Dartford

From the London direction there were now three tracks on the station approach; these split into two pairs of double-tracks at Dartford Junction, for the diverging Sidcup and Bexleyheath / Woolwich routes. Alongside the London approach tracks on the ‘’up’’ side, upon the embankment, had appeared a two-storey high timber signal box of SER design. A second signal box, also of SER design, had appeared on the ‘’down’’ side, immediately adjacent to the relocated turntable at the east of the platforms. This had a brick base, was two-storeys high, and the length and appearance of its upper half can best be described as two examples of Snodland’s cabin stuck together! At the eastern end of the station layout there had also been improvements: two rolling stock sidings had been increased to five by further excavation of the chalk cutting. The station had also acquired a ‘’Junction’’ suffix at this time. Under the SE&CR there were some cosmetic changes to Dartford. Notable was the incorporation of a covered footbridge in about 1909, which demonstrated an identical lattice pattern to the examples still in existence at both Bexleyheath and Welling. Interestingly, however, a proportion of this footbridge was clad with timber. To accommodate this structure, a new pitched-roof canopy came into use on the island platform, this featuring a valance similar in pattern to that still evident at Maidstone West. The canopy which preceded this was of flat-roofed design.

The Southern Railway's most significant contribution to Dartford services was the introduction of electric trains. On 5th June 1926, Cannon Street was closed for a period lasting until 28th of the same month; this was to allow for the complete reconstruction of the platforms and track layout, and the installation of colour light signalling. Consequently, London Bridge was required to handle additional trains comprising approximately 15,600 additional commuters during the peak time. To assist this, it was decided to begin scheduled electric services along the North Kent routes on the following day, 6th June. It had been concluded that intensive working of electric trains was far more manageable than coordination of steam-hauled services during the Cannon Street closure. Worthy of note, however, is the commencement of temporary electric services between 10th and 16th May 1926 during the General Strike. The 1926 electrification was the result of the Southern Railway's 1924 decision to electrify those ex-SE&CR suburban lines which laid within a fifteen-mile radius of the London termini. It was followed in July 1930 by the eastward extension of third rail to Gravesend Central. In connection with this, the turntable at Dartford was removed and its feeding track converted into a siding. By this time, the carriage sidings to the east of the station had also been electrified. The company rebuilt the ‘’up’’ platform in prefabricated concrete and treated the eastern end of the island similarly, but little else changed.
 
Under British Rail there were a lot of changes. The first of note was the closure of the signal box at the London end of the layout, upon the embankment, which was decommissioned in June 1954. The second signal box to the east of the platforms was taken out of use with the three North Kent routes’ semaphore signalling, on 1st November 1970. The Dartford Panel had taken over signalling functions in the area and colour lights were now in operation. The goods yard here survived in operation considerably longer than most of its counterparts, not going out of use until 1st May 1972. However, that year also marked station redevelopment, and the charming Station Master’s house and clapboard offices were razed to the ground to vacate land for an additional platform line. Fundamentally, the removal of these structures allowed the extension of the bay line, thus converting it into a loop, but the ‘’up’’ side platform was still wholly rebuilt. All original ‘’up’’ side features disappeared, as did most of those on the island, but at the western end of what were platforms 2 and 3, a significant feature did remain. This was the western half of the canopy’s framework, which sat upon the original SER brick of the platform. The eastern part of this canopy was demolished to allow the incorporation of a new – and hideous – footbridge. This came complete with platform lifts, but lacked any form of window ventilation, much like the example which later appeared at London Bridge. The remaining part of the canopy did, however, lose its intricate SE&CR pattern valance, it being replaced by a plain equivalent. The majority of the station became CLASP, as the accompanying pictures show, which is tragic for such an important interchange point. Indeed, the rebuild improved operational flexibility considerably, but at the cost of much historical interest and typical bad 1970s design. The new layout became fully functional with the completion of signalling alterations on 5th August 1973. The station’s appearance today belies its past lineage and importance, which is disappointing.

Other Notes:

• Appledore station in Kent is a good example of what the main station structure at Dartford used to look like: a typical South Eastern Railway two-storey symmetrical pattern brick building.

• Richard Trevithick, the renowned steam engine and locomotive pioneer, is buried in Dartford, in the graveyard upon East Hill. Sadly, he died destitute on 22nd April 1833, but his funeral was kindly funded by a group of local factory workers from J & E Hall, when they became aware of his passing. The town of Dartford is unusual in the respect that its dead are buried in ground high above the main church.

• A new interlocking signalling centre at Ashford has taken over the duties of the Dartford Panel.

• A Dartford resident established an appeal against Railtrack back in 2002 (in light of the Potters Bar disaster) concerning the dubious quality of the line alongside platform 4. There is concern over the condition of the sleepers, which are the only remaining wooden examples on the station site (Platform 4's line was the only one which was not lifted during the 1972 station rebuilding), and the lack of clips and chairs holding the rails in place. It had been argued by Railtrack - now Network Rail - that since the line is subject to a 20 MPH speed limit, the line's condition is more than adequate. Since a railway exhibition in the town in January 2005, at which this appeal was evidently ongoing, I have heard no more of it.

1985

To the east of Dartford station exists rolling stock sidings, which have been a feature in this chalk cutting since the days of the SER.

The photograph on the left shows a Class 47 hauling ARC hoppers from Allington (near Maidstone), a working which was usually

in the hands of a Class 56 by this time. The 2 EPB alongside is BR-designed No. 6269. The photograph on the right depicts a Class

73 Electro-Diesel hauling cement tanks, with the platforms of the station just visible in the background. Both: Chris

1985

A Class 73 Electro-Diesel is seen negotiating the sweeping curves between

Stone Crossing and Dartford, as it prepares to head underneath the Dartford

Tunnel approaches. On the left is the former track bed of the long-closed

single-track connection with Littlebrook Power Station. Chris

1985

In the background of this view can be seen the ''62'' service from Gillingham to Charing Cross, formed

of a 4-CAP and 4 EPB, riding over the same section of track as that of the Class 73 in the previous view.

In the foreground can be seen the road widening works, forming part of the M25 construction programme.

This saw the Dartford Tunnel approach road doubled in capacity. The section of road seen here under

construction opened in 1986. Chris

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