Charing
This is one of a
number of sites on the route from Swanley to Ashford which has stood the test of
time particularly well. Charing came into use with the ''Maidstone & Ashford
Railway’s’’ 18¾-mile eastward extension from the county town to the ‘’home’’ of
the SER on 1st July 1884. Those stations east of Maidstone could directly trace
their design traits back to the structures of the original 1862-opened Sevenoaks
line. Indeed, it would certainly appear to be the case that such buildings were
based on a modified design of Bat & Ball’s main structure – they are undoubtedly
worthy of comparison. Six stations in total were commissioned on the 1884 line:
Bearsted, Hollingbourne, Harrietsham, Lenham, Charing, Hothfield, and Ashford
(the LC&DR’s terminus). The sites listed featured large two-storey pitched-roof
main buildings. However, there was a significant difference among the group: Bearsted, Hollingbourne, Harrietsham,
and Hothfield were all constituted of the
crème brickwork used extensively by the LC&DR along the original ‘’Chatham’’
main line of 1860. However, the remaining sites instead demonstrated wholly red
brick structures, reminiscent of those stations west of Maidstone, at Malling
(West), Borough Green, and Otford. The red brick buildings on the 1884 extension
are also more substantial than their crème brick counterparts.
As already touched upon, Charing, being red-brick in nature, featured its
substantial main building on the ‘’down’’ platform. Seemingly rural stations
commanded such large structures in light of the Station Master’s accommodation
being amalgamated with the ticket office and passenger waiting facilities.
Indeed, when the LC&DR opened its Gravesend branch in 1886, the sites at both
Southfleet and Rosherville were provided with large two-storey houses which were
isolated from the stations themselves. Thus, the station buildings at these
locations were comparatively modest, demonstrating only a single storey. As per
all intermediate sites along the 1884 Ashford extension, Charing was graced with
an attractive brick-built sloped-roof waiting shelter, this featuring on the
‘’up’’ side. This itself demonstrated a rectangular canopy – which matched the
design of its larger counterpart on the ‘’down’’ platform – in addition to
featuring the LC&DR’s distinctive arched window frames in both eastern and
western wall elevations, complete with glazing. Attention should be drawn to the
fact that no station along this section of line was provided with a footbridge;
passengers utilised track foot crossings, the one at Charing being situated at
the western extremities of the platform surfaces.
Rural the station may have been, the layout here was in fact quite extensive.
Every station on the 1884 extension was provided with freight facilities, which
included the once common goods shed. Seven sidings were once evident on the
‘’down’’ side at Charing, six of which were westward-facing. One of these tracks
formed a dock line, which terminated behind the ‘’down’’ platform, shortly
before the main station building was reached. Of the remaining five, all trailed
off from the running lines (of which there were direct connections with both
‘’up’’ and ‘’down’’ tracks) at an angle of about forty degrees. Finally, the
seventh siding was to the contrary, it being eastward-facing. It did, however,
have direct facing connections with both the aforementioned goods yard and the
‘’down’’ running line. The ‘’up’’ side was not without storage capacity, and a
westward-facing refuge siding of considerable length (approximately 246 yards)
was in evidence, this terminating behind the ‘’up’’ platform. As per the
original Bat & Ball line and the Otford to Maidstone extension, contractors
Saxby & Farmer were drafted in to signal the 1884 route to Ashford. One of this
company’s attractive two-storey high signal cabins, complete with a brick base
and timber upper half, was positioned just beyond the western end of the ‘’up’’
platform.
1965
This Maidstone-bound view from the footbridge is of interest, because it includes the Saxby & Farmer signal
box and the ''up'' starter at the end of the platform. On the right, behind the ''down'' platform, we see evidence
of the goods yard, the sidings which had recently been lifted. On the left, behind the ''up'' platform, is the lengthy
refuge siding mentioned in the main text. Swan neck lampposts abound on both platforms. © David Glasspool Collection
19th April 2007
An eastward view from 19th April 2007 shows a number of interesting features. Firstly, the attractive waiting
shelter is in view - note the chunks taken out of the canopy, to allow for the passage of large container wagons.
The window indentations are still much in evidence, although have for long been bricked up. Sandwiched in-between
the main station building and the waiting shelter, straddling the tracks, is the concrete footbridge of 1961, whilst
behind that is again the rebuilt bridge arch. This view also indicates just how tall the lamp posts actually are.
David Glasspool
19th April 2007
The recent platform extensions, complete with short sections of new palisade fencing, are witnessed on 19th
April 2007, as Class 375 No. 375816 trundles in from Lenham with a stopping service. David Glasspool
Next: The History Continues >>
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