Tunbridge Wells West railway station

Tunbridge Wells West railway station

Infobox UK disused station
name = Tunbridge Wells West
gridref = TQ578384


caption =
manager = London, Brighton and South Coast Railway
owner = Southern Railway
Southern Region of British Railways
Network SouthEast
Spa Valley Railway
locale = Tunbridge Wells
borough = Tunbridge Wells, Kent
platforms = 1 (originally 5)
years = 1 October 1866
events = Opened (Tunbridge Wells)
years1 = 22 August 1923
events1 = Renamed (Tunbridge Wells West)
years2 = 4 September 1961
events2 = Goods facilities withdrawn
years3 = 6 July 1985
events3 = Closed to passengers
years4 = August 1997
events4 = Services recommenced by Spa Valley Railway

Tunbridge Wells West is a railway station located in Tunbridge Wells, Kent. It is one of two railway stations in Tunbridge Wells constructed by rival companies. The other, Tunbridge Wells Central was opened in 1845 by the South Eastern Railway (SER). Closed to mainline passenger services in 1985, the West station was re-opened in 1996 by the Spa Valley Railway.

Opening

The West station was opened in 1866 by the London, Brighton and South Coast Railway (LBSCR), as the eastern terminus of the Cuckoo Line from Polegate. The station was built as part of a race between the LBSCR and SER conducted during the 1860s for access to the town; "the LBSC was becoming concerned at threatened incursions by the [SER] on its territory. So a battle was on. Tunbridge Wells was first reached from East Grinstead in 1866 via Groombridge. Two years later, with the South Eastern Railway (SER) looking towards Lewes, the London, Brighton and South Coast Railway countered with a line from Groombridge to Uckfield"." [cite book | last = Oppitz | first = Leslie | authorlink = | coauthors = | title = Lost Railways of Kent | publisher = Countryside Books | date = 2003 | location = Newbury, Berkshire | pages = p. 69 | isbn = 978-1853068034 ]

From Tunbridge Wells West there were direct services to the South Coast at Brighton and Eastbourne and to London Victoria. The Victoria services ran southbound and turned to join the Uckfield - London line via a line linking Groombridge and Ashurst. As a sign outside the station proudly proclaimed, "New Route to London: Shortest, Quickest and Most Direct. Frequent Express Trains"." [cite book | last = Oppitz | first = Leslie | authorlink = | coauthors = | title = Lost Railways of Sussex | publisher = Countryside Books | date = 2001 | location = Newbury, Berkshire | pages = p. 74 | isbn = 978-1853066979 ]

Station buildings

The imposing two-storey main station building was most likely designed by the LBSCR's Chief Engineer, F. Dale Bannister, who was responsible for other stations on the line. Known as the "St. Pancras of the Weald" [http://brianabbott.entadsl.com/wlc/images/AllinOneu1.pdf Wealdenlink presentation, March 2008.] ] , it was a statement of intent to local inhabitants by the LBSCR which was establishing the limits of its territory. [Oppitz, L., Lost Railways of Sussex, op. cit. p. 73-74.] The station is composed of a central block flanked on the western side by a gable-fronted wing, and on the eastern side by a three-storey clocktower with a pyramidal slate roof surrounded by a louvred cupola with a weathervane. The facade of the building is constructed of red brick with ashlar and black brick dressings; on the ground floor level are a series of nine round-arched windows and an arched doorway, with a decorated ashlar impost band connecting the windows. The eaves are serrated with an ashlar cornice. Inside the building was a gas-lit booking hall with four ticket windows and a panelled ceiling supported by arches springing from stone columns. [Cite book | author=Gould, David | authorlink= | coauthors= | title=Three Bridges to Tunbridge Wells | date=1983 | publisher=Oakwood Press | location=Usk, Mon | isbn=0-85361-299-4 | pages=p. 13-14]

The station's facilities were much larger than those at Tunbridge Wells Central. The passenger station originally had five platform roads: three serving long platforms (two of which were island platforms) and two other shorter bay platforms. The reason for the station's extensive layout was that it served no fewer than six different routes: three of which bifurcated at or near Groombridge and two at Eridge. The station was self-contained on one site which incorporated a substantial goods yard, motive power depot (code number 75F) and carriage sidings. The station yard was controlled by two signalboxes, one at the west end with 45 levers (first known as "Tunbridge Wells West West" then as the "A Box"), and the other at the east end by Montacute Road Bridge (variously named "East Cabin", "No. 2 Box" and "B Box"). The A Box also controlled roads to the locomotive shed and carriage sidings. [ cite journal|title=Tunbridge Wells West as a Railway Centre|journal=The Railway Magazine|date=January 1956|first=F.S.|last=Bond|coauthors=|volume=102|issue=657|pages=p. 52|id= |url=|format=|accessdate=2008-07-19 ]

The original two-road locomotive shed (capable of accommodating six engines) was situated to the south of the station to the right of a turntable; it was replaced in 1891 by a larger four-road shed located to the north-west of the station. [cite book | last = Mitchell | first = Vic | authorlink = | coauthors = Smith, Keith | title = Branch Lines to East Grinstead | publisher = Middleton Press | date = 1984 | location = Midhurst, West Sussex | pages = Plate 82 | isbn = 090652007X ] Following bomb damage on 20 November 1940 during the Second World War, the slate roof of the engine shed was replaced with corrugated asbestos. [Mitchell, V. and Smith, K., Branch Lines to Tunbridge Wells, op. cit. Plate 117.]

Grove Junction

Although initially conceived as a terminus station, an agreement between the SER and the LBSCR saw Tunbridge Wells West linked by a short spur to the Hastings Line thereby connecting it with the Central station. The spur came about as a consequence of the intense rivalry between the two railway companies which in 1864 had led to both simultaneously depositing bills before Parliament for competing routes across the south-east. The LBSCR obtained authorisation to construct the Ouse Valley Railway, whilst the SER proposed a new line to Eastbourne.

Conscious of the threat that the SER's line would pose to the Cuckoo Line, the LBSCR managed to persuade the SER to withdraw its proposal in return for a construction of a spur between the two stations in Tunbridge Wells. [Cite book | author=White, H.P. | authorlink= | coauthors= | title=A Regional History of the Railways of Great Britain Vol 2. Southern England (Regional Railway History Series) | date=1992 | publisher=David St John Thomas Publisher | location=Nairn, Scotland | isbn=0-946537-77-1 | pages=p. 92] A short single-track spur was therefore opened from Tunbridge Wells West through Grove Tunnel after which the track curved north to join the main Hastings Line towards Tunbridge Wells Central, enabling through-running to the Hastings Line and the Brighton Main Line from the West station. [http://www.spavalleyrailway.co.uk/SpaHistory_04.htm Spa Valley Railway, History] ]

An LBSCR goods service first used the spur from about 1867, but the introduction of a passenger service was delayed until 1 February 1876. Even by 1894, only 5 passenger services and 1 goods train were using the spur in a down direction from the Central station. Usage did however increase when the Southern Railway took over the line following the grouping and in 1924, 9 down passenger services used it. By 1952, this had increased to 13, and in 1958, to 29 plus one goods service each way, which made the spur one of the busiest single-track sections anywhere in the country. [White, H.P., op. cit. p. 94.] Through-running on the Cuckoo Line had been possible since 5 April 1880 when the LBSCR extended the line from Hailsham to Eridge which enabled services to run through to Tunbridge Wells West. [http://www.subbrit.org.uk/sb-sites/stations/t/tunbridge_wells_west/index.shtml Subterranea Britannica] ]

Operations

Early years

In 1903 Buffalo Bill caused a storm when the special train carrying his famous show arrived at Tunbridge Wells West for a performance. Crowds of onlookers watched as the horses and coach involved in the show's "Deadwood Stage ambush event" dashed out of the circus marquee to head directly to the station where covered wagons were waiting to take them to their next venue. [Kent and Sussex Courier, "Drama over pecking order for buffalo bill's red indians", 3 August 2007, p. 30] One of the bay platforms was subsequently nicknamed the "Jumbo Platform" - a name arising from the days when circus trains were unloaded at the station and the elephants were marched along the street to the circus site on nearby Tunbridge Wells Common.

Post-grouping

In 1923 following the grouping ordered by the Railways Act 1921, the station passed into the ownership of the Southern Railway (SR). The SR added the suffix "West" to the station's name on 22 August 1923, in order to distinguish it from the other Tunbridge Wells station, which was named "Central". [Mitchell, V. and Smith, K., Branch Lines to East Grinstead, op. cit. Plate 81.] This period saw the station become very popular with cross-country services with over 100 trains passing each day. From Groombridge to Tunbridge Wells West alone there were 83 workings, with trains proceeding to three destinations - Three Bridges, Brighton via the Oxted Line and Eastbourne via the Cuckoo Line. The spur saw little use by 1925 - four daily workings to Brighton and two to Uckfield. [ [http://www.subbrit.org.uk/sb-sites/stations/h/heathfield_sussex/index.shtml Subterranea Britannica, Heathfield station] ]

1950s heyday

With the introduction of the 1955 summer timetables, the services between London and Tunbridge Wells were entirely revised and the number of stopping passenger trains increased. On a normal weekday 136 trains called at Tunbridge Wells West: 66 departures and 70 arrivals; there were also nine goods trains (five in and four out) daily. In an 18-hour period between 6am and midnight, on average one passenger train departed or arrived every eight minutes. [Bond, F.S., op. cit. p. 52.] The six routes served were: (1) Oxted and London via Edenbridge Town; (2) Oxted and London via East Grinstead; (3) Three Bridges via East Grinstead; (4) Uckfield, Lewes and Brighton; (5) Heathfield, Hailsham and Eastbourne; and (6) Tonbridge and Sevenoaks via Tunbridge Wells Central.

Decline and closure

As the popularity for the motorcar increased, train services were severely cut back due to the lack of patronage, and the number of services passing through Tunbridge Wells West declined as one line after another was closed from the 1950s onwards. First, the East Grinstead to Lewes line closed in 1958, then the Three Bridges to Groombridge in 1967, the Cuckoo Line in 1968 and finally the Wealden Line in 1969. Tunbridge Wells West was itself listed for closure in 1966, only to be subsequently reprieved. [cite news | first= | last= | coauthors= | title=Replay: 27 December 1966 - 12 stations to be closed | date=27 December 1966 | publisher= | url =http://findarticles.com/p/articles/mi_qn4159/is_20021215/ai_n12669597 | work =The Independent | pages = | accessdate = | language = ] The line to Tunbridge Wells West remained open, although in its latter years passenger services were confined to a shuttle service between Tonbridge (via the single line connection to Tunbridge Wells Central - now plain Tunbridge Wells) and Eridge, although there was a depot at the station providing rolling stock for services on the Uckfield and East Grinstead - London (via East Croydon) lines and there were plenty of empty stock moves early and late in the day.

Following a total lack of investment for decades (since Beeching spending on anything other than minimal repairs was non-existent [cite journal|title='Brighton' Frontier: Requiem?|journal=Railway Magazine|date=March 1984|first=Stephen|last=Hughes|coauthors=|volume=130|issue=995|pages=89|id= |url=|format=|accessdate=2008-07-19 ] ), it was discovered in the early 1980s that the track and signalling needed to be replaced. British Rail, at the time carrying out an upgrade of the Tonbridge to Hastings Line which planned the removal of Grove Junction, decided that the costs of keeping the line from Eridge to the Central station open and undertaking the works, some £175,000, did not justify the outlay. It therefore announced closure of the line (including Groombridge and the West station) from 16 May 1983. The Secretary of State for Transport rubber stamped the decision with effect from 6 July 1985, although it did not actually close until 10 August when the depot at the West station was shut.

Revival

Spa Valley Railway

More than twenty years after its closure Tunbridge Wells West is once again a busy train depot. Passenger services using heritage trains now run by the Spa Valley Railway (SVR) between Tunbridge Wells West, High Rocks, Groombridge and Birchden, with plans to extend once again into Eridge. The SVR has its origins in a charitable society formed on 13 September 1985 to purchase and reopen the Tunbridge Wells to Eridge line. Named the "Tunbridge Wells and Eridge Preservation Society" (TWERPS), it began a long struggle to re-open the Eridge to Tunbridge Wells West line. In the early 1990s, the group acquired the line to Groombridge and established their base in the West station's locomotive shed. TWERPS subsequently merged with the North Downs Steam Railway at Dartford, to become the Spa Valley Railway.

The campaign received a set-back in the early 1990s when Tunbridge Wells Borough Council gave planning permission for the construction of a large supermarket complex on the site of the by now derelict goods yard. While the 1891 locomotive shed and station building were protected as listed buildings, the remaining area of the site was obliterated, including the goods shed and signalboxes. However, the planning permission was subject to the condition that the developer pay for restoration of the station building and engine shed. [http://www.kentrail.co.uk/Spa%20Valley%20Railway.htm Kent Rail, Spa Valley Railway] ] In 1996 the Spa Valley Railway relocated from the North Downs Steam Railway where it was experiencing vandalism problems. It established a base in the locomotive shed alongside which a new platform was built from where services began running to Groombridge in August 1997.

In 2007 Spa Valley Railway marked the tenth anniversary of the opening of the line by transforming Groombridge into a busy interchange station with trains arriving or departing every 15 minutes. [Kent and Sussex Courier, "Full steam ahead for anniversary", 14 September 2007, p. 21] The funds raised from this event went towards the "Return to Eridge" appeal to raise £500,000 for the extension to the Uckfield mainline at Eridge. The heritage railway hopes to open the line to Eridge by Summer 2009. [ [http://www.spavalleyrailway.co.uk/SpaEridgeAppeal07.htm Spa Valley Railway, Eridge Appeal] ]

Station buildings

Following closure of the station, the main building was converted into a Beefeater restaurant named "The Old West Station", before being purchased by Herald Inns and Bars which operate it under the same name as a pub-cum-restaurant. The building was Grade II listed on 27 March 1986. [ [http://www.imagesofengland.org.uk/Details/Default.aspx?id=168174&mode=quick Images of England, Tunbridge Wells West] ] The former goods yard and stabling sidings are lost under a Sainsbury's supermarket and a Homebase, and the trackbed has been infilled up to platform level to form a car park and the frontage to the supermarket. Sainsbury's have given a written undertaking that, if required, they will remove at their own cost any buildings obstructing the path of the railway.

The spur to Grove Junction remains in an overgrown state; it was sold for £1 in 2001 to Railway Paths Ltd (a subsidiary of Sustrans), but is protected by covenants ensuring that it can only be used for railway purposes; the section is also safeguarded from development in the East Sussex and Brighton and Hove Structure Plan 1991-2011 as well as the Wealden Local Plan. [ [http://www.tunbridgewells.gov.uk/upload/public/attachments/9/Chapter_11__Transport__Parking__adopted_local_plan.pdf Tunbridge Wells Borough Council Local Plan, Policy TP13.] ] An inspection carried out by Mott MacDonald in 1997 revealed that £100,000 would be required to bring Grove Tunnel back up to operating standards.

Future

A parallel reopening campaign is also being run by the Wealden Line who are seeking to re-open the railway between Tunbridge Wells West and Eridge and then, further down the line, between Uckfield and Lewes as a part of the National Rail network.

Although the Spa Valley Railway may well succeed in resurrecting the connection between Tunbridge Wells West and the national rail network at Eridge, the prospect of reinstating the line north to Tunbridge Wells Central would face numerous obstacles. The access road to Sainsbury's Supermarket car park would have to be resited and part of the supermarket, namely the lorry unloading bay, would have to be demolished. In addition, the station building would need to be repurchased and converted back into station use. Furthermore, some of the trackbed to the north has been sold, and a bridge has been demolished. Finally, the track and signalling would have to be re-connected and re-figured at Grove Junction, and an agreement would have to be reached with Network Rail to allow access onto third rail electrified lines in Tunbridge Wells Central. Pathing trains into the Central station, which is already congested at peak hours, would also pose problems. [ [http://railrevival.blogspot.com/2007/06/spa-valley-progress.html Spa Valley Progress] ]

References

External links

* [http://spavalleyrailway.co.uk/ Spa Valley Railway]
* [http://www.semgonline.com/location/tun-wells-west_01.html Tunbridge Wells West] - information and photos
* [http://www.oldweststation.co.uk/ The Old West Station]


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