Opened in 1856 by the South Eastern Railway, Cuxton was one of 5 stations on the northern half of the Medway Valley Line. Initially, It only had a single siding beside the line towards Strood.
The station building like many on the line was fairly unique. A mock Tudor design was chosen, similar but much smaller to that at Wateringbury. You can still see the hexagonal chimneys, and the stone window surrounds. The facilities on the Maidstone bound side were less opulent, being just a small wooden waiting shelter.
In 1931 a siding appeared beside the Maidstone bound line beyond the crossing, and a goods loop appeared just north of the station on the Strood bound side. This would be turned into a freight loop in 1961, but was eventually decommissioned in 1990, and no evidence of it remains.
The station building above sadly closed in 1989, but in recent years has been maintained and still is a fantastic building to look at, especially from platform 2.
This view from the 1961 footbridge shows the line towards Maidstone.
The lovely signal box above was opened in 1892, and is great to see still standing. However the manual barriers were replaced by automatic ones in the late 2010’s.
Freight is a regular sight on this line, mainly hauled by class 66 or 59 diesel locomotives, but you can see other classes on occasion. Railtours will also pass though at various times during the year.
I really enjoy vising Cuxton, although it is fairly quiet, the overall ambience of the station is very pleasant, and the addition of new waiting shelters and the planters give it a fresh look. For the enthusiast, sight lines are very good and usually there is good mix of freight to be enjoyed.
A video taken in 2021 is below :
Many thanks for reading, and remember if you can
“Get out there, Get on the railway and see where it takes you” (c)
Knockholt was opened in 1876 as “Halsted for Knockholt” by the South East Railway Company. The name was chosen as it was closer to the village of Halsted.
However, this soon changed when the railway company merged with the South Eastern and Chatham railway in 1899. By 1900, the station had been renamed Knockholt, even though the village was 3 miles away. The official reason is that it was to avoid confusion with Halsted in Essex. But a more popular view is that it changed because the deputy chairman of the new company lived in Knockholt, and he wanted the prestige of a station named after where he lived.
Knockholts’ main claim to fame is that it is one of the inspirations for the book “ The Railway Children”. The author Edith Nesbit lived close by at Halsted Hall and was able to see the station house from the balconies.
This canopy on platform two is probably the only remaining original structure here, but is in good order and is very nice to see it is still standing.
This station building replaces the original, and as far as it goes, I think it is of 1980’s origin, please correct me in the comments if you know better!! It is of nice design, and serves its purpose, however at time of writing is only open in the mornings.
The station has two trains per hour in both directions off-peak Monday to Saturday. Extra trains run during the peak hours, and it only has one train per hour in each direction on Sundays.
The 2019 / 2020 entry and exit figures were 250 766.
Knockholt is a nice station to visit, although a lot of construction was taking place during my visit in 2022, which did rather spoil videography. The original shelter on platform two is worth seeing however and is certainly a grand design even by today’s standards. It is a shame that the original station building no longer exists, but at least it does have one!!
Below is a video taken in 2021
Thanks for reading, I’ll leave you with my tagline :
Dunton Green was opened in 1868 by the South Eastern Railway Company, and it had a familiar clapboard station building similar to that of the one at Hildenborough. It also had a single siding on the London bound side, and this was incorporated into a proper running line when a branch line to Westerham was opened in 1881.
This branch line had its own station building as well as a three-story high signal box. As this new branch line cut through access to the village, a subway was constructed to gain access, but more on this later.
Three new goods sidings were also constructed at this time on the branch line section. The signal box had a short life however, as a signal modernization scheme in the early 1900s had it demolished in favour of a two-story design. By 1934 the newly formed southern region began the electrification program and Dunton Green had its platforms lengthened, with the first electric train running through the station from 1935.
Unfortunately Dunton Green’s recent history is less illustrious. In 1961 the branch line closed, and over the next 35 years the station went into rapid decline, culminating in the complete removal of the station in the mid-1990s and at time of writing, a new station building has never been rebuilt at this location.
This picture is of the subway which still connects the station to Dunton Green village (credit for these are below as I was unable to photograph on the day of my visit)
At time of writing passenger traffic is provided by class 465 or class 376 electric multiple units.
The statistics for Dunton Green are that it opened in 1868, it has two trains per hour in both directions off-peak and Saturdays, with additional trains at peak times (this is reduced to only one train per hour in both directions on Sundays).
The entry and exit figures for 2019-2020 were 258 682.
The absence of a station building (at time of writing) really makes a visit to this station unappealing if you are a casual enthusiast. However, the location and relatively good frequency of service makes the stations survival a must. Photography and videography are ok, but I would advise that perhaps a visit to another railway station on the line nearby could wield better and more atmospheric results.
Below is a video filmed in 2021:
Thanks for reading, I’ll leave you with my tagline :
Headcorn was opened in 1842 by the South East Railway Company, initially as a terminus for the line as the extension to Dover had yet to be completed. The original station building was made of tongue and groove timber, similar to that at Pluckley, and a goods facility was also provided here.
This goods facility was provided by a single track which intercepted both running lines and led to sidings and a turntable on the Ashford bound side. In 1905, the Kent and East Sussex railway extended to Headcorn, and its platform ran parallel with the London-bound side. The link to Headcorn remained until 1954 when it was closed due to unprofitability.
The fast central tracks you see here were actually the original running lines. They were put into this configuration in the 1920s when the station was rebuilt, with two new platforms and two new slow lines. The other track you see on your left, behind the London bound platform, is a goods loop installed for the channel tunnel freight trains. This view looking coast bound will enable you to see clearly see the divergence to the slow lines.
As well as the goods loop on the right, the new station building was opened in 1989. A neat red brick design, it is very pleasant, and is kept in good order by the station staff . The taxi rank and bus stop are located just outside the building, like the exterior the interior is very clean and functional
At time of writing passenger traffic is provided by class 375 electric multiple units
Station signage at Headcorn is great, detailing all there is to do around the area. This includes the “Big Cat Sanctuary” and “Biddenden vineyards”, which are a short bus ride away. As already noted, bus and taxi ranks outside the station building will help you do this.
The entry and exit figures for 2019-2020 were 610 226.
Headcorn has some excellent views for the enthusiast, as well as many other sites of interest away from the station. The newish station building is functional, and although not the original, does not look out of place.
Below is a link to a small video I filmed here in 2021.
Beltring was opened in 1909 by the South Eastern and Chatham Railway as Beltring and Banbridge halt. These small stations were put along the line mainly to serve small rural locations, which would only be served otherwise by local trams.
Station buildings on such halts did not exist, but they did provide waiting shelters on both platforms, and their modern equivalents are still provided today.
A small siding for local goods produced by farmers was placed behind the London bound platform, and existed right up until 1961 when the line was electrified. Where the siding once stood, a farm exists today.
The only way to cross to either platform is by the road level crossing. Along the platforms, many posters can be seen and some detail the Kent Rail Partnership and walks which can be taken from this station.
Being one of the most rural stations on this list, the nearest housing estate being 20 minutes away, Beltring is certainly a niche station. However, it does provide fantastic straight line views both up and down the line, allowing enthusiasts good photographic opportunities of both passenger and freight services which frequent the line. Just remember that as with the majority of these smaller stations, there are no toilet facilities.
Here is a video of Beltring, made as part of the “Least used stations in Kent” series I produced on my YouTube channel.
Many thanks for reading, and if this has interested you, please feel free to view other sections of my Blog, or even give my YouTube channel a visit. Thank You.
Before the re-imagining of London Bridge station in the 2010’s, it was the subject of a huge re-signaling scheme in the mid 1970’s. The idea was to completely redesign the approach, especially across Borough Market Junction. This was a notorious bottleneck where trains from Charing Cross and Cannon Street, as well as approaching traffic from Kent and Sussex would almost always grind to a halt at peak times.
The solution was to create more throughput by using crossovers from Charing Cross and Cannon Street and using a new flyover at St Johns. Some terminal platforms were also connected to the Charing Cross lines in order to facilitate more throughput.
The entire area would be controlled via a massive new signal control room at London Bridge, which would mean the demise of at least 16 smaller signal boxes nearby.
Amazingly for such a large project, it was finished on time, at a cost of £21.5 million pounds in 1978. Below are some scans from a mini booklet produced by British Rail to commemorate the achievement.
I must thank Mr David Bonnett, who very kindly donated this leaflet and other materials to myself.
The last terminus to be built in London, Marylebone has never really been finished. It was designed with future expansion in mind, but still only has 6 platforms today, and for much of its life only had 4. Very quiet during the day it springs into live during the rush hours, or when a major event is going on at the nearby Wembley complex. However this is its charm. With an expansive concourse, it’s just a nice place to sit and reflect during those quiet times.
A Brief History
The station was built for the Grand Central Railway, a company formed out of the Manchester, Sheffield and Lincolnshire Railway. The terminus for that railway was only 2 miles north of Marylebone, but building an extension down to Marylebone would come with massive planning problems.
One of these was from the MCC at the Lords Cricket Ground, who massively objected to the original proposals which would see the railway go straight through the nursery end of the ground. After many years of argument, it was agreed that the railway company would purchase and relocate the orphanage next to the ground. This would enable the railway to be put in place using the ‘cut and cover’ technique. The ground was then put back as it was, with the railway running under the Nursey end.
The work on this completed in 1898, and it was then that the Grand Central Railway title was introduced. The new terminus however suffered from the money spent to do all the extra work, including a high speed railway link for the railway to Nottingham. It was therefore proposed to be a simple but elegant terminus.
A four platform trainshed was put in place, which only covered 495ft of the total 950ft platform length. It was envisioned that more platforms would be added during the early 20th century, but low passenger numbers would mean that this didn’t happen at this time. However the station would boast an extensive concourse, and the glass roof provided natural light which flooded in.
A station hotel was built opposite the station on Melcombe place, and is arguably the most opulent of all the London station hotels. A massive central atrium is inside and it still has that feel of early 20th Century rail travel. It was only converted once, into railway offices between 1945 and 1986. It was then purchased in 1986 and re-opened as a hotel in 1993.
Marylebone was never going to be a busy station however. The nearby Euston and Kings cross had been taking passengers north for over 40 years. Many attempts to close the station occurred between 1960 and 1986 (the Beeching review and cuts of 1966 meant that Marylebone would only provide trains as far north as Birmingham), but eventually was given a full reprieve as British Rail decided to creative a new working group for the station.
This allowed it to be more adventurous with its route planning, including heritage excursions and special event trains. The privatisation of the UK rail network in 1996 saw Chiltern Railways take over, and they have successfully managed it ever since.
A quick view of the current station
Moving toward the main entrance at Melcombe Place, you will see the ornate canopy over the road and taxi rank. Behind you is the impressive Landmark London Hotel. The pillars here are great, black with a red motif around a third of the way up.
As we enter via the main entrance on Melcombe Place you will see above the writing of Marylebone Station in stonework. Next to this you can still see the uncoloured logo of Network South East (the last British Rail operator for the line before privatisation).
Entering the station, note the GCR logos on the gates. In fact this logo can be found all around the station, especially over exits in the brickwork. The station here opens out in front of you, with the platforms directly ahead under the impressive canopy and trainshed.
Move slightly further in and you will se an electronic information board to your left. Underneath this are electronic ticketing machines. Turn left now, and go towards and past these information boards so that they are on your right as you go past. You will see the station information booth in front of you. This is also the station reception as well.
Moving past the information centre you will see yet more electronic ticket machines below some distinctive Network South East branding. If you now turn directly to your right you will see the ticket office. Moving forward a little further and the entrance to the Underground station is on your left.
Turn 180 degrees back towards the information centre and go past it. The ladies toilets are directly in front of you. Now turn right and walk down this part of the concourse. Various retail outlets are on your left, the current M&S store is housed in what used to be the ticketing hall. Some Cash machines are on your right.
Around half way down this hall on the left are three plaques. The top one is the coat of arms of the Great Central Railway, the next is dedicated to the centenary of the birth of Sir John Betjeman, and the last one is dedicated to the centenary of the station in 1999.
Moving back down the concourse to the end wall, where a further three plaques sit. These are dedicated to those railway employees who died during World War One. Two are on bronze sheets and the third is on a marble stone.
Carry on down past the plaques, and as it narrows, the Gents toilets are on your right. Now carry on through the arch and past a public house. You will see an exit here, but of more interest is the framed information on the walls, detailing the history of the station. They are very interesting and worth spending time reading.
Instead of exiting into Harewood avenue, lets re-trace our steps back into the station and go towards the Information centre once more. Take time to look up an appreciate the roof here, with the light flooding in over the whole concourse.
Go past the information boards and turn left to see the platforms ahead of you. If you are able, go through the gate lines onto these platforms. You really get the sense of the wider than usual platforms, and there is an extensive bike rack on platform 3 which is nearly two thirds the length of the trainshed.
Move out further past the edge of the roof and look back. This shows off the trainshed really well, with the ornate pillars of red which hold it up. The station really does have a great feel, and although not as grand as say St Pancras, is nonetheless extremely appealing.
A view of trains departing and arriving at Marylebone can be seen below
King’s Cross; for a lot of people the station symbolises two very different train services. One steeped in history – The Flying Scotsman – the other pure fantasy – The Hogwarts Express. Whilst one is real and the other fictitious, it is fair to say that if you mention Kings Cross to many of the public, they will utter either or both of them.
A brief history
A practical station for a practical railway. That is how the Great Northern Railway saw it when they opened it in 1852. A station with a modest frontage, made from yellow London bricks and a wooden roof, complimented with two 100ft roof spans over the platforms. These roofs being supported by brick pillars, today in the centre of island platform 4 and 5.
Trains enter and leave the station via the Gas Works tunnel, which passes under the Regent’s Canal. A major goods yard for coal was also contained within the station, although this does not remain.
It looked totally at odds with St Pancras next door; that station when opened 16 years later was oozing with grandeur. A clock adorned the front of the building, and quirkily was rumoured to never have the same time showing as that of its neighbour at St Pancras. King’s Cross as a railway station, however, would for the majority of the next 150 years be the more successful of the two.
For all the footfall though, the station remained unloved for a long time. Indeed in the 1960’s, the square out front was partially covered with a new travel centre for British Rail. This however obscured the lower half of the original frontage, and looked at odds with it.
A quick view of the current station
In 2007, work started on a new concourse, and what a unique structure it is. A single rising 150ft “Diagrid” roof, underpinned at its base down 50ft. It spreads out like a metal web, encapsulating the new concourse with its shops and bars. The feeling of space even during the busy periods is amazing, and differing colours are sometimes projected upon it.
The travel centre was removed, enabling the square to be reinstated and the full frontage to again be seen. To the left side of said frontage, an entrance to the new concourse can be seen. Going through this, the superb new roof opens up in all its splendour. Immediately to your right are entrance gates to the platforms, to your left are escalators up to a mezzanine level This contains a seating area and eating and drinking places.
Going back down to floor level via the escalators on the other side of the mezzanine, if you turn right, you will see arrivals and departure boards, and underneath the new travel centre. To the left of the travel centre is the Harry Potter shop, with a photo opportunity platform 9 3/4 area.
Going under the mezzanine, more shops on both sides as you are then greeted with a glazed front, from which you can see St Pancras International. Stairs down to the Underground are also here, one of many access points to the labyrinth of tunnels which form King’s Cross St Pancras underground Station.
Pictures below were taken on 22nd January 2019, and thanks goes to the station manager and Network Rail for enabling me to photograph extensively on that date:
Here is a video, also taken on the day, from my YouTube site :
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One stop down east from Rainham (Kent) is the small station of Newington. Opened in 1862 by the London, Chatham and Dover railway. At this time, only a double track went through the station. Serviced by a small one storey station building, which was located on the “up” side, the station was created mainly to service the many agricultural premises in the village.
Three sidings were put in, controlled by a signal box on the “up” side. Goods traffic was supplied by the local farmers in the early years, and later when some of this land was used more industriously, coal was brought in to sustain the new industries.
This continued for many years, but it was the advent of electrification along the Chatham main line which would see significant developments. The track was quadrupled between Rainham and Newington, ending at the east of the station. This involved demolishing existing platforms, and replacing them with concrete structures. A metal bridge now spanned the platforms across the four tracks. Around 1962, the original station building was replaced by a prefab construction, which still remains today.
The following are two photographs. The first facing west, showing a DB class 66 with an engineers working coming on the “down” from Rainham.
Next, facing east, a 395 “Javelin” is passing through at speed on the inner express lines.
If you want to read more on the history of Newington Railway Station, please visit the excellent Kent Rail website.