops and fruit traffic back to Maidstone , which
1876-564: 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
1943-436: 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,
2010-489: 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,
2077-687: 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
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2144-659: The early 1980s, an additional entrance to the station was located on Station Road. The entrance was a continuation of the station subway, the external building is still extant on Station Road, although all windows and doors have been bricked up. The building contained a small ticket office. Services at Strood are operated by Southeastern and Thameslink using Class 375 , 395 , 465 , 466 and 700 EMUs . The typical off-peak service in trains per hour is: Additional services, including trains to and from London Charing Cross via Sidcup , and two daily return services between London St Pancras International and Maidstone West call at
2211-675: 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 the North of England as part of the Northern Hub . The first electric railway in Great Britain
2278-862: The expansion of the North Kent Signalling Centre. The level crossing at Yalding has the only signal on the Southeastern network to display a flashing white light as the proceed aspect. The line from Strood to Maidstone West was electrified (at 750 V DC third rail ) by the Southern Railway , opening on 2 July 1939. The rest of the line from Paddock Wood to Maidstone West was electrified under Stage 2 of Kent Coast electrification by BR 's 1955 Modernisation Plan , opening to traffic on 18 June 1962. Services are operated by SE Trains . Trains typically run at off-peak half-hourly (hourly on Sundays) service between Strood and Paddock Wood with some peak services being extended to Tonbridge. There
2345-451: 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
2412-450: 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
2479-547: 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 the British rail network was electrified . According to Network Rail , as at 2003, 64% of
2546-581: The line is 3 car Class 375/3 Electrostars . Class 395 Javelins serve the line during Monday to Friday peak hours with high speed services from St. Pancras International to Maidstone West, with Snodland the only intermediate station it serves on the line. A variety of freight and other services frequent the line, including , as well as through traffic from Hoo Junction and Tonbridge yard. Aggregates traffic also features, with destinations including Allington and Aylesford aggregates sidings. Strood railway station Strood railway station serves
2613-413: 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
2680-516: 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
2747-472: The maximum speed is 100 miles per hour (160 km/h). The line serves the following stations: Strood , Cuxton , Halling , Snodland , New Hythe , Aylesford , Maidstone Barracks , Maidstone West , East Farleigh , Wateringbury , Yalding , Beltring , Paddock Wood and Tonbridge During 2005, the signalling systems were upgraded, replacing the traditional semaphore signals with coloured light signals. Further modifications have since been made with
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2814-484: 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
2881-517: The railway contractor Edward Betts , who lived locally at Preston Hall and through whose estate the line partially passed. Betts arranged for his local station at Aylesford to be built in a much grander style than the other country stations along the line. The SER started joint working with local rival London, Chatham and Dover Railway (LCDR) on 1 January 1899 under the name the South Eastern and Chatham Railway (SECR). Post World War One,
2948-632: The railways were "grouped" and the SECR became part of Southern Railway . For a brief period in the 1990s some services were extended to Gillingham (Kent) via Rochester and Chatham . This involved reversing trains and switching tracks at Strood. It was designated by the Department for Transport as a community rail service in September 2007. The line served many rail connected industries, Aveling and Porter just south of Strood, cement works in
3015-450: The services are reversed (2 trains to Maidstone West, and 1 trains to St Pancras International). Services in the opposite direction to the main flow do not call at Snodland and instead run non-stop from Maidstone West to Strood. A trial service commenced on 23 May 2011 and comes as a result of changes on the North Kent line to improve punctuality of existing services. This service has since been made permanent. The main rolling stock used on
3082-563: 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
3149-545: The station during the peak hours. The station is also served by a small number of early morning, mid afternoon and late evening services that continue beyond Paddock Wood to and from Tonbridge . [REDACTED] Media related to Strood railway station at Wikimedia Commons Other alternative routes from London to Dartford via Sidcup and via Bexleyheath . Railway electrification in Great Britain Railway electrification in Great Britain began in
3216-456: 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
3283-609: 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
3350-459: 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
3417-595: The town of Strood in Medway , England. It is on the North Kent Line and is also a terminus of the Medway Valley Line . It is 31 miles 11 chains (50.1 km) down the line from London Charing Cross . Train services are operated by Southeastern and Thameslink . The South Eastern Railway (SER) had reached Strood in 1845 as the terminus of the line from Gravesend. In 1856, this line
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#17327758240143484-461: 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
3551-578: The train service over the High Speed 1 section of line generally requires payment of a surcharge. In December 2017, the station received a £2.59 million refurbishment which included new entrances, a larger booking hall and a new waiting room. The station has three platforms; Platform 1 is directly accessible from the station building. Platforms 2 and 3 are on an island platform . The entrance, ticket office and ticket barriers adjoin Platform 1, with
3618-605: 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 the outset to be electric traction, unlike
3685-575: Was Toomer, and the line then became known as the "Toomer Loop". Although Strood station was the property of the SER, the Toomer Loop, together with the stations at Rochester and Chatham, was LCDR property. A second junction at Strood was bought into use on 20 July 1891, when the first section of the Rochester & Chatham Extension was opened, by which SER trains reached their own stations at Rochester and, from 1 March 1892, Chatham . This line
3752-587: 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
3819-535: 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
3886-479: 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
3953-495: 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
4020-753: 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
4087-536: 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
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#17327758240144154-500: Was linked to the existing Maidstone branch from Paddock Wood , which had opened in 1844. The new line left the line from Gravesend between Strood Tunnel and the original Strood terminus ; a new Strood station was provided on the Maidstone line, and it opened with the line on 18 June 1856. The station became a junction with the opening of the first section of the East Kent Railway (EKR) between Strood and Chatham on 29 March 1858. The London, Chatham & Dover Railway (which
4221-403: Was losing trade to various points along the Dover line. The junction was at Paddock Wood and followed the Medway Valley down to the county town of Maidstone that had been by-passed by the new main line. Twelve years later, on 18 June 1856 the extension of the line further down the Medway Valley was opened, to join the North Kent Line at Strood (which had opened in 1847). The extension was built by
4288-512: 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
4355-462: 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
4422-453: Was to the north-east of, and largely ran parallel to, the LCDR line; it had its own bridge over the Medway. On 1 January 1899 the SER and LCDR entered into a working union which traded as the South Eastern & Chatham Railway (SE&CR) and set about eliminating duplicated facilities. In 1911, a connecting line was put in between the SER and LCDR on the south-eastern side of the SER's Rochester Bridge; this allowed trains from Strood to reach
4489-496: 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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