Aylesford
The station opened on the Strood extension of the South Eastern Railway's first branch line from Paddock Wood to Maidstone, on 18th June 1856. Like its marginally older counterpart at Wateringbury, Aylesford was somewhat spectacular within the confines of the SER network, both its design and stonework being very untypical. Its gabled splendour is more akin to those stations which were later opened by the LSWR in July 1860, between Salisbury and Exeter, whilst the main building stonework gives a very ''Isle of Purbeck'' ethos about the site, although the railway at Aylesford predates that at Swanage by nearly three decades. Evidently, the station was built in sympathy with the substantial ruins of the local Aylesford Priory, certainly a far cry from the usual clapboard structures which later became customary for most SER establishments. Of course, the building materials did not come from Dorset, but rather nearby Maidstone, where a derivative of sandstone - namely ''Kentish Ragstone'' - was extracted. This material has been used for buildings since the Romans settled in the country, although it had originally formed in the area some 120 million years ago. ''Caen'' stone dressings were incorporated into the elaborate station (''Caen'' named after the city in northern France), but the chimneys were made of a much more familiar SER material: yellow brick. As usual with stations of the period, no footbridge was provided from the outset, a track crossing being in use instead, but a lattice structure did finally appear a year before the SE&CR's formation.
The first signal box here was located to the west of the station building, on the ''up'' side, constructed wholly of timber and was at ground level. This was then superseded in about 1928 by a more robust Southern Railway design at the eastern end of the ''up'' platform, constituted mostly of brick, but still retaining a traditional appearance. The ''down'' platform is particularly interesting for two reasons: firstly, it was extended by the SE&CR at its western end with wooden planks, supporting a concrete surface, exactly like the northern end of the ''down'' platform at Snodland. From platform level, the extension could be distinguished by the wooden fencing separating it from the goods yard - the original platform was backed by a brick wall. Secondly, this platform's waiting shelter was also of a curious design: it was clapboard, but its roof was perfectly horizontal rather than being angled like most other such structures. Freight facilities here were situated to the north of the platforms, on the ''down'' side, and consisted of a large single-track goods shed (replicating the design of those examples at both Snodland and Gravesend Central) and a loop siding, sandwiched between this building and the platform. The goods shed was also a through affair. The ''up'' side was host to a westward-facing loading dock siding, which terminated beside the station building.
The Southern Railway proposed linking the Medway Valley Line with the ex-LC&DR route through Maidstone East, by means of a line between Aylesford and Barming stations respectively. However, the project was abandoned in light of the steep gradients involved in building and operating the line. This company also replaced the aforementioned wooden platform extension with prefabricated concrete. The full electric timetable began on 12th June 1961, and decline of the actual station began seven years later with the removal of the tall chimney stacks - this was very common during the 1960s for many elaborate stations, whatever the region. However, at least the goods shed remained in railway use for a longer period of time than most of its counterparts on the South Eastern Division: it went out of use on 2nd December 1974. Aylesford did experience a period of neglect, but a revival in its fortunes occurred during the Business Sector era of British Rail, when many stations on the railway network were rejuvenated (and conversely, other historical structures still obliterated). 1986 marked the beginning of a two-year restoration programme on the dilapidated station, which included the return of the brick chimney stacks and complete renewal of the roofing. This was in addition to the mixing of new cast stone to replace and repair parts of the ornate walls, and removal and restoration of the severely rusted window frames. The project cost £231,000, most of which was funded by British Rail, although the Railway Heritage Trust contributed a significant £75,000 to this total. The Trust was a British Rail innovation and since its 1985-formation, the nationalised organisation has provided much funding for it, each year allocating approximately £1,200,000 to its needs.
1984
During 1984, 4EPB No. 5031 was witnessed forming the Strood to Maidstone West shuttle service.
Of importance historical note are: 1) the goods shed, which can be seen behind the EMU. Exactly
the same design was once in use at Snodland; 2) The BR (S) lamp shades, affixed to the station
building; 3) The semaphore signals which finally had their swan song in 2005. Chris
31st July 2005
An eastward view includes the imposing station building, augmented by semaphore signals and
signal box, the latter clearly seen in the background by the level crossing. Interestingly, the station
building is now an Indian takeaway, just like that at Meopham! This view dates from 31st July 2005.
Bus shelters have been a feature since 1991, and on the ''down'' platform superseded the delightful
timber waiting shelter. The buildings were completed in 1858, which included a crossing keeper's
house, on the opposite side of the lines to the signal box. David Glasspool
31st July 2005
A westward view, also from 31st July 2005, shows the signalling system in a transitional phase.
Prominent on the left is the soon to be retired semaphore signal bracket, whilst visible in the
background is its replacement, wearing the non-operational white cross, indicating it is not yet in
use. Motors from these dismantled semaphore signals are, apparently, going to be used to keep
other remaining semaphores operational. David Glasspool
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