Another Southern Railway 'locomotive' design associated with Bulleid was not steam; but an electric locomotive which again featured his modern (for the 1940s) streamlined boxy look.

With the electrified system expanding, (normally used for passenger multiple units), two pioneering Co-Co electric locomotives were designed for mixed use. These were built jointly by Chief Mechanical Engineer Oliver Bulleid - who designed the exterior shell and mechanical parts; and Chief Electrical Engineer Alfred Raworth - who dealt with the electrical systems.

Receiving power from the 3rd rail supply, the distance between the front and rear pickups of a locomotive is much shorter than on multiple units. Thus the electric traction supply could be lost when the gap between conductor rails was longer than the distance between the pickups.

They overcame this problem by using track power to drive a [600V motor + heavy central flywheel + 600V generator] set, which supplied the six 245hp traction motors. Thus if the supply was briefly lost, power to the traction motors was maintained by the flywheel inertia generating on it's own. A second generator set powered the control systems and charged the emergency batteries. A pantograph, partially hidden in a roof well, was intended for overhead pickup in sidings and depots without third rails, although the overhead wiring had to be specially constructed to allow them to perform their shunting duties.

These generator sets gave rise to a nickname of "boosters", perhaps accounting for why Mike Morant remembers them aurally, as being "fiendishly noisy", also noting that in his world - "they've always been known as 'Hornbys' probably in view of that aforementioned racket, although it might also be due to the fact that they looked for all the world like a crude little train set",  (said with much affection for the class).

The first two locomotives were built to Ashford diagram SR 37, being 56ft 9in long, weighing in at 99 tons, with a tractive effort of 40000lb. They had a cab with duplicated controls at each end, and the central electrical compartment had a partitioned off electrically heated boiler for carriage heating. The main frames and solebars were welded from channel sections, the body made of metal sheets fitted over a frame, now a Bulleid standard. The plate frame bogies were riveted and welded, supported on four quadrants rather than a central pivot, (repeated on 10201); and featured BFB wheels of 3ft 6in diameter.

CC1 was completed at Ashford works in 1941 (renumbered 20001 by BR). At first it ran in photographic grey livery, then repainted into malachite green livery with Southern "Sunshine" lettering and yellow lines at solebar and cantrail level. CC2 (later 20002) was completed in 1945, finished in malachite green livery. There was apparently there was a lot of timber work in the body of CC1 & 2, particularly the front ends. Clive Young's father was Sawmill Foreman at Ashford and was responsible for the manufacture of these items.

In 1948 B.R. constructed a third electric to Ashford drawing A9043; this had a modified appearance similar to the latest EMUs, more slab fronted with deeper windows. 20003 was also 1ft 6in longer, heavier at 105 tons, capable of 45,000 lb tractive effort, and had a larger boiler water tank slung on the central underframe. It included more modern electrical equipment and refinements learned from the earlier two locos.

20003 was also out-shopped in malachite livery with yellow lining, but with yellow British Railways lettering and numbering.

The photo shows a lovely model of CC1 in 5" gauge made by Michael Ennis, completed around 1997, and powered by four car wiper motors. Finished in Southern malachite green, with yellow speed whiskers, it received a highly commended certificate at the M.E. Exhibition.

From 1949/50 the locos were treated to the new black and aluminium colour scheme chosen by British Railways for diesel, electric and gas turbine locomotives. Then from the late 1950s they carried green livery with a red and white line half way up the side stopping short of the cab doors and a pale green frame, and were fitted with twin roof mounted air horns. Before it was withdrawn 20001 was presented in BR blue with full yellow ends.

They seem to have had productive lives, happily hauling freight, but also regulars on the Victoria-Newhaven boat trains. Although powerful and reliable locomotives, no more of this class was produced, the next Southern electric design was introduced in 1959, (the 24 units of the cute class 71 adopting the same booster/pantograph arrangement).

Despite their usefulness, sadly all three locos were withdrawn between late 1968 and 1969, victims of being non-standard, and scrapped.

A model of CC3 finished in early B.R. livery as depicted could also be attractive. The flat sides and ends would be straighforward to construct, with Boxpok wheels readily available from M.N. tender castings. And then there's the challenge of making a genuine 3rd rail electric 'booster' loco !