El ramal Hawkhurst era una línea ferroviaria corta en Kent que conectaba Hawkhurst , Cranbrook , Goudhurst y Horsmonden con la ciudad de Paddock Wood y las líneas South Eastern y Medway Valley , una distancia de 11 millas 24 cadenas (11,30 millas; 18,19 km ).
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Descripción general | |
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Lugar | Kent , Inglaterra |
Fechas de operación | 1892–1961 |
Sucesor | Abandonado |
Técnico | |
Ancho de vía | 4 pies 8+1 / 2 en(1435 mm) |
Largo | 11 millas 24 cadenas (11,30 millas; 18,19 km) |
![](http://wikiimg.tojsiabtv.com/wikipedia/commons/thumb/4/4e/Kent_Railways.svg/220px-Kent_Railways.svg.png)
La línea fue promovida por Cranbrook and Paddock Wood Railway (C & PWR), que se incorporó en 1877, pero tardó hasta 1892 en abrir la primera sección de la línea a Hope Mill. Los servicios fueron operados por South Eastern and Chatham Railway (SECR). La línea se extendió a Hawkhurst en 1893. En 1900, la SECR absorbió el C & PWR. Los servicios dominicales cesaron en 1917. En 1923, la SECR fue absorbida por el Ferrocarril del Sur en la Agrupación . La línea pasó a formar parte de los Ferrocarriles Británicos en la Nacionalización el 1 de enero de 1948. La línea se cerró en junio de 1961, antes de la publicación del Informe Beeching .
Orígenes
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Las distancias son desde Paddock Wood, que está a 34 millas 64 cadenas (56,01 km) de Charing Cross |
Fondo
La construcción entre 1842 y 1853 de la línea Ashford a Hastings , la línea Tonbridge a Hastings y la línea principal del sudeste entre Redhill y Folkestone dejó un triángulo de tierra dentro de Kentish High Weald desprovisto de comunicación ferroviaria. [1] Era un área densamente boscosa y agrícola que comprendía muchos pequeños pueblos y aldeas. Los tres asentamientos más grandes en esta área fueron Cranbrook ; el antiguo corazón de la extinta industria textil de Wealden , Hawkhurst y Tenterden . No había grandes terratenientes ni industriales adinerados para promover un ramal , [2] mientras que la compañía ferroviaria local, el South Eastern Railway (SER), prefirió esperar hasta que la empresa local hubiera financiado la construcción de la ruta. [3]
Se propuso una variedad de esquemas abortados, incluida una propuesta de 1864 por el Weald of Kent Railway, nominalmente independiente, para ejecutar una ruta desde Paddock Wood a Hythe a través de Cranbrook para la cual la SER obtuvo la autorización parlamentaria como medida defensiva contra un esquema similar propuesto por el rival. Ferrocarril de Londres, Chatham y Dover . El entusiasmo de la SER por el plan se desvaneció después del colapso financiero de su rival a raíz de la crisis de Overend Gurney de 1866 . [4] Se dejó a otra compañía independiente, la Cranbrook and Paddock Wood Railway, promovida localmente, para revivir el esquema en 1877 y seguirlo durante otros 15 años antes de su apertura en octubre de 1892. [5] La compañía se incorporó el 2 Agosto de 1877. [6]
Construcción
El Cranbrook and Paddock Wood Railway obtuvo la autorización para una línea de vía única para unir las dos ciudades de las que la empresa tomó su nombre. Se había llegado a un acuerdo con la SER de que proporcionaría 50.000 libras esterlinas [Nota 1] para los costos de construcción una vez que la empresa local hubiera recaudado 25.000 libras esterlinas [Nota 2] en el distrito. [7] No se pudieron recaudar los fondos necesarios y en abril de 1878 solo se habían encontrado £ 11,000 [Nota 3] y, por sugerencia de la SER, se decidió ahorrar costos ubicando la estación de Cranbrook en Hartley , 2 millas (3.2 km) del centro de Cranbrook, donde los precios de la tierra eran más altos. [3] Los trabajos de construcción preliminares se iniciaron en 1879, pero pronto se paralizaron debido a la falta de fondos. Sin disuadir, la compañía ferroviaria obtuvo dos leyes más del Parlamento en 1882 y 1892 que autorizaron una ruta de "precio reducido" entre Goudhurst y Hawkhurst. [8]
Los problemas financieros significaron que la construcción se retrasó aún más entre 1884 y 1890, momento en el que la SER se había hecho cargo de la junta del Cranbrook Railway en la que ahora se sentaban Alfred Gathorne-Hardy , Lord Brabourne y Alfred Watkin, hijo del presidente de la SER, Edward Watkin . [9] Edward Seaton, un ingeniero y consultor independiente del Metropolitan Railway , fue designado para supervisar las obras y recomendó a Holman Fred Stephens, de 22 años, como ingeniero residente. El contrato para la construcción se adjudicó a JT Firbank, quien había supervisado la construcción de la línea Metropolitan entre Aylesbury y Quainton Road . El trabajo comenzó en la primavera de 1890, y la primera sección entre Paddock Wood y Hope Mill se abrió el 1 de octubre de 1892. El resto de la línea a Hawkhurst siguió un año después. [10] Las cuatro estaciones fueron construidas por Mancktelow Bros, Horsmonden. [11]
Ruta de la línea
En Paddock Wood , la terminal norte de la línea, la parte trasera de la plataforma Up se adaptó para acomodar los servicios Hawkhurst y Se colocaron 3 ⁄ 4 de milla (1,21 km) de vía única paralela a la línea principal hasta el punto donde las rutas divergían. Este arreglo mantuvo los servicios de sucursales fuera de la línea principal y evitó el costo de instalar una caja de señales para controlar la unión. [12] La rama giró gradualmente hacia el sur y corrió por el nivel, pasando por debajo de un puente de carretera y sobre dos pasos a nivel , mientras subía pendientes de 1 en 78 y 1 en 66 a través de huertos y jardines de lúpulo , antes de llegar al apartadero de Churn Lane. Luego, la línea pasó un cruce de alojamiento y debajo de un puente de carretera que lleva Yew Tree Green Road, subiendo a 1 en 66 antes de correr en un nivel de media milla a través del valle de Swigs Hole en un terraplén de 42 pies de altura (13 m). [13] Después de cruzar un corte arbolado profundo, la línea alcanzó el túnel de Horsmonden de 86 yardas (79 m) que estaba situado en el nivel de la cima al final de una subida de 1 milla (1,6 km) en 1 en 66 y llevó el Carretera B2162 sobre la línea. [14]
Horsmonden fue la primera estación a la que se llegó. Se encontraba a 4 millas y 20 cadenas (4,25 millas; 6,84 km) de Paddock Wood [15] ). La estación tenía una sola plataforma en el lado superior. Las instalaciones de mercancías constaban de un bucle en el lado inferior y dos apartaderos en el lado superior. La señal en el enfoque de Goudhurst tenía brazos para el tráfico en ambas direcciones. [16] Al salir de Horsmonden, el ramal cruzaba Goudhurst Road por un puente de vigas de placas , que corría a lo largo del valle del río Teise hacia las colinas de Wealden . Después de subir gran parte del camino a través de pendientes de 1 en 85 y 1 en 60, se llegó a Goudhurst (6 millas 25 cadenas (6,31 millas; 10,16 km) [15] ), aunque estaba a una milla (1,6 km) de distancia y unos 250 pies (76 m) más bajo que el pueblo de Goudhurst . [17] Inicialmente se llamó más correctamente "Hope Mill, para Goudhurst y Lamberhurst". [18] La estación de Goudhurst tenía un circuito de paso y dos plataformas, y estaba señalizada para que cualquiera de las plataformas pudiera ser utilizada por los trenes de pasajeros. [19] Había tres apartaderos en el lado positivo. [20] La ruta continuó luego a lo largo del valle de un afluente del Teise en dirección sureste. Un revestimiento intermedio en Pattenden sirvió a la comunidad agrícola local y a la industria maderera. [21] Cranbrook (9 millas 70 cadenas (9,88 millas; 15,89 km) [15] ) era la tercera estación de la línea y se llegaba tras una subida por el valle a través de un bosque. [22] Había una sola plataforma en el lado inferior, con un bucle de paso enfrente. Cuatro apartaderos estaban en el lado inferior de la línea, pero en el lado Goudhurst de la estación. [23] Dirigiéndose hacia su terminal sur en Hawkhurst (11 millas 24 cadenas (11.30 millas; 18.19 km) [15] ), la rama subió nuevamente en 1 en 85 hasta el Túnel de roble de Badger de 178 yardas (163 m), el cumbre de la línea, antes de caer a 1 en 80. [24] Para ahorrar costos, la estación estaba situada en Gills Green, alrededor de 1+1⁄4 miles (2.01 km) from Hawkhurst village.[9] Hawkhurst station was 46+1⁄4 miles (74.43 km) from Charing Cross.[25] The single platform was on the down side of the line, with a passing loop opposite, which also gave access to the two road engine shed. The five sidings were located on the down side of the station.[26]
Proposed extensions
Various abortive proposals were made to extend the line, whose dead-end nature deprived it of much of its usefulness.[27] Even before construction had been completed, businesses in Tenterden were pressing the SER to link with their town. In response, the SER asked Edward Seaton to come forward with proposals for an affordable extension. Three schemes were put forward in October 1893 which would see the line extended from either Cranbrook or Hawkhurst.[28] The first was essentially a continuation to Appledore,[9] passing near the villages of Benenden, Newenden, Sandhurst and Rolvenden, but only passing within 1.5 miles (2.41 km) of Tenterden. The second would see the Hawkhurst branch becoming part of the proposed Loose Valley Railway linking Maidstone with Dungeness via Headcorn, Tenterden and Appledore.[29] The final proposal began with a junction at Cranbrook station, before running to Appledore via Sissinghurst, Biddenden, Tenterden and Reading Street.[30] None of these schemes came to fruition due to a lack of impetus on the part of the SER[31] and the merger of operations of the SER with the rival London, Chatham and Dover Railway.[32] The buffer stops at Hawkhurst were nevertheless positioned so as to allow the extension of the line without the need for alterations to the existing layout.[33]
Holman Fred Stephens, the Hawkhurst line's resident engineer, later became the chief engineer in the construction of the Rother Valley Railway (RVR), later known as the Kent and East Sussex Railway) which opened in 1900 from Robertsbridge as far as Rolvenden (then known as "Tenterden").[34] In 1899, Stephens obtained a light railway order authorising the Cranbrook and Tenterden Light Railway, which would run from Cranbrook station through a 40-foot (12 m) tunnel under Hartley Road[35] for a distance of 9+1⁄2 miles (15.29 km) to join the RVR at a triangular junction just beyond Rolvenden where it would join the proposed extension of the RVR to Headcorn.[36] Due to the increase in the use of motor transport,[37] apart from the section between Rolvenden and Tenterden Town,[38] the line was never built although it continued to appear in Kent and East Sussex Railway reports until 1937.[39]
Operaciones
Official opening
Following a satisfactory inspection carried out by Major Marindin of the Board of Trade on 3 September 1892, the line between Paddock Wood and Hope Mill, for Goudhurst and Lamberhurst was opened to passenger and goods traffic nine days later. The first service drawn by Cudworth E1 class 2-4-0 No. 112 left Hope Mill at 08:25 and free travel was offered throughout the day.[40] The official opening took place on 1 October 1892, and services were extended to Hawkhurst on 4 September 1893. The line was worked by the SER (soon to become the SECR) which formally absorbed the Cranbrook and Paddock Wood Railway on 29 January 1900.[10]
Shortly before the entire line was opened the residents of Cranbrook, regretful that the village was not directly served, approached the SER with a proposal to construct a 2-mile (3.22 km) "light line" between Hartley and Cranbrook at an estimated cost of £10,000,[Note 4] which they offered to guarantee themselves. The scheme never came to fruition.[41]
Traffic
Passengers
Passenger traffic was always light on the branch, and the addition of through coaches to London in the 1890s failed to encourage patronage.[42] The inaugural passenger service of ten trains daily each way (two on Sundays) remained unchanged until 1917 when, as a result of economies imposed by the First World War, the frequency was reduced to four weekday services with no service on Sundays.[43] Initially, passenger trains were worked by Cudworth 118 class 2-4-0 locomotives.[44] Later, Cudworth E class 2-4-0s were used, with the occasional use of Stirling B Class and F class 4-4-0s.[45] Since at least 1912, services had been drawn by an ageing Stirling Q class 0-4-4T locomotive.[46] After the First World War, Kirtley R and R1 class 0-4-4Ts were introduced. These provided the mainstay of services until they were withdrawn in the 1950s and replaced by Wainwright H class 0-4-4s.[45] In 1922, the timetable showed six down trains and seven up trains daily except Sundays.[47] The maximum speed allowed on the line was 30 miles per hour (48 km/h), with a restriction of 10 miles per hour (16 km/h) at Smugley Farm occupation crossing, which was between Pattenden Siding and Cranbrook station.[15]
1922 timetable Week Days Only | ||||||||||||||
Tonbridge Jn (dep) | 8:14 | 10:55 | 1:28 | 4:03 | 5:41 | 7:10 | Hawkhurst (dep) | 7:49 | 9:14 | 11:44 | 3:39 | 4:57 | 6:32 | 8:05 |
Paddock Wood (arr) | 8:29 | 11:03 | 1:37 | 4:12 | 5:58 | 7:19 | Cranbrook | 7:54 | 9:19 | 11:49 | 3:44 | 5:02 | 6:37 | 8:10 |
Paddock Wood (dep) | 8:33 | 11:08 | 1:50 | 4:28 | 5:59 | 7:32 | Goudhurst | 8:01 | 9:26 | 11:58 | 3:51 | 5:09 | 6:44 | 8:27 |
Horsmonden | 8:42 | 11:17 | 1:59 | 4:37 | 6:07 | 7:41 | Horsmonden | 8:06 | 9:31 | 12:04 | 3:56 | 5:14 | 6:49 | 8:22 |
Goudhurst | 8:48 | 11:21 | 2:03 | 4:41 | 6:11 | 7:46 | Paddock Wood (arr) | 8:16 | 9:41 | 12:14 | 4:06 | 5:24 | 6:59 | 8:32 |
Cranbrook | 8:55 | 11:30 | 2:12 | 4:50 | 6:20 | 7:55 | Paddock Wood (dep) | 8:29 | 9:44 | 12:16 | 4:27 | 5:29 | 7:02 | 8:43 |
Hawkhurst (arr) | 9:00 | 11:35 | 2:17 | 4:55 | 6:25 | 8:00 | Tonbridge Jn (arr) | 8:38 | 9:53 | 12:25 | 4:37 | 5:38 | 7:24 | 8:52 |
By 1925, the frequency had increased to eight with the introduction of push-pull working by former LCDR R1 class 0-4-4T locomotives. [46] In 1926, a Sentinel-Cammell steam railbus was trialled on the line for a month.[48] Two extra services had been added by 1928 and an extra Saturday afternoon Paddock Wood working was added in 1930.[43] By 1938 the timetable had taken on its final form of seven up and six down services plus the Saturday afternoon working; by special regulation, the push-pull services were guardless except for the first train of the day.[46]
On 6 July 1950, the Queen Mother travelled the line as far as Cranbrook when she visited the National Sanatorium at Benenden. The five-coach Royal Train was pulled by a Maunsell E1 class 4-4-0 No. 31067, Her Majesty using a Pullman car named Malaga, which was flanked by two corridor composites; there was a corridor third brake at each end of the train.[39][49] Malaga was one of six twelve-wheel first-class kitchen cars which had been built in 1920–1;[50] and following an extensive refit in late 1949, was occasionally used in the Royal Train. It was withdrawn in 1961, and is preserved close to Shepperton railway station.[51]
Goods
Churn Siding, 1908 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Goods traffic was more substantial, with fruit, hops and timber being sent out and coal being received.[42] The 1937 timetable showed two down freight workings from Paddock Wood and one conditional working for Goudhurst, while in the other direction two conditional workings ran from Hawkhurst and one from Goudhurst. These were market trains and carried wagons for Blackfriars Goods attached to freight services at Paddock Wood.[52] The volume of goods carried fell into steep decline after the Second World War as more and more freight was taken to market by road.[53] Coal traffic remained constant as did the transport of pot plants from local nurseries at Flimwell and Wadhurst for F W Woolworth. This was an important source of revenue for the line with one million pot plants a year being transported from Hawkhurst,[27] bringing in around £1,000 per week.[Note 5] Up to four parcels and miscellaneous vans were loaded daily at Hawkhurst and attached to the last train to Tonbridge,[54] with further collections possibly being made at Horsmonden; special services were laid on in the busy period before Mothering Sunday.[55]
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There were two sidings on the line which were available for public use. Churn Siding was located between Paddock Wood and Horsmonden stations. The siding was on the up side of the line. It was accessed by a facing connection in each direction. A siding at the Horsmonden end served a brickworks. Although some sources state that Churn Siding was out of use by 1940, photographs show that it was still in use in 1951 and it was named in the closure notice. Towards the end of the line's existence, Churn Siding was used for storage of wagons.[56] The siding was located at the start of the 1 in 78 climb to Horsmonden. If wagons had to be left on the running line while shunting took place, they had to be left on the Paddock Wood side of the level crossing, where there was level track.[15] Pattenden Siding was located between Goudhurst and Cranbrook stations, just after milepost 42 and thus 7 miles 20 chains (7.25 mi; 11.67 km) from Paddock Wood.[57] The siding was located on the down side of the line. was accessed by a trailing connection in the down direction (towards Hawkhurst). Its main use was to import shoddy which was used as fertiliser for hop gardens.[58]
Specials
During the early 1950s, well over 4,000 hop-pickers and some 23,000 visitors travelled in 56 "Hopper specials" – extra services laid on during the late August – early October hop season;[59] at the busiest period, up to six trains per day ran through to the branch from London.[60] In 1912 there had been 26 specials each carrying as many as 350 people; they generally started at London Bridge and called at New Cross or New Cross Gate.[61] The farmers agreed between themselves when the picking would begin, and informed the railway who then set about the planning of the special trains.[60] A "Hop Control Centre" was set up at Paddock Wood to organise these services, ensuring that hoppers could alight at London Bridge and be taken directly to the nearest hop farm.[62] Since the hopping season generally coincided with the end of the holiday season, most serviceable trains were already in use elsewhere, so spare rolling stock would be brought out of storage and pressed into service for just three weeks; sometimes carriages had to be borrowed from other parts of the country. The carriages tended to be old or in poor condition, since the hoppers had a reputation for drunkenness and violence.[63] This traffic was however already in decline as rising living standards and paid holidays led to a decline in the hop-picker workforce, and many of those who remained chose to travel by car or van. By 1959 the Sunday service consisted of a single two-coach unit, with an evening working to London Bridge. As mechanical pickers gradually replaced the human workforce, hop-picking had become a memory by the time the branch closed in 1961.[64]
Special services were also laid on for the Benenden and Cranbrook boarding schools. Special trains to Benenden were laid on from Charing Cross, quite often with six corridor coaches hauled by E1 or D1 class 4-4-0 locomotives. The last special train ran on 2 May 1961 from Charing Cross at 2:46pm,[65] hauled by D1 class 31749.[59] Boarders' trunks and other belongings occupied so much space that utility vans were required at the end of each term. These were loaded at Hawkhurst and Cranbrook, attached to the daily up goods working and forwarded to Paddock Wood by parcels train.[52] The behaviour of pupils from both schools was described by one regular passenger as "hysterical", with the girls from Benenden being compared to those of the fictional St Trinian's.[66]
Accidents
On 18 February 1948 C Class locomotive 1225 was wrongly despatched into the north sidings at Goudhurst and derailed.[67]
Decline and closure
The inconvenient siting of stations and the decline in hop-picking in the area all contributed to diminishing returns on the line by the late 1950s. Apart from the 16:25 daily working from Paddock Wood which was well patronised by children, few trains carried more than a dozen passengers.[46] Passenger journeys were estimated in 1958 at around 170 per day, to which was added around 100 schoolchildren.[54] Even the school traffic was lost once the local authority hired the services of Maidstone & District Motor Company.[68] The line was unpopular with commuters due to the poor connections to and from London. Only the 07:34 service would ensure arrival at Charing Cross before 10:00 with one change at Paddock Wood, the following train at 08.20 would only get the passenger to Cannon Street at 10.15 after two changes.[54] In the evening, the 16:32 departed too early for many commuters while the eleven-coach 18:18 Ramsgate service was overcrowded and divided at Tonbridge where three coaches were detached for Ashford. Hawkhurst-bound passengers had to change at Paddock Wood and cross over to the bay platform for the branch service which arrived in Hawkhurst at 19:58.[69] Locals preferred the direct bus services to Maidstone and Tunbridge Wells over the indirect railway journey,[68] as shown by the fact that no more than 250 return tickets were sold from Hawkhurst in the final years of the line.[54] Only the line's expanding pot plant traffic justified its continuing existence.[54]
It was therefore no surprise when closure notices were posted in March 1961.[70] The last day of regular services was Saturday 10 June 1961 when a pair of C class 0-6-0's replaced the usual H class tanks. The event was recorded by a BBC cameraman who filmed the 09:07 departure from Paddock Wood. The Tonbridge crew had chalked on the cabside of the engine "Shed no tears for the single track, for perhaps we may come back. And if we do, you can be sure, we'll see you all again once more." Later in the day the trains were lengthened with the addition of former LSWR push-pull set No. 656 and a Maunsell corridor coach.[71] The same locomotive worked the last 17:00 train from Hawkhurst,[72] while every seat was taken by locals and railway enthusiasts.[68] The daughter of bandleader Jack Payne was on-hand to toast the final departure.[73]
The line's last public train ran the next day, hauled by Class O1 0-6-0 No. 31065 piloting C class no. 31592.[74] This was part of a railtour organised by the Locomotive Club of Great Britain. Bearing the nameplate "The South Eastern Limited", the train travelled the line as part of its "Farewell to Steam" tour.[72] Later that day it also navigated the remaining section of the K&ESR from Robertsbridge to Tenterden - the northern section to Headcorn having closed in 1954.[75] Amongst the carriages that formed the train was S7874, a Pullman carriage built in 1926.[76] Both locomotives are preserved on the Bluebell Railway. Theodora is preserved on the Kent and East Sussex Railway.
The track was lifted in 1964,[42] the contract for the work was awarded to The Demolition and Construction Co Ltd, of Croydon, Surrey.[77] By March 1964, Goudhurst station yard was in use for the dismantling of track panels into their component parts. Sleepers with chairs attached and rails being loaded separately into goods wagons for removal.[78] The track lifting had been completed by October of that year.[77] The station sites were offered for sale in 1967. Electric services on the South Eastern Main Line through Paddock Wood commenced on 12 June 1961, the first day on which there was no service on the Hawkhurst branch.[79]
The Old Pull N' Push TV series
Elisabeth Beresford, who was subsequently well known as the creator of The Wombles, wrote a children's book Danger on the "Old Pull 'n Push" based on the Hawkhurst branch. Subsequently, this was televised by Rediffusion for ITV in two six-part series The Old Pull 'n Push and Return of the old Pull 'n Push, shown in 1960–61. These were filmed on the Hawkhurst Line shortly before it closed.[80][81]
Escena actual
Remains
The platform bay at Paddock Wood from which most of the line's trains departed is now part of a car park, with the edge of the platform fenced off.[82] Parts of the line are still visible, such as the embankment through Swig's Hole valley and the approach to Horsmonden tunnel.[83] Some bridges still remain, although the plate girder bridge over Goudhurst Road, Horsmonden has been removed.[84]
Horsmonden station has been converted to a private garage trading as the "Old Station Garage", with the old stationmaster's house in use as a private dwelling.[85] A station sign is preserved on the garage wall and part of the platform survives in the workshop.[86] Goudhurst station, yard and level crossing have disappeared as a result of road-widening and residential development;[87] a private house called "Haltwhistle" stands on part of the old goods yard. The old station lights have been re-used along the drive of the house.[88] Cranbrook station was used for many years as a pottery, and its stationmaster's house is now a private dwelling, with part of the goods yard also having survived.[89] The signal box has survived and the station building has been extended to meet with it; the trackbed is now part of the lawn.[90] The site of Hawkhurst station is now occupied by Kent Woodware Co, a wood turnery business. The main station building was demolished in the 1960s but the engine and goods sheds, stationmaster's house and signal box are still extant. The owner, a railway enthusiast, ensures that the signal box receives "a good coat of paint every other year".[91]
Proposed cycleway
In September 2008 representatives from Hawkhurst, Goudhurst, Horsmonden and Paddock Wood Parish Councils met to discuss the possibility of converting all or part of the former line into a trail which could be used by cyclists and walkers.[92] The proposal was supported by Kent County Council and a 2-mile (3.22 km) section between Hawkhurst and Goudhurst has been identified as being easily convertible into a trail. The remainder to Paddock Wood is said to be "more difficult but not impossible".[93] Horsmonden Parish Council has declined to participate in the scheme on the basis that any trail would not be able to follow the former railway alignment in its area due to private ownerships and in-filled sections.[94] On 10 June 2011, Kent County Council organised a walk of the trackbed from Gills Green to demonstrate the work that would be needed to convert the trackbed for use by walkers and cyclists. The Kent and Sussex Courier reported that the project was keenly supported by all parish councils involved except for Horsmonden. The scheme was initially suggested by Hawkhurst Community Partnership.[95] The proposed cycleway will be known as The Hop Pickers' Line should it be constructed. On 15 July 2011, it was reported that an application for a £1,000,000 grant from the Heritage Lottery Fund was to be made in the coming week, with the result of the application being known in September 2011.[96] In March 2013, it was reported that a decision from the Heritage Lottery Fund was still awaited.[97]
The bridge at Swig's Hole
Horsmonden station, January 2010
The trackbed between Pattenden Siding and Cranbrook station, March 2008
The preserved signal box at Hawkhurst
Badgers Oak Tunnel (North Entrance), June 2013
Notas
- ^ £4.74 million in 2019.
- ^ £2.37 million in 2019.
- ^ £1,080,000 in 2019.
- ^ £1,120,000 in 2019.
- ^ £20,000 in 2019.
Referencias
- ^ White 1992, pp. 65-66.
- ^ White 1987, pp. 19-20.
- ^ a b Harding 1998, p. 4.
- ^ White 1987, p. 66.
- ^ Oppitz 2003, p. 123.
- ^ Awdry 1990, p. 183.
- ^ Course 1974, p. 166.
- ^ White 1987, p. 21.
- ^ a b c Harding 1998, p. 5.
- ^ a b Mitchell & Smith 1989, p. 2.
- ^ Harding 1993, pp. 12-13.
- ^ Course 1974, p. 167.
- ^ Harding 1998, p. 15.
- ^ Mitchell & Smith 1989, Figures 19 and 20.
- ^ a b c d e f Sectional appendix 1960, pp. 35, 140.
- ^ "Horsmonden". The Signalling Record Society. Retrieved 12 January 2010.
- ^ Harding 1998, p. 17.
- ^ Harding 1998, p. 9.
- ^ Mitchell & Smith 1989, Figure 47.
- ^ "Goudhurst". The Signalling Record Society. Retrieved 12 January 2010.
- ^ Mitchell & Smith 1989, Figure 55.
- ^ White 1987, p. 24.
- ^ "Cranbrook". The Signalling Record Society. Retrieved 12 January 2010.
- ^ Mitchell & Smith 1989, Figure 76.
- ^ Mitchell & Smith 1989, Figure 105.
- ^ "Hawkhurst". The Signalling Record Society. Retrieved 12 January 2010.
- ^ a b White 1992, p. 66.
- ^ Hart 2000, p. 45.
- ^ Hart 2000, p. 19.
- ^ Hart 2009, p. 9.
- ^ Hart 2009, p. 10.
- ^ Hart 2000, p. 51.
- ^ Mitchell & Smith 1989, Figure 117.
- ^ Oppitz 2003, pp. 130-131.
- ^ Hart 2009, p. 105.
- ^ Garrett 1999, p. 9.
- ^ Hart 2009, p. 117.
- ^ "Opening up the Weald". Stephens Museum. Archived from the original on 26 September 2011. Retrieved 10 June 2011.
- ^ a b Harding 1998, p. 13.
- ^ Harding 1998, p. 6.
- ^ Harding 1998, p. 11.
- ^ a b c Course 1974, p. 168.
- ^ a b Mitchell & Smith 1989, p. 3.
- ^ Vallance 1955, p. 125.
- ^ a b Harding 1993, p. 13.
- ^ a b c d White 1987, p. 25.
- ^ St John Thomas 1985, p. 237.
- ^ Harding 1998, p. 19.
- ^ Morel 1983, p. 77.
- ^ Ford 2008, pp. 109,168–9.
- ^ Ford 2008, pp. 119,168.
- ^ a b White 1987, p. 28.
- ^ Harding 1998, p. 22.
- ^ a b c d e White 1960, p. 173.
- ^ White 1987, pp. 28-29.
- ^ Mitchell & Smith 1989, Figures 12, 14 and 15.
- ^ Hart 2000, p. 229.
- ^ Mitchell & Smith 1989, figures 53-55.
- ^ a b Oppitz 2003, p. 127.
- ^ a b Esau & Siviour 1993, p. 81.
- ^ White 1987, p. 26.
- ^ Harding 1998, p. 25.
- ^ Esau & Siviour 1993, pp. 81–82.
- ^ White 1987, p. 27.
- ^ Harding 1998, p. 23.
- ^ Barkowski, Jane (15 July 2011). "Closure of the old Hop Pickers' Line a sad day". Kent & Sussex Courier (Paddock Wood edition). p. 34.
- ^ Scott-Morgan 2008, p. 46.
- ^ a b c Harding 1998, p. 27.
- ^ White 1987, p. 29.
- ^ Hart 2000, p. 221.
- ^ Mitchell & Smith 1989, Figure 72.
- ^ a b Mitchell & Smith 1989, Figure 74.
- ^ Harding 1998, p. 28.
- ^ Bradley 1985, p. 157.
- ^ Garrett 1999, p. 49.
- ^ Silcock, Geoff. "The Cinderellas of Arcadia". Heritage Railway. Horncastle: Mortons Media Ltd (152, 6 July – 2 August 2011): 68–73.
- ^ a b Tyson 2013, p. 34.
- ^ Scott-Morgan 2008, p. 7.
- ^ Mitchell & Smith 1989, Figure 7.
- ^ BFI Database. "The Old Pull 'n Push". Archived from the original on 23 April 2013. Retrieved 2 March 2013.
- ^ Jones, Scarlett (1 March 2013). "Revealed: Wombles are from the Weald". Kent and Sussex Courier (Tonbridge edition). p. 10. Archived from the original on 5 May 2013.
- ^ Morrison & Beer 1994, p. 101.
- ^ White 1987, p. 174.
- ^ Harding 1998, p. 30.
- ^ "Disused Stations". Subterranea Britannica.
- ^ Morrison & Beer 1994, p. 102.
- ^ White 1987, p. 30.
- ^ "Disused Stations". Subterranea Britannica.
- ^ "Disused Stations". Subterranea Britannica.
- ^ Morrison & Beer 1994, p. 104.
- ^ Oppitz 2003, p. 128.
- ^ Hawkhurst Parish Council (10 September 2008). "Full Council Minutes from 8 September 2008" (DOC). para. 7.2. Retrieved 9 January 2010.[permanent dead link]
- ^ Paddock Wood Town Council (18 May 2009). "Annual Meeting held on 18 May 2009". para. C10. Archived from the original (DOC) on 2 March 2012. Retrieved 9 January 2010.
- ^ Horsmonden Parish Council (6 October 2008). "Meeting held on 6 October 2008" (PDF). para. 8.5. Retrieved 9 January 2010.[dead link]
- ^ "Walkers try out old rail route". Kent and Sussex Courier (Paddock Wood edition). 17 June 2011. p. 5.
- ^ Bohringer, Madeline (15 July 2011). "Paddock Wood: Council news". Kent Messenger (Weald edition). p. 44.
- ^ "Plans for old Line". Kent & Sussex Courier (Tonbridge edition). 1 March 2013. p. 10.
Fuentes
- Awdry, Christopher (1990). Encyclopaedia of British Railway Companies. London: Guild Publishing. CN 8983.
- Bradley, D.L. (September 1985) [1963]. The Locomotive History of the South Eastern Railway (2nd ed.). London: RCTS. ISBN 0-901115-48-7.
- Course, Edwin Alfred (1974). The Railways of Southern England: Secondary and Branch Lines. London: B.T. Batsford Ltd. ISBN 0-7134-2835-X. OCLC 1231006.
- Esau, Mike; Siviour, Gerald (1993). Kent Coast Heyday. Shepperton: Ian Allan. ISBN 0-7110-2078-7.
- Ford, Antony M. (2008). Pullman Profile No. 1: The 12-wheel Cars. Southampton: Noodle Books. ISBN 978-1-906419-00-4.
- Garrett, S.D. (1999). The Kent & East Sussex Railway (Locomotion Papers No. 56). Usk, Mon.: The Oakwood Press. ISBN 978-0-85361-516-3. OCLC 43502036.
- Harding, Peter A. (1993). The Colonel Stephens Railways in Kent. Woking: Peter A. Harding. ISBN 0-9509414-9-2. OCLC 59933498.
- Harding, Peter A. (1998) [1982]. The Hawkhurst Branch Line. Woking: Peter A. Harding. ISBN 0-9523458-3-8. OCLC 42005158.
- Hart, Brian (2000). The Hawkhurst Branch. Didcot, Oxon: Wild Swan Publications Ltd. ISBN 1-874103-54-2. OCLC 59535045.
- Hart, Brian (November 2009). The Kent & East Sussex Railway. Didcot, Oxon: Wild Swan Publications Ltd. ISBN 978-1-905184-57-6.
- Mitchell, Victor E.; Smith, Keith A. (August 1989). Branch Line to Hawkhurst. Midhurst, West Sussex: Middleton Press. ISBN 978-0-906520-66-6. OCLC 24952241.
- Morel, Julian (1983). Pullman. Newton Abbot: David & Charles. ISBN 0-7153-8382-5.
- Morrison, Brian; Beer, Brian (May 1994). British Railways Past and Present: Kent and East Sussex (No. 20). Wadenhoe, Peterborough: Silver Link Publishing Ltd. ISBN 978-1-85895-044-0. OCLC 54046772.
- Oppitz, Leslie (2003). Lost Railways of Kent. Newbury, Berks: Countryside Books. ISBN 978-1-85306-803-4. OCLC 52565653.
- Scott-Morgan, John (2008). Branches & Byways - Kent. Hersham: Oxford Publishing Co. ISBN 978-0-86093-616-9. OCLC 233788389.
- St John Thomas, David (1985) [1922]. Bradshaw's July 1922 Railway Guide. London: Guild Publishing. ISBN 978-0-7153-8708-5. OCLC 12500436.
- Tyson, Colin (2013). Battle for Bluebell. Horncastle: Morton's Media Ltd. ISBN 978-1-909128-26-2.
- Vallance, H.A. (February 1955). "Through the Wealden Hills to Hawkhurst" (PDF). The Railway Magazine. Westminster: Tothill Press. 101 (646): 121–125. ISSN 0033-8923. Retrieved 12 January 2010.
- White, H.P. (March 1960). "The Hawkhurst Branch of the S.R.". Trains Illustrated. Hampton Court, Surrey: Ian Allan Ltd. XIII (138): 170–173.
- White, H.P. (1987). Forgotten Railways: South-East England (Vol. 6). Newton Abbot, Devon: David & Charles. ISBN 978-0-946537-37-2. OCLC 14691764.
- White, H.P. (1992). A Regional History of the Railways of Great Britain: Southern England (Volume 2). Nairn, Scotland: David St John Thomas. ISBN 978-0-946537-77-8. OCLC 27655323.
- Sectional Appendix to the Working Timetable and Books of Rules and Regulations. Waterloo Station: British Railways Southern Region, South Eastern Division. 1960.
Otras lecturas
- Scott-Morgan, John (1978). The Colonel Stephens Railways: A Pictorial Survey. Newton Abbot: David & Charles. ISBN 0 7153 7544 X.
enlaces externos
- Timetable for the Hawkhurst Branch Line, September 1950
- The Hawkhurst Branch Line - 48 years after closure, the remains of the line in 2009
- Platform 14 Ltd (2008-05-04). "The Hawkhurst Branch". Along These Lines. Season 1. Episode 4. ITV Meridian. Archived from the original on 2008-07-24. Retrieved 2008-05-04.
- The line, via Colonel Stephens Museum
- The line, via Colonel Stephens Society