Greenhithe
For Bluewater
This is a station
which has been subject to considerable modernisation in only recent years, as
the surrounding area has been dramatically transformed from an industrial
landscape into one of high quality housing, retail outlets, and office units.
Greenhithe came into use with the North Kent Line on 30th July 1849 as a
standard two-platform affair. The station was one of a number along the original
SER route designed by London architect and playwright Samuel Beazley, Gravesend
and Erith remaining today as fine examples of his work. The main buildings at
Greenhithe were situated at the western end of the ‘’down’’ platform, being
constituted of the familiar yellow brickwork used extensively by the SER. A
single-storey 78-foot long booking hall was flanked to its west by a 25-foot
wide two-storey high Station Master’s house and, to its east, by a single-storey
square-based pitched-roof appendix. The Station Masters’ houses at both
Greenhithe and Northfleet were built to the same basic tall, slim design,
although noticeable differences were in evidence. These two stations also shared
the fact that they were both positioned upon an embankment, in addition to
having the platform surfaces linked by a subway. Greenhithe’s ‘’up’’ platform
was provided with an elongated brick-built waiting shelter, complete with a
wooden-clad façade and an upward-sloping roof. Platform weather protection on
the ‘’down’’ side was provided by means of a 78-foot long flat-roofed canopy,
supported by five stanchions and demonstrating the same icicle-patterned valance
which can still be seen in use today at St Johns.
For an area which became so industrialised in the 19th and 20th centuries, it is
surprising that no goods facilities were ever present at the station here.
However, Greenhithe acquired its own signal box circa 1885, this being
constructed upon the ramp at the western extremity of the ‘’up’’ platform. The
cabin was to the SER’s own in-house design, being of clapboard construction and
featuring the company’s familiar sash-style window frames. Complete with a
slated pyramid-shaped roof, access to the cabin was gained by means of a small
five-step timber staircase upon the platform surface.
Under SE&CR ownership, the platforms were heightened with further layers of
bricks – such work at many stations resulted in surfaces becoming
upward-sloping, as only those sections of platform nearest the track received
the additional brick layers. A direct rail connection was also made with the
standard gauge network of the 1908-opened Empire Paper Mills, the industry of
which was situated on the bank of the Thames, within the historic Ingress Abbey
grounds. The single-track connection left the ‘’down’’ line shortly before the
route plunged into the 253 yard-long Greenhithe Tunnel, to the east of the
platforms. More change came under Southern Railway ownership. On 6th July 1930,
scheduled electric operation formally began beyond Dartford, to Gravesend
Central. As part of these works, Greenhithe received a revised gas lamp design:
the diamond-shaped SER lamps were replaced by the SR’s distinctive swan neck
equivalents. The alteration formed part of the SR’s desire to present a ‘’modern
image’’ at those stations which were situated upon electrified stretches of
line. At the same time, both platform surfaces were lengthened at their eastern
ends with Exmouth Junction-produced prefabricated concrete, these extensions
being backed at their rears by fencing of the same material. Naturally, the SR’s
‘’Target’’ name boards prevailed at the site.
The early British Railways era brought further platform lengthening.
Prefabricated concrete cast components (again, Exmouth Junction products), were
used to extended both surfaces, again at their eastern ends, in 1954, in
preparation for ten-vehicle EPB electric formations. The signal box here was one
of the route’s earlier casualties; this was taken out of use during July 1965,
which resulted in the station’s ‘’home’’ semaphores being removed, leaving just
the ‘’distant’’ signals controlled by neighbouring cabins. It was also at this
time that the wrought-iron swan-neck gas lamps of the SR were replaced with
electric lighting supported upon concrete posts. Plain white name boards with
black lettering were implemented at the station concurrent with this.
Semaphore signals were decommissioned in November 1970, when the route switched
over to colour light signalling on the 8th of that month, controlled by the
Dartford Panel. It is unclear when Greenhithe’s imposing Station Master’s house
was dispensed with, but it would seem likely that this building was demolished
during the 1970s, this being an era which witnessed structural cutbacks and
economies at numerous sites. Nevertheless, all other major remaining structures
survived into the 21st Century, although by this time, the ‘’down’’ side
platform canopy had lost its attractive valance. Greenhithe had, hitherto, been
served only by all-station stopping services – semi-fast trains bypassed all
stations between Dartford and Gravesend exclusive. However, the March 1999
opening of the Bluewater Shopping Centre saw the station’s status markedly
improve, with all passenger services (except the likes of main line Kent Coast
diversions) subsequently being scheduled to stop there. The presence of
Bluewater, combined with mass new housing developments being created in the
immediate environs, deemed that the station required modernisation. In 2002, the
original ‘’up’’ side waiting shelter of SER origin was demolished, and the
curved roof of the adjacent subway stairwell was removed. ‘’Bex Contracts PLC’’
of Belvedere were hired to install a replacement glazed waiting shelter,
covering both the former site of the SER building and the top of the subway
stairwell. Further alterations to the station site commenced at the end of
October 2004: the considerable greenery and vegetation behind the ‘’down’’
platform, east of the station building, was cut down. Behind the station, land
was being redeveloped as a turn-back bus stop facility for buses from Bluewater
and for the proposed ‘’Fastrack’’ vehicles. A second station entrance was opened
up midway along the ‘’down’’ platform. The new entrance allowed a gradual road
ascent to the platforms, avoiding the original steep stairs alongside the SER
station building.
In 2006, Network Rail published within its Business Plan proposals to redevelop Greenhithe
station. This forms a continuation of the aforementioned bus stop works and
includes the provision of a completely new station building midway along the
‘’down’’ platform. The new structure is based on a square floor plan, featuring
elevations clad with orange tiles and glazing, and incorporates an overhanging
white flat roof. £402,688 was allocated to the project, and construction began
in 2007, the building being virtually complete by December of that year.
Erection of lift shafts was undertaken on 16th March 2008, coinciding with the
dismantling of the platform canopy of the original SER structure. The new
station building has an estimated lifespan of fifty years, and construction work
was subcontracted to ''Dean & Dyball Rail''.
David Glasspool
17th May 2004
The ''down'' side buildings in this westward view were largely complete, but an obvious absence was
that of the Station Master's house, which formerly resided at the far end of the platform. Additional
casualties have been chimneystacks, in addition to the canopy's ornate valance. The pitched roof
appendix behind the ''down'' platform name board is used as a store; it used to house the toilets.
David Glasspool
17th May 2004
In 2002, the existing ''up'' side waiting shelter was dispensed with and this glazed structure erected
in its place. The subway entrance's roof was also removed during the process, allowing the new
structure to be extended over the stairwell. David Glasspool
17th May 2004
To the east of the station the double track line disappears into Greenhithe Tunnel, this stretching
for 253 yards to take the railway through the chalk face and under ''London Road''. Greenhithe
was home to the ''Empire Paper Mills''. The signal post seen in the background of this view marks
the approximate position of the former connecting spur with the paper mills. The single-track line
once continued into the now overgrown area, at 45 degrees to the North Kent Line. Class 60 No.
60071 is seen heading light engine for Hoo Junction as a train formed of two Class 465s is seen
approaching the platforms with a Charing Cross service. David Glasspool
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