South West Main Line

South West Main Line
A South Western Railway Class 701 approaching Clapham Junction
Overview
Status	Operational
Owner	Network Rail
Locale	Greater London South East England South West England
Termini	London Waterloo Weymouth
Service
Type	Main line
System	National Rail
Operator(s)	South Western Railway CrossCountry
Depot(s)	Clapham Junction Wimbledon Northam Bournemouth
Rolling stock	Class 444 "Desiro" Class 450 "Desiro" Class 455 Class 220 "Voyager" Class 221 "Super Voyager" Class 159 "South Western Turbo"
History
Opened	1838-1840
Technical
Line length	142 miles 64 chains (229.8 km)
Number of tracks	4 (Waterloo–Basingstoke) 2 (Basingstoke–Moreton) 1 (Moreton–Dorchester South) 2 (Dorchester South–Weymouth)
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification	Third rail, 750 V DC
Operating speed	100 mph (160 km/h)
Route map (Click to expand)

South West Main Line
miles Waterloo East South Eastern Main Line to Charing Cross & Dover Priory 0 London Waterloo Waterloo International (1994-2007) London Necropolis ( 1854–1902 1902–1941 ) 1¼ Vauxhall Nine Elms railway station (1838–1848) & locomotive works (1839–1860s) Linford curve Chatham Main Line to London Victoria, Dover Priory & Ramsgate Atlantic line Queenstown Road Brighton Main Line to London Victoria West London line to Willesden Junction Various junctions 4 Clapham Junction Brighton Main Line to Brighton Waterloo–Reading line to Reading Clapham Common (1838–1863) 5½ Earlsfield River Wandle Wimbledon TMD & Staff Platforms District line Sutton Loop Line to Streatham 7¼ Wimbledon Tramlink to East Croydon Sutton Loop Line to Sutton 8¾ Raynes Park Sutton and Mole Valley lines & Chessington branch line 9¾ New Malden Kingston loop line to Twickenham 11 Berrylands Kingston (1838–1845) 12 Surbiton Hampton Court branch line to Hampton Court New Guildford line to Guildford 14½ Esher River Mole 16 Hersham 17 Walton-on-Thames 19¼ Weybridge Chertsey branch line to Virginia Water River Wey Byfleet Junction 20½ Byfleet & New Haw M25 Wey Navigation Basingstoke Canal 21¾ West Byfleet 24¼ Woking Portsmouth Direct line to Guildford 28 Brookwood Brookwood Cemetery South North (1854–1941) London Necropolis Railway Bisley Camp WWI to Deepcut WWII to Pirbright (1890–1952) Pirbright Junction Alton line to Alton Ascot–Ash Vale line to Ascot & Ash Vale North Downs Line to Reading & Guildford 33¼ Farnborough (Main) Bramshot Halt (1913–1946) 36½ Fleet 39¾ Winchfield M3 42¼ Hook River Loddon Reading–Basingstoke line 47¾ Basingstoke Basingstoke and Alton Light Railway Park Prewett (1913–1954) Worting Junction Battledown Flyover West of England line to Salisbury Litchfield Tunnel ( 198 yd 181 m ) Popham No 1 Tunnel ( 265 yd 242 m ) Popham No 2 Tunnel ( 199 yd 182 m ) 58 Micheldever Micheldever Oil Terminal Wallers' Ash Tunnel Mid-Hants Railway to Alresford Didcot, Newbury and Southampton Railway to Newbury Winchester Junction 66½ Winchester M3 69¾ Shawford Eastleigh–Romsey line 73½ Eastleigh Eastleigh–Fareham line Eastleigh Works 74¾ Southampton Airport Parkway M27 75¾ Swaythling Portswood (1861–1866) West Coastway line to Fareham 77¼ St Denys 77¾ † 78 Northam Short Mile Northam (1839–1840) Northam Traincare Depot Northam (1872–1966) Northam Junction Southampton Tunnel Southampton Terminus (1840–1966) to Southampton Eastern Docks Southampton West End (1847–1895) 79¼ Southampton Central 80¼ Millbrook Southampton Western Docks Southampton Container Terminals 82 Redbridge Wessex Main Line to Salisbury River Test 82½ Totton Fawley branch line to Fawley Refinery 85½ Ashurst New Forest 88 Beaulieu Road 92¾ Brockenhurst Lymington branch line to Lymington Pier Southampton and Dorchester Railway to Ringwood 95½ Sway 98¼ New Milton 101 Hinton Admiral Ringwood, Christchurch & Bournemouth Railway to Ringwood River Avon 104¼ Christchurch River Stour 106¼ Pokesdown Boscombe (1897–1965) Bournemouth East (1870–1885) 108 Bournemouth Meyrick Park Halt (1906–1917) Bournemouth West (1874–1965) Bournemouth Traincare Depot 110¾ Branksome 112 Parkstone Parkstone Pottery Tramway South Western Pottery (c. 1856–1967) Salterns Pier (1867–1922) 113¾ Poole Poole Quay Line Somerset and Dorset Railway to Broadstone Holes Bay Causeway Southampton and Dorchester Railway to Broadstone 116 Hamworthy Hamworthy Freight Branch to Poole Docks Royal Navy Cordite Factory 118¾ Holton Heath Sandford Pottery 121 Wareham Swanage Railway Bovington Camp 125¾ Wool UKAEA Winfrith 130¼ Moreton Woodsford Halt (1919–1926) 136 Dorchester South unbuilt line to Exeter Heart of Wessex Line Dorchester West Dorchester Junction Monkton and Came Halt (1905–1957) Bincombe Tunnel Upwey Wishing Well Halt (1905–1957) Abbotsbury Railway (166½) Upwey Radipole Halt (1905–1984) (168¾) Weymouth Portland Branch Line Weymouth Harbour Tramway Weymouth Quay (1889–1987)
Miles measured from London Waterloo except Upwey and Weymouth which are from London Paddington † Northam Short Mile - mileage jump from 77 miles 68 chains to 78 miles

The South West Main Line (SWML) is a 143-mile (230 km) major railway line between Waterloo station in central London and Weymouth on the south coast of England. A predominantly passenger line, it serves many commuter areas including south western suburbs of London and the conurbations based on Southampton and Bournemouth. It runs through the counties of Surrey, Hampshire and Dorset. It forms the core of the network built by the London and South Western Railway, today mostly operated by South Western Railway.

Operating speeds on much of the line are relatively high, with large stretches cleared for up to 100 mph (160 km/h) running. The line has four tracks for most of the length between Waterloo and Worting Junction near Basingstoke, from which point most of the line is double track. A couple of miles from the Waterloo terminus, the line runs briefly alongside the Brighton Main Line west branch out of London Victoria, including through Clapham Junction – the busiest station in Europe by railway traffic.

The oldest part of the line, in the London Borough of Lambeth, was used from 1994 to 2007 by Eurostar trains running out of Waterloo International.

Proposal

Main article: London and South Western Railway

Several companies had proposed building a faster and heavy goods reliable link from London to the South Coast around Southampton, which would have provided not only a route for commodities and passengers but one for munitions and military personnel in the event of war. At the time, Southampton was smaller than the nearby port of Portsmouth, but since Portsmouth's harbour was already well-developed due to naval operations, Southampton was the priority destination for a new railway having wide scope for development.

In 1831, the Southampton, London & Branch Railway and Docks Company (SL&BRDC) was formed, a precursor to the London and South Western Railway. The company planned to build a railway line to Southampton, but were also interested in building a line from halfway down their route towards Bristol via Newbury and Devizes. In that year the Basingstoke Canal company suggested instead that a link be built between their canal, built 1794, and the Itchen Navigation. The suggestion was rejected by those working on the railway plans and the canal company agreed not to oppose the railway.

The chosen route to Southampton was not direct as it adopted a compromise axis about one third of the way down for a westward Bristol line, never built. This axis terminates shortly after the conurbation on the line of Basingstoke, then an agrarian market town. The route therefore missed the towns of Guildford, Farnham and Alton which would have boosted early revenue. The railway was also forced to narrowly bypass the town of Kingston-upon-Thames due to the commercial justification that the railway would damage the town's importance for stagecoaches combined with the cost of boring a tunnel through the town's easterly hill. The city of Winchester north of Southampton was included in the built and in the unbuilt proposal, seeing its station open in 1839.

The Great Western Railway (GWR) secured its patrons for a far more direct route to Bristol, particularly influential landowners in Berkshire and Wiltshire. The GWR received Parliamentary authority and shortly afterwards the Southampton railway. The SL&BRDC held to its chosen route including Basingstoke, though changed its name to the London and Southampton Railway, and later the London and South Western Railway (L&SWR). Throughout the 19th century, the L&SWR and Great Western Railway were often in competition with each other over serving destinations and frequently sought and gained permission to build railways into each other's intended "territory".

Construction

The first section to be opened was from Nine Elms, the LSWR's first London terminus, in Battersea, to Woking (then named Woking Common) on 21 May 1838.

The remainder of the main line followed over the next two years:

• Woking to Winchfield (Shapley Heath): 24 September 1838
• Winchfield to Basingstoke: 10 June 1839
• Winchester to Southampton: 10 June 1839
• Basingstoke to Winchester: 11 May 1840. This last section was the most difficult on the route with a long initial climb necessitating earthworks to Litchfield Tunnel and on a ten-mile descent to Winchester which lies on the River Itchen.

In 1848 the line was extended from Nine Elms to Waterloo over the Nine Elms to Waterloo Viaduct.

The Southampton and Dorchester Railway

The Southampton and Dorchester Railway was also formed and built a line from 1845 to 1847 from Southampton to Dorchester. It avoided Bournemouth, then barely a village, and ran via Ringwood and Wimborne Minster before reaching Dorchester. It took a winding route, which followed the easiest-to-construct links rather than linking settlements in a straight line. In particular, due to intervention by the Commissioners of Woods and Forests, the route between Southampton and Ringwood had to take a southward diversion through Brockenhurst, rather than the straight route through Lyndhurst that the company had envisioned. The line also bypassed Poole. Initially, Poole was served by a branch from Hamworthy (initially named Poole Junction) to a station on the opposite side of Holes Bay.

The Ringwood line was nicknamed as 'Castleman's Corkscrew' after Charles Castleman, a major figure in the enterprise. The line was originally planned to continue towards Exeter, but this never came into effect. In 1865 the railway was connected to the GWR line to Weymouth, which now forms the current terminus of the line.

A branch was built in the 1870s from Broadstone to central Poole that continued eastwards to Bournemouth, a town that was now developing as a seaside resort. From 1886 to 1888, a line was then built from Brockenhurst to Bournemouth. A causeway was also built across Holes Bay to connect Poole to Hamworthy. In time, the straighter route through Bournemouth and Poole superseded the Ringwood line. The Ringwood line was closed by the Beeching Axe.

Rival lines and services

The L&SWR's biggest rival was the Great Western Railway (GWR) who had originally cut the L&SWR's plans by building the line to Bristol. Both companies built several railways from their own networks into each other's intended territory.

In 1848, the GWR built a branch from Reading to Basingstoke. At first this was a fairly quiet railway with a terminus separate from the L&SWR's mainline station. However, when the rival company adopted standard gauge, a link was constructed between the two lines. This later became used for a freight route from Southampton to the Midlands via Oxford. Following the closure of the Somerset and Dorset Joint Railway, this route became used by long-distance services from Bournemouth to the Midlands.

Another line was built in 1873 southward (Didcot, Newbury and Southampton Railway). Originally, L&SWR ruled out allowing the line to use its own track. However the DN&SR fell into financial difficulties, and negotiations allowed its trains to use the South West Main Line south of Winchester.

GWR also proposed building a line from Reading to Portsmouth via Basingstoke and Alton but L&SWR found a cheaper solution for building the northern stretch from Basingstoke to Alton by using a light railway. The Basingstoke and Alton Light Railway stopped a rival's Portsmouth line from being built at the all-too-common cost of being, for most of its existence, unprofitable - it saw an eight-year resurrection but again became loss-making and closed in 1932 save for goods. In 1955 similarly the southern stretch, the Meon Valley Railway, closed to passengers.

Infrastructure

Track

Between London Waterloo and Clapham Junction, the line has eight tracks. It runs over the Nine Elms to Waterloo Viaduct for much of its length. It crosses beneath the Chatham Main Line where the Brighton Main Line runs alongside it on the southern side. At Clapham Junction, some of these tracks leave on the Waterloo to Reading Line and the remaining tracks are reduced to four. The Brighton Line, which also has four tracks, separates from it shortly afterwards.

The four tracks initially have a pair of "slow" tracks to the east with the two "fast" tracks on the western side. This arrangement continues to north of Wimbledon where a flyover transfers the northbound slow line across the fast lines, leaving the inner tracks being used for the fast services and the stopping services using the outer tracks. This arrangement continues to Worting Junction, just after Basingstoke. Many stations on this section had island platforms which have since been removed - this is evident with wide gaps between station platforms at stations such as Winchfield. The island platforms survive at New Malden, Esher and Walton-on-Thames, although mothballed and out of use.

The line continues as double-track to Winchester but expands to three tracks through Shawford station with one up platform and fast and slow down platforms. There are four tracks from Shawford to Eastleigh. The line from Romsey via Chandler's Ford trails in just north of Eastleigh which is also the junction for the Fareham line. The line returns to double track until St Denys where the West Coastway Line trails in. At Northam the original route to Southampton Terminus carries on south towards Eastern Docks and the main route curves west to enter a tunnel through to Southampton Central station.

The line remains double-tracked most of the way to Weymouth, but there is a single-track section between Moreton and Dorchester South which constrains capacity.

Electrification

The Surrey section, about half of which has become Greater London, was electrified as far west as Pirbright Junction (for Alton) before World War II. It was completed using the (750 V DC third rail) system, by the London & South Western Railway or the Southern Railway, its successor.

The bulk of the line (from Pirbright Junction to Bournemouth/Bournemouth depot) was electrified in 1967. Rolling stock constructed or modified and rebuilt under the original 1967 project consisted of:

• 11 4-Rep 4-car powered tractor electric multiple unit (EMU)
• 28 4-TC 4-car unpowered multiple units
• 3 3-TC 3-car unpowered trailer multiple units
• 4 spare trailer coaches
• 20 4-Vep EMU
• 10 HB Class 74 electro-diesel locomotives
• 19 KB Class 33/1 diesel-electric locomotives
• 4 Class 12 diesel shunters
• 3 three-car de-icing EMU

The 4-Rep tractor units 3001-3011 motor coaches were newly built, as were the complete 4-Vep units 7701-7720, but the 4-Rep trailer coaches and all cars in the 4-TC and 3-TC sets 401-428 and 301-303 were conversions from locomotive-hauled stock; the four spare trailer coaches were two RU, one BFK and one DTSO. It was planned originally that a 3-car single ended push pull trailer set formed DTC+BFK+RU would work with a Class 74 to cover 4-Rep heavy maintenance, but this formation never operated but was replaced by the 8-Vab unit 8001. The three cars remained as spares. The other RU was deployed on special trains with TC units when needed.

Class 74 were heavy rebuilds of Class 71 electric locomotives; Class 33/1 were a push-pull modification of 33/0. The Class 12 shunters were air brake fitted and intended as depot shunters and station pilots. The de-icing units were formed of three pairs of 2-Hal and 4-Lav EMU motor coaches coupled back to back and adapted for electro-pneumatic brakes. In later days, there were several changes to allocations and formations.

From then until 1988, trains on the Bournemouth to Weymouth section operated a push-pull system. One or two 4-TC units would be propelled from London to Bournemouth by a 4-REP unit, controlled from the leading cab of the former. At Bournemouth, one or both of the 4-TCs would continue over the unelectrified line to Weymouth hauled by a Class 33/1 diesel locomotive. Trains from Weymouth would follow the same procedure in reverse.

Electrification was extended to Weymouth in 1988 and saw the introduction of then new Class 442 Wessex Electric trains; these were withdrawn by February 2007. Class 444 and Class 450 trains are now used.

Services

The majority of passenger services are currently operated by South Western Railway. CrossCountry operates the Bournemouth – Manchester services travelling on the line between Bournemouth and Basingstoke.

In addition, Great Western Railway and Southern also operate services into Southampton Central, which use a section of South West Main Line to access Southampton.

In particular, the London Waterloo – Weymouth services run on the whole length of South West Main Line, and other intercity services which run on a significant portion of the line include

• London Waterloo – Portsmouth Harbour (via Eastleigh) services branching off at Eastleigh as an indirect service
• London Waterloo – Salisbury and Exeter St Davids services branching off at Basingstoke
• London Waterloo – Portsmouth services branching off at Woking
• Bournemouth – Manchester CrossCountry services branching off at Basingstoke for the Reading to Basingstoke Line to Reading

Other services from London Waterloo also run on a section of South West Main Line, except those run on Waterloo–Reading line towards the direction of Richmond.

Future development

In July 2011, Network Rail in its London & South East Route Utilisation Strategy (RUS) recommended adding a fifth track to the four-track stretch of line between Clapham Junction and Surbiton. This was found to be feasible within the existing land (rail corridor), and was seen as the most practicable way of providing more capacity on the route. It would permit up to eight additional trains to run in the peak hour, for a maximum of 32 trains in this stretch. The scheme would also entail more flexible track use, modifying one Windsor Line track to permit use by mainline trains. Options rejected in the RUS as not viable included double-deck trains, building a flyover at Woking, and introducing 12- or 16-car trains.

Major accidents and incidents

Memorial to those killed in the Clapham Junction rail crash

• 2 Apr 1842: Wallers Ash Tunnel, between Micheldever and Winchester, collapsed. Four maintenance workers, who had been attempting to shore up the tunnel roof, were killed.
• 11 September 1880: A locomotive waiting to access Nine Elms depot was struck by a passenger train south of Vauxhall station due to a signaller's error. Seven people were killed.
• 25 May 1933: A derailed passenger train at Raynes Park was struck by a passing train on the adjacent track. Five people were killed.
• 26 November 1947: A passenger train ran into the back of a second train that had stopped at a red signal at Cove near Farnborough. Two people were killed.
• 12 December 1988, Clapham Junction rail crash: A passenger train ran into the rear of a second train south of Clapham Junction, after faulty wiring caused a signal to display an incorrect proceed aspect. A third train collided with the wreckage. The accident occurred shortly after 8am on a weekday morning and 35 people were killed.

Listed buildings and structures

Stations

There are seven Grade II-listed stations on the South West Main Line:

Name	Location	Type	Completed	Date designated	Grid ref. Geo-coordinates	Entry number	Image
Waterloo station (Victory Arch)	London Borough of Lambeth	station (part)	1922	8 March 2002	TQ31018000	1063898	Waterloo station (Victory Arch)
Surbiton station	Royal Borough of Kingston upon Thames	station	1937	6 October 1983	TQ18086731	1185071	Surbiton station
Micheldever station	City of Winchester, Hampshire	station	c. 1840	16 November 1983	SU51774283	1303261	Micheldever station
Eastleigh station	Eastleigh, Hampshire	station	1840	14 February 1983	SU45731907	1281411	Eastleigh station
Swaythling station	Southampton	station	1840	8 October 1981	SU45921593	1179348	Swaythling station
Bournemouth station	Bournemouth	station	1885	1 August 1974	SZ09679199	1324706	Bournemouth station
Wareham station	Dorset	station	1886	8 April 1976	SY91968816	1119995	Wareham station

Other buildings and structures

Other listed buildings and structures associated with the South West Main Line include (all Grade II-listed):

Name	Location	Type	Completed	Date designated	Grid ref. Geo-coordinates	Entry number	Image
Woking signal box	Woking, Surrey	signal box	1930s	25 October 1990	TQ00575864	1236967	Woking signal box
Drummond House	St Denys, Southampton	former station building	1867	8 October 1981	SU43091378	1119995	Drummond House
Railway bridge over River Piddle	Wareham, Dorset	bridge	1847	8 April 1976	SY91288760	1153638	Railway bridge over River Piddle
Wareham Bridge	Dorchester, Dorset	bridge	c. 1847	8 May 1975	SY70159006	1324409	Wareham Bridge

See also

• Crossrail 2 (proposed SW-NE cross-London line to relieve congestion)

Bibliography

• Butt, R.V.J. (1995). The Directory of Railway Stations. Patrick Stephens Ltd. ISBN 1-85260-508-1.
• Lucking, J.H. (1968). Railways of Dorset. Railway Correspondence and Travel Society.
• Mitchell, Vic; Smith, Keith (1992). Branch Lines Around Wimborne. Middleton Press. ISBN 0-906520-97-5.

External links

• Basingstoke's Railway History
• Network Rail's Route Utilisation Strategy for the South West Main Line