adopted a four-rail system and started operating electric trains to over the LSWR from , and soon the Metropolitan District Railway was doing so as well. In the face of declining suburban passenger income, for some time the LSWR failed to respond, but in 1913 Herbert Walker was appointed Chairman, and he soon implemented an electrification scheme in the LSWR suburban area. A third rail system was used, with a line voltage of 600 V DC. The rolling stock consisted of 84 three-car units, all formed from converted steam stock, and the system was an immediate success when it opened in 1915–16. In fact, overcrowding was experienced in busy periods and trains were augmented by a number of two-car non driving trailer units from 1919, also converted from steam stock, which were formed between two of the three-car units, forming an eight-car train. All the electric trains provided first and third class accommodation only. The routes electrified were in the inner suburban area—a second stage scheme had been prepared but was frustrated by the First World War—but extended as far as on the New Guildford line; this was operated at first as an interchange point, but the section was discontinued as an electrified route when overcrowding nearer London occurred, the electric stock being used there and the Claygate line reverting to steam operation. Concomitant with the electrification, the route between Vauxhall and Nine Elms was widened to eight tracks, and a flyover for the Hampton Court branch line was constructed, opening for traffic on 4 July 1915. Southampton Docks Origins When the London and Southampton Railway was being constructed, it was realised that new business would be generated, and the dock facilities at Southampton needed to be extended. The Southampton Docks Company was created for the purpose in May 1836, with capital of £350,000. The are chosen was the town beach, at the confluence of the rivers Test and Itchen. Over the following two decades there was a constant process of building larger and deeper facilities as vessels in use were larger, more numerous, and in need of additional repair facilities. By 1858 £706,000 had been spent. In 1873 a further extension of the quay southwards down the river Itchen was undertaken, culminating in the formation of the Empress Dock between 1886 and 1890. The dock company was unable to raise the finance for the work, and obtained a loan