Stone Crossing
Since the early 1800s, the North West Kent area had been renowned for its cement and paper production, and the manufacturers had constructed their own domestic railways for the transporting of goods and materials between their factories and jetties on the edge for the Thames. Due to the almost non-existant population of the Stone / Horns Cross area, no form of station was provided by the SER along this section of their North Kent Line, the nearest therefore being Greehithe: this was approximately one mile to the east of the locality. ''Stone Crossing Halt'' opened on 2nd November 1908, concurrent with that at nearby Swanscombe, on the commencement of a railmotor service along the route. Like Swanscombe, the station's opening was in response to the expansion of the tramway network, which had the potential to drive much traffic from the SE&CR's rails. The tramways extended from Woolwich to Plumstead, Bexley and Erith, then right through to Dartford and onto Horns Cross (Stone). There was then a gap of approximately one mile eastward, until the Gravesend tramway system began. Plans were put in place to eventually connect these networks to allow complete through running, but this concept never transpired - good news for the SE&CR! Stone Crossing was a standard arrangement for the time, consisting of two wooden platforms either side of a double track, but no waiting accommodation was provided. The clapboard signal box is also thought to date from the station's opening. Again, similar to its sister at Swanscombe, the halt also accommodated a single line siding on the ''down'' side for use by the Portland Cement works.
The halt was rebuilt in prefabricated concrete in about 1954, probably in conjunction with the platform lengthening for ten-car EMUs in the June of that year. Platforms were supported upon cast supports, typical of this period of the Southern Region (an interesting comparison can be made with those Southern Railway-built platforms at Swanscombe). It is thought that prior to this date, two timber waiting shelters had been provided at rail level, adjacent to the crossing. Electric services had previously arrived on 6th July 1930 as a result of extending the third rail from Dartford to Gravesend. Semaphore signals disappeared with the transfer of the signal box's functions to the then new ''Dartford Panel'' on 8th November 1970 and colour lights arrived in force. The still extant level crossing was to be the signal cabin's saving grace and subsequently the latter assumed the role of gate box. The aforementioned timber waiting shelters were also removed at this time (having been superseded by the concrete structures since rebuilding), but nevertheless, compared to a number of stops along the route, this station has changed very little in its fundamental form since its 1950s rebuilding. The most obvious changes have been to lighting provision and colour scheme. The survival of proper waiting shelters at this station would appear to be down to these structure's concrete construction - many original timber-built examples along the route disappeared and were replaced by the now customary bus shelters.
The timber gate box (formerly signal box) is seen on 7th September 2004. The smaller pedestrian
crossing gate can just be seen, sandwiched in-between the main gate and gate box. It is not rare
for the gates to open, such being a daily occurrence at times, but one may have to wait on the
platforms for a few hours to witness it! Over the years the concrete platforms have been repaired
and extended, thus their composition is hybrid to say the least. The platforms' support consists
mostly of evenly spaced out concrete struts originating from the Southern Region rebuild, although
metal girders have been erected in places to support collapsed sections. David Glasspool
The signal box was sporting a new guise on 10th November 2004. It had not long ago been
seen with wooden boards over the windows, either due to vandalism or perhaps in connection
with the repainting work. It is nice to see the traditional gates and the well known British Rail
sign still in evidence. David Glasspool
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