promoted a tramway, but this scheme, together with some other, independent, proposals, failed. Southsea Pier was opened in 1861, on the southern side of Portsmouth; it was later renamed Clarence Pier. An independent Landport & Southsea Tramway built a horse-drawn street-running line from the Portsmouth station to Clarence Pier and this became the main embarkation point for train to ferry passengers; the tram conveyed a luggage trolley vehicle, and it had first and second class accommodation. The Clarence Pier tramway opened on 15 May 1865. There was a Victoria Pier at the end of Portsmouth High Street, not tramway connected. The entire arrangement was still highly unsatisfactory and in 1872 an extension line and pier similar to the present-day locations was independently promoted. It failed in Parliament but the LSWR and the LBSCR put forward their own extension and pier in the 1873 session. The Joint Portsmouth Extension Act was passed on 7 July 1873, for a line climbing steeply at first from Portsmouth station to a point south of The Hard. It was 1 mile 6 chains in length. An additional £120,000 of share capital was authorised, and there were to be two short branches for the Naval authorities, to Watering Island Jetty and to the Old Gun Wharf. The extension was opened to traffic on 2 October 1876, and London trains generally now used the Harbour station, but other trains terminated at the Town station. Main line improvements Other improvements were undertaken at this period: the line between Godalming Junction and Havant was doubled from 1875: the dates were: Godalming to Witley 1 June 1875; Witley to Haslemere 2 October 1876; Haslemere to Liphook 1 January 1877; Liphook to Liss 9 July 1877; Liss to Rowlands Castle 1 April 1878; Rowlands Castle to Havant 4 June 1877. When the Portsmouth Railway was constructed, it bypassed the original Godalming terminus, although a passenger service to it was retained for the time being. It was closed to passengers on 1 May 1897. Electrification The Southern Railway, as successor to the LSWR, had embarked on a series of electrification schemes, and these had had a remarkable effect on improved business and reduced costs. After the successful implementation of such schemes between London and Brighton, and Hastings, it was decided to electrify through to Portsmouth. This was to be the longest route so far undertaken. The scheme was announced in 1935; at