Ashford
Despite the advent of
the modern-looking locomotive shed, Ashford passed into British Railways
ownership retaining a distinctly bygone appearance. The SE&CR canopies blended
well with the 19th Century station buildings and the locomotive works was still
of SER origin. At the eastern ends of the platforms, an impressive semaphore
signal gantry stretched over the four through tracks. This was controlled by a
SER-designed signal box, positioned on the ‘’down’’ side, a short distance
beyond the end of the platforms. Two-storeys in height, the signal cabin came
into use during the 1880s, demonstrating a timber upper half with sash-style
windows, complete with a brick base. Similar examples appeared at both
Folkestone Junction and Dartford. Sadly, the character of the station was to be
swept away as electrification loomed. In 1961, third rail began appearing
alongside the lines and above the sidings to the east of the platforms, overhead
catenary was erected. The latter was for use by Type HA (Class 71) electric
locomotives, this electric system deemed safer for workers when trains were
marshalled in yards, compared to an exposed live rail. The full electric
timetable came into use on 18th June 1962, an occasion which also marked the
demise of the traditional-looking station. The pair of SER station buildings on
either side were demolished, along with the four-arched road bridge. The latter
was replaced with a single girder span to allow greater flexibility of the track
layout. With the demolition of these structures, the bay lines could now be
extended westwards to form through loops. At the western end of the platforms, a
new enclosed glazed footbridge was built. The pleasing SR canopies were also to
see significant change: the ornate timber valances were removed, but the
framework was left in situ. This was subsequently clad with dreary asbestos, the
same framework now looking unrecognisable. The SER-designed mechanical signal
boxes also succumbed; a ‘’power box’’ had replaced these from 29th April 1962
onwards.
Meanwhile, there had also been significant developments in terms of depots and
maintenance. In 1959, Ashford shed became sub to Stewarts Lane, having
previously enjoyed an independent listing – 74A became 73F. As electrification
was pushed through, the depot became home to an ever-diminishing locomotive
allocation until closing completely to steam in 1963. The structure was razed to
the ground some five years later, having briefly been used to stable diesel
locomotives. Ashford Works still remained quite active, however, and right up
until 1967 a pair of ex-Southampton Docks USA Tanks could be found at work.
These had been allocated to the South Eastern Division in 1963. Part of the
original SER works complex ceased to be used when these engines were withdrawn,
but the vacant buildings were rented out by British Rail to become part of the
‘’South Eastern Steam Centre’’. Unfortunately, by 1978 this attraction had gone
belly-up as a result of non-payment of rent. Subsequently, BR took possession of
the stock as compensation, with a view to selling it off for scrap. Fortunately,
private buyers managed to save most of the items, ranging from locomotives, to
carriages and wagons. The works closed fully as a BR site in 1981, but Ashford
still had a heavy maintenance depot: this was the 1961-opened Chart Leacon,
located one mile west of the station, on the ‘’up’’ side.
Come 1985 and yet more change was on the cards. That year saw the creation of
the ''Channel Tunnel Bill'', of which Ashford would be a key part. The station
was to be rebuilt yet again, this time to accommodate international platforms.
European Passenger Services had originally outlined the location of the
international station to be isolated from the domestic site, so far in fact that
the then new platforms were to be positioned on the outskirts of Ashford itself.
New plans published by the company in October 1992 avoided this outcome. The
original platforms 3 and 4 were to become dedicated to international services
and subsequently lengthened to a ¼ mile to accommodate the Trans Manche Super
Train formations. To compensate for the loss of domestic platforms, a new island
was planned to come into use, this constituting platforms 5 and 6. The new site
would accommodate 2000 car parking spaces for international passengers, whilst
1000 spaces would be provided for domestic use. Despite the fact that formal
government approval was still being sought for the rebuild, the first of the
works began in March 1991, which included the construction of a car park for 415
vehicles. By 1993, government authorisation had still yet to be received, but
despite this, European Passenger Services (BR's Eurostar holding company
subsidiary) commenced building work in the January. With the commencement of
Eurostar services fast approaching, it was deemed preferable to carry out track
alterations and re-signalling work prior to the running of the international
trains. If such tasks were undertaken concurrent with these services,
infrastructure changes would be too difficult. This course of action was
legitimate in light of EPS securing permission from the British Railways Board,
and £12 million was initially allocated to the works, which were envisaged to
take a year to undertake.
On 16th December 1993, it was
announced that Ashford International station project was to be funded using private
finance, John Laing PLC constructing the station buildings and car parks. In
return for the money the company invested, and the risk taken in doing so,
contracts between it and European Passenger Services were signed, in which the
latter would pay John Laing PLC a fixed amount for every passenger which used
the international platforms. The station rebuilding, including the new
platforms, was priced at £80 million, and the buildings were to be a product of
British Rail's Architecture & Design Group. Infrastructure which encompassed new
track work and signalling, was to be funded by British Rail, at a total cost of £30
million.
An emphasis was put on airport terminal design when the plans for the new
station emerged, and a huge three-storey high glazed building was erected
immediately to the south of the layout, parallel with the original platform 1. A
smaller example, of the same curved glass design, appeared on the original
platforms 3 and 4, these structures being linked by enclosed footbridges which
stretched to the new platforms 5 and 6. Platforms 3 to 6 had overhead catenary
installed, whilst retaining third rail, and formal station completion came in
1995, international trains serving it from 8th January 1996 onwards. Further
alterations were soon on the cards as train movements increased. On 23rd
December 1998, a £6 million contract was awarded to Westinghouse Signals to
modify the existing signalling arrangement to allow a greater amount of traffic
to be handled. This was followed on 26th April of the next year by the letting
of a second £6 million contract to John Molem PLC, for track alterations. In
review, the oldest surviving part of the Ashford complex are the former works
buildings to the east of the platforms, which have now been rented out for
commercial use. As far as the station is concerned, only the 1962-installed
''power box'' remains of the pre-1995 site.
Class 375 No. 375623 disappears off into the distance from platform 5 in this 8th February 2004
westward view of the station. 4 Cig No. 1843 is berthed at platform 6, on the right. The lengthy
canopy on the left indicates that the platforms it protects are those which serve the country's longest
passenger formations: the Trans Manche Super Train. On the far right is the elevated Ashford
avoiding line for those Eurostar services not stopping. David Glasspool
There are three large enclosed metal footbridges at the site, the example in this 22nd June
2006 view linking the northern station car park with domestic platforms 5 and 6. Unusually,
all have been locked out of use for some time, and platforms are instead reached by means
of a subway. The Ashford avoiding line is in the foreground, whilst in the background, a
Class 375 has terminated with a service from London Charing Cross. David Glasspool
The main station entrance is to the north of the platforms, and like the platform buildings, is
glass-clad and built with airport terminal design in mind. David Glasspool
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