Southeastern trains map pdf

Continue Routes encoded by three terminals. The best experience from several routes to London. Offer the Priorat to be dumped from as it was a long time since there was no Marine Corps, Harbor or City Station. London Bridge is completely open. With work on the redevelopment of London Bridge. Not 45o lines to the right of the map. It's a bad map type that makes something that's just on earth unrecognizable. Since when did look like this - with a club leg? The map takes straight and straight south-east main lines (London - - and Tonbridge - Ashford - Dover) in a tangled few corners. Tonbridge - Dover line arrow straight (superb piece of engineering Cubitt) - why put four bends in it? Not only that, but it's so boring you can die of depression just by looking at it. Pointless headline. Buffers in London termini, but not elsewhere. Poor geographical relations between London terminals. Strange and gloomy flower-breeding - not typical (and two dark brown colors from Charing Cross). Lines do not intersect correctly, for example in Ebbsfleet. No statement on the choice of station (stations disappear along the north Kent coast). The routes are colored. Includes to Bedford as a co-service. Poor presentation of Javelin's new fast services: unclear around Gravesend showing passes; The North Kent lines stretched too far to the right making Javelin/Eurostar very indirect. The map below was added without a rethink. Some very small type there. You may not recognize this important route on this map. Ok, it may need spinning through 90o, but why bend both sides of Ashford on that straight line? And why kick on (should be the other way, if anything) when not applied to the London termini? Another example is to make something simple more complicated. Victoria east of Charing Cross? South East Main LineNorth Electric Multiple Units at Charing Cross StationOverviewStatusOperationalOwnerWork RailLocaleGreager LondonSouth East AngthTherminiLondon Charing Cross London Cannon PrioryServiceCommType Rail, Heavy RailSystemNational RailOperator (s)SoutheasternRolling StockClassClass 375 ElectrostarClass 395 JavelinClass 465 Network Class 466 NetworkHistoryThe Open1842-44 phased TechnicalNumber Tracks5 (via Hangerford Bridge)4 (Charing Cross Borough Market)2 (Borough Market-London Bridge)12 (London Bridge-Bermondsey Split-in) that Brighton Lines)5 to 6 (Bermondsey split-new cross)4 (New Cross-Orpington)2 (Orpington-Dover)Track track track1,435 mm (4ft 8 1⁄2 in) standard gaugeElectrification750 v DC third rail2 5 kV 50 Hz AC OHLE (Ashford)Operating speed100mph (161 km/h) maximum route map (Click to expand) Waterloo East Thameslink London Blackfriars London Cannon Street London Bridge on the south London line East London New Cross Gate New Cross Tanners Hill Flydown St. John's Greenwich Park branch line Nunhead Docklands Railway Light Lewisham Mid-Kent Line Loop Line Grove Park Bromley North Line Elmstead Woods Chislehurst Chislehurst Junction Petts Wood Orpington Chelsfield Knockholt Danton Green Swanley Sevenoaks Hildenborough Redhill-Tonbridge Line Tonbridge Paddock Wood Valley Marden Staplehurst Headkorn Pluckley Ashford International Line Marshlink Ashford Ramsgate Line Westenhanger High Speed 1 Sandling Dollends Moor Freight Yard West to the Folkestone Central Dover Priorate The Main Line Detailed Line Chart can be found on the southeast main line , The UK, one of the two main routes crossing Kent, runs through Sevenoaks, Tonbridge, Ashford and Folkestone to Dover. The other route is Chatham's main line, which runs along Kent's north coast to Ramsgate and Dover via Chatham. History Building See also: The Redhill-Tonbridge rail line in the south-east that was built, allowed or under construction by 1840 line was built on the South East Railway (SER), which was in competition with London, Chatham and Dover Railway (LCDR), hence the duplication of routes in Kent. The original main line was authorized by the Parliamentary Act in 1836. The route, which was first allowed, was from London Bridge via Oxted, Tunbridge, Maidstone, Ashford and Folkestone. The route was to use the existing routes of the London and Croydon railways, as well as the railway tracks of London and Greenwich. SER was not a company that had a large amount of capital to save. As a cost-cutting measure, permission was secured in 1837 to make connection with the London and Croydon Railways in Norwood, . Instead of in Corbett's alley. However, the London and Brighton Railways were allowed to build from Norwood to the south in 1847. Parliament proposed further savings, avoiding the line, passing in parallel valleys for 12 (19 km), could make its connection further south. London and Brighton were to build the line, and SER had to purchase it at cost upon completion. Both companies will operate trains along the route. London and Brighton took advantage of this to ensure that gradients stored as small as possible, even through substantial excavation work and a -long at Merstem. The main SER line has deviated from London and Brighton Brighton at the Reigate junction, which London and Brighton opened to traffic on July 12, 1841. Viaduct over Foord Gap Leaving Brighton Line, Beeline has been made for Folkestone, planning to serve Maidstone having been abandoned. Instead, a branch was to be built from Maidstone Road. The line was almost straight between the two points, not changing by more than 0.5 miles (800 m) in either direction between Redhill and Ashford. The engineer was Sir William Cubitt. To facilitate quick work, Tunbridge, Maidstone Road and Ashford stations were built using roads. Headcorn station was to be rebuilt according to a similar plan in 1924. Construction began in November 1837 from Reigate Junction to the east and in both directions from Tunbridge. The line from London Bridge to Tunbridge opened on 26 May 1842. The line between Tonbridge and Ashford opened on 1 December 1842. No major engineering work was needed until Folkestone was reached, where a 100ft (30m) tall viaduct was needed to cross the Foord Gap. A temporary station was provided in Folkestone, which opened on 28 June 1843. With the completion of the viaduct, Folkestone Station opened on 18 December 1843. East of Folkestone, the hard ridge was bored through the Martello Tunnel, which took its name from the nearby Martello Tower. There were three capes between Folkestone and Dover: Abbott Rock, Round Rock and Shakespeare Rock. The first and last ones were from sound chalk, but the chalk round Down Cliff was of a different nature, being deemed unstable. Cubitt sought advice from Lieutenant Hutchinson, RE, who had experience using dynamite in clearing the wreck of HMS Royal George in 1840. It was decided to blow up the rock at a distance of 500 feet (150 m). On January 18, 1843, a total of 18,500 pounds (8,400 kg) of gunpowder was used in three charges to blow off the face of the rock. An estimated 1,000,000 tons of chalk have been dislodged. Because the chalk in Shakespeare's rock was not as strong as the Abbey Rock, two single-century were boring. To the east of the Shakespeare Tunnel, a low overpass bridge was built across the beach to gain access to Dover. The line between Folkestone and Dover opened on 7 February 1844. In 1843, permission was obtained to build a branch from Paddock Wood to Maidstone. It opened on September 25, 1844. In May 1844, permission was granted for the construction of a railway from Ashford to Tenet Island, serving both and Ramsgate. The line opened until on February 6, 1846. In 1845, permission was obtained to build a branch to Tunbridge Wells. This line opened on September 19, 1845. It was later extended to Hastings, in 1852. In addition, in the same year, permission was obtained to build a railway from Ashford to Hastings, which opened 13 In 1851, Tunbridge Station was renamed Tunbridge Junction on 1 February 1852. Both Dover and Folkestone provided access to the English Channel, and thus the French ports of Calais and Boulogne. In Folkestone, a small creek, having flowed through Foord Gap, was constructed by pebbles in Folkestone, which acted as surface water and provided anchorage. SER has built a steeply-graded line branch to the harbor, with the reversal needed to achieve it. It opened for transportation in 1843. Passengers were transported from Folkestone station to the harbour by bus, post office and goods other by rail. A swing bridge was built in 1847 and folkton Harbour Station opened in 1850. The ships were able to berth in any state of the tide. SER has launched a cross-channel steamer in Boulogne. In Dover, the River Dour formed a pebble and thus a small harbour that required constant dredging to keep open. Cross-channel traffic operated by Admiralty ships in Calais. SER bought Dover Harbour in 1843. No French port was connected by rail at the time. SER partially financed the construction of the Boulogne and Amiens Railway, which opened in 1848. Calais was reached by rail this year. Large and large ships were built for cross-channel maintenance, so they could only use Folkestone Harbour during high tide in the 1860s, while the pier was expanded. Trains connecting to cross-border vessels are thus operated according to the state of the tide, not on a fixed schedule. This was a factor in the serious accident at Staplehurst on June 9, 1865. The development of Dover Harbour was largely out of the hands of the SER. The harbour itself is under the control of the port commissioners, who were deputy lord mayor of the ports of Cinque. Other lands that could be developed were in the hands of the Admiralty. Dover Corporation had no influence on any of the bodies. They were forced to oversee the development of Folkestone as a port while little was done to improve things in what was the prime minister of Cinque ports. Even during the reign of Elizabeth I in Dover there were plans to build a sea cut. In 1836, a parliamentary inquiry was launched, which resulted in the construction of sea cuts in 1847. The Admiralty Pier was to be wide enough to accommodate two railway lines. In 1864 the pier was completed in 1871. Another problem was the lack of decent accommodation at the hotel in Dover. Port commissioners sold SER a plot of land on which the station was built. SER wanted to build a hotel on a position where it would serve both cross-channel and local traffic. They asked the port commissioners for permission to purchase the desired site, but were denied grounds that they had not built the land they had previously purchased. Thus, the Lord The hotel was built, opening in 1851. In the 1850s Folkestone saw more traffic than Dover, although the last port grew at a faster rate. In 1857, a new direct connection was introduced at the Tunbridge junction, allowing trains to reach Hastings without a U-turn. The station in Tonbridge has been rebuilt at a new location west of the original. THE LCDR built its line in Dover, which opened in 1861, providing a route to London that was 16 miles (26 km) shorter than the SER line through Redhill. In May 1862, permission was obtained for the construction of a new railway from St. John's, London to Tunbridge, reducing the distance from London to Tonbridge and points east by about 13 miles (21 km). The construction of the tunnels was well controlled by SER, because by this time it was discovered that the contractors who built the tunnels on the Hastings line were skimping on construction, using insufficient number of brick rings for the tunnel line. The correction resulted in a loading sensor on the line, which was supposed to last until 1986. This cut off line of 24 miles (39 km) reached Chislehurst and Bickley Park on July 1, 1865. This station was replaced by a new 600 yards (550 m) further south, which opened on March 2, 1868, when the line was extended to Orpington and Sevenoaks. The line between Sevenoaks and Tunbridge opened for transport in February 1868, and the passengers opened on May 1, 1868. The Sevenoaks Tunnel 1863-1868 could have been built for 3,493 yards (3,194 m). At the opening, it was the fifth longest rail tunnel in the United Kingdom. This new line meant that the old main line from Redhill was downgraded to branch line status. In 1872, construction began on a branch from Sandling to Sandgate, near Folkestone. Proposals to extend this, or build a line from Shorncliffe, which would have passed under the Foed Gap Viaduct, in Folkestone Harbour, were defeated by the local opposition. Most of the required land belonged to Count Radnor, who was against these schemes. In 1881, the Railway was commissioned. It opened between Canterbury and Shorncliffe in 1889, stopping LCDR from building its rival scheme, to which there was much opposition among folkton residents. The line opened in 1889. Two stations were built on the main line west of Folkestone - Cheriton Arch and Shorn Campcliffe, which replaced the more rancliffe and Sandgate. Cheriton Arch opened on September 1, 1884. The new Shorencliff camp opened a month later, on 1 October. LCDR reached Ashford in 1884 from Swanley Junction via Maidstone. They built their own station, Ashford West. It was not until 1 November 1891 that a link was established between the two lines. October 1, 1892 and Paddock Wood Railway opened its branch from Paddock Wood to Hope Mill, to Goudhurst and Lamberhurst. It was extended to Hawkhurst on September 4, 1893. In 1905, the Kent and East Sussex Railway extended its line from Tenterden to Hedcorn. The connection was built to the east of the station. In 1910, work began on the construction of the Dover Marine station, the construction of which was to take three years. The station opened on January 2, 1915 for ambulance trains. The operation from the beginning, the line was worked out by locomotives. Early classes of locomotives that operated the line include Little Mail, and Mail Class 2-2-2s. By the 1860s, the speed limit on the line was 60 mph (97 km/h). In those days, pebbles were used for ballast. This was fine for the speed and weights of the train then in use, but would later prove to be less satisfactory as the speed of the train increased and the weights got heavier. The use of pebble ballast was a factor in a major accident at Sevenoaks in 1927. In the 1870s, James Stirling introduced a number of new classes - B and F class 4-4-0 for express passenger work. Class 0-6-0 for freight and Class A 4-4-0 and class 0-4-4T for local passenger work. R class 0-6-0Ts were built to perform banking duties at a branch from Folkestone Harbour to Folkestone Junction. Classes F, O and Q made up the majority of the 459 locomotives in six classes. In 1898, SER and LCDR agreed to form a working agreement. On January 1, 1899, the Southeastern and Chatham Railways (SECR) appeared. The new company was short of locomotives and was pleased to acquire five 4-4-0s that the Great North of Scotland Railway ordered from Hurst, Nelson and Co Ltd, Glasgow, but which subsequently became surplus requirements. These locomotives became Class G. In 1900, Harry Wainwright introduced the C-Class 0-6-0 for freight traffic, and the D and E class 4-4-0 for express passenger work. The last two classes were capable of 75 mph (121 kph). The track has been upgraded to operate at such a speed. Richard Mungell introduced in 1917 for express passenger trains river class 2-6-4Ts. Post-war classes D and E were rebuilt with super-teplers. Restored locomotives are marked by D1 and E1 classes. With the advent of electric trains in the late 1920s, a large number of electric cars and two cars were built. Some were built by the new Metropolitan Carriage, Wagon and Finance Company with Birmingham Rail trailers and wagon companies, but most have been converted from former SECR, LBSC or LSWR wagons. Former LBSC 6.7kV AC electric units have also been refitted. After World War II, many of the three bus units were Ex-LSWR 10-coupe carriage. Some units have a brand new wagon. Other units were formed from various wagons that were part of units that were damaged by accidents or enemy actions. From 1946 to 1950, several units were built at the Eastleigh Plant. The units were collectively assigned to 4SUB. Electrification In 1903, SECR was given the power to electrify its lines. At a meeting in 1913, SECR Chairman H. Cosmo Bonsor expressed the view that it was time for the company to bear the high costs that electrification would incur. The outbreak of war meant delaying any plans to electrify commuter lines. With the passage of the Trade Objects Act of 1922, SECR proposed electrifying a number of lines in three phases. SEML was to be partially electrified as follows - Charing Cross and Cannon Street in Orpington as part of Stage 1. Orpington to Tonbridge as part of Stage 2, which also included electrifying the former SEML between Redhill and Tonbridge. Both stages covered only the work of local passenger trains on the lines that were electrified. Stage 3 was to extend the work to passenger trains and freight. In 1922, permission was sought for the construction of a power plant in Charlton, London. This was refused by the electricity commissioners, who insisted that the company buys electricity from the existing supplier company. No objections were raised on the part of the SEC. On January 1, 1923, the SED as part of the Southern Railway (SR). Electric multiple units in Orpington, 1928. Two three-car sandwich units are a two-car trailer set. The SR has decided that the electrification system should be 660 v DC . The first station on semL where the electric trains could be seen was Orpington, which was a term for electric trains from Victoria via Herne Hill and Shortlands. utilities began on July 12, 1925. In preparation for Phase 2 of electrification, the lines between Charing Cross and the Metropolitan Junction have been reconstructed. Semaphore signals have been replaced by color light signals, with a new temporary manual signal box provided in Charing Cross. The lines serving Cannon Street were electrified. The electric trains were due to start on 1 December 1925, but power problems meant that the introduction of electric trains from Charing Cross and Cannon Street to Orpington was delayed until 28 February 1926. Cannon Street was closed from 5 to 28 June 1926 due to changes in the layout of the track and platforms. On June 27, four new colour lights were hang between Cannon Street, Charing Cross and Borough Market Rn. The new power signal boxes came into service in two terms, but Metropolitan Jn remained hand-held, although it was provided with a new 60-lever frame. With new service on June 28, June, A new station has been opened at Petts Wood. On June 30, 1929, four- part colored light signals were introduced between New Cross and Hither Green. New power signal boxes have been provided to St John's and Parkes Bridge Jn, allowing seven hand boxes to be cancelled. On December 1, 1929, four-part coloured light signals were introduced between Spa Road and the New Cross. A new power box in North Kent East-Jn has allowed the cancellation of seven more hand boxes. The increased services provided by the electric train meant that there were few ways available for freight trains to reach the marshalling yard on Hither Green. Thus, the Greenwich Park branch line, which was closed on January 1, 1917, and then used only by freight trains to Brockley Lane, was returned to service on June 30, 1929, to the point at which it crossed the SEML, a new spur granted to give access to Hither Green. The newly opened section of the line was also electrified and provided with four aspects of the colour alarm. In 1934 it was announced that the electrification of SEML would be extended to Sevenoaks, including loops in Chislehurst Jn. Electrical services from Sevenoaks began on January 6, 1935. In February 1936, it was announced that SR intended to extend SEML electrification to Tonbridge as part of the Hastings line electrification scheme. In February 1937, it was announced that this part of the wider electrification scheme would be completed in January 1939. However, in February 1938, it was announced that Hastings' electrification had been halted because of the cost of building special or busting tunnels so that conventional stocks could operate through them. In 1954, Charing Cross, and to a lesser extent London Bridge, were remodeled to allow them to handle 10-bus trains on the commuter network. was reconstructed in 1955. On April 5, 1957, a fire destroyed a signal box on Cannon Street and severely affected the work of trains. Following the construction of the temporary signal bud, the reduced service was suspended from 5 May and a skeleton service was established in the interim period. On December 16, a new signal box was built, which was in operation. Halfhill Tunnel with 2 EPBs near Sevenoaks in 1958. British Railways began implementing its modernization plan for 1955. This has spread electrification to the Kent coast in two stages, with the south-east main line being the subject of Kent Coast electrification - Stage 2. As part of the first phase, Chislehurst Jn was rebuilt to increase the speed on connecting lines from 30 mph (48 km/h) to 50 mph (80 km/h). Stage 2 extended electrification along the remainder of the SEML to Dover. Ashford, Shorncliffe and Folkestone stations have been restored. Have Colored Light Light With new signal boxes being built at Hither Green, Chislehurst Junction, Orpington, Sevenoaks, Tonbridge, Ashford and Folkestone Junction. This allowed the cancellation of 32 signal boxes, with eleven more reduced to accidental use and one complete only during the morning rush hour. Electrical services along the entire length of SEML began on June 12, 1961. This was accompanied by an increase in voltage to 750 V DC across the southern region. The completion of this scheme will allow the completion of this scheme to gradually get out of the eastern region of the southern region of the British Railways. Folkestone East closed to passengers on September 6, 1965. In December 1969, it was announced that all electrical units built before 1939 should be withdrawn by 1972. In 1972, work began on the restoration and resignation of London Bridge, and a new power signal box was provided. The scheme cost 23.5 million euros and was completed in December 1978. The line was largely left untouched, until the arrival of the at Cheryton, near Folkestone. Prior to the construction of High Speed 1, also known as the Channel Tunnel Line (CTRL), services joined the south-east main line and ran to Petts Wood, where the route joined Chatham's main line at Waterloo International. Cargo traffic through the Channel Tunnel was diverted through the East Maidstone Line. The CTRL was built next to the line in Ashford, where it joined to gain access to the existing station. CtRL is moving west from Ashford to continue a separate route to its new London ultimate (St Pancras). Thus, a short section of the line through Ashford is also electrified at 25 kV AC. Accidents over the years, a number of accidents occurred in various locations on the southeast line. On July 28, 1845, a passenger train collided with a locomotive in Penshurst, injuring about 30 people. On January 21, 1846, a bridge over the Medway River collapsed during flooding. The driver of the freight train died when he tried to jump out of the train. Staplehurst, 1865. June 9, 1865 - Train crash at Staplehurst. A mistake by track workers led to the deaths of ten people when the train crossed the bridge from which the tracks were removed. Another 40 people were injured, including Charles Dickens. On September 30, 1866, part of the train that was to be worked at Hastings was unable to stop at Tunbridge due to a slip guard error. He crashed into a rake of empty carriages 262 yards (240 m) east of the station. Eleven of the 40 passengers were injured. January 1877 - A landslide in the eastern part of the Martello Tunnel knocked down about 60,000 cubic meters (46,000 m3) of chalk, killing three people. The line was closed for two months. June 7, 1884 - A two-headed freight train crashes into the back of another trains in Taba Taba Station, Sevenoaks. Both crew members of the first train were killed. A Hildenborough man has been charged with causing death. The trains operated on a system of time intervals. December 5, 1905 - The collapse of the roof of Charing Cross. A structural failure of the common roof at Charing Cross station resulted in the death of six people. March 5, 1909 - The Redhill train overturns signals and collides with a boat train in Tonbridge. Two people were killed and 11 were injured. December 19, 1915 - A landslide between the Martello Tunnel and the Abbotscliffe Tunnel derails with a passenger train towed by a Class D locomotive. The Folkestone Warren Halt line was pushed 53 yards (48 yards) to sea. May 5, 1919 - A freight train crashes into the back of another freight train at Paddock Wood. One person died. Sevenoaks, 1927. August 24, 1927 - Accident on the Sevenoaks Railway. River Tank Locomotive 800 River Cray derailed while passing under the Shoreham Lane Bridge between Danton Green and Sevenoaks. Thirteen people were killed and 20 were injured. The locomotives were bred and rebuilt as tender locomotives. December 4, 1957 - Rail disaster in Lewisham. The train, towed by the Battle of Britain 34066 Spitfire, collided with the rear of the train, consisting of two four electric multi-unit buses and one two carriage electric unit, sending a hazard signal. The accident happened under a bridge carrying the greenwich Park branch line. The bridge collapsed on the wreckage of two trains, killing 90 people and injuring 173. August 12, 1958 - 06:52 Sanderstead on Cannon Street train derailed at Borough Market Junction, completely blocking all lines in Charing Cross. The cause was track wear at the Borough Market Junction. January 28, 1960 - 1:22 p.m. Hayes Charing Cross was in a side clash at 12.20pm. 14:53 Charing Cross at Tottenham Corner then collided with a derailed Hays train. Seven people were injured. December 8, 1961 - At 02:02, a freight train drove off to Paddock Wood when, at 00:20 a.m., a freight train from Hu Junction to Tonbridge overloaded and collided with it. Debris from the crash piled under a bridge carrying the B2160 Maidstone Road. The line was closed for 12 hours. November 5, 1967 - Hither Green train crash. The train, formed from two diesel-electric multiple blocks of 6S, derailed on a broken rail in Hither Green, killing 49 people and injuring 78. January 4, 1969 - Train crash in Marden. The train, formed from two electrical multiple 4CEP blocks, crashed into the back of the train west of Marden after passing a hazard signal. Four people were killed and 11 were injured. February 17, 1970 - Electric Multiplex was disrupted at the Borough Market Junction, resulting in the suspension of services between Waterloo East and Charing Cross. March 4, 1976 - A bomb explodes in an empty train warehouse on Cannon Street. Eight people were injured while riding a nearby train. On 6 May 1975, an electrical unit derailed at the intersection of Borough Market. Until the next day, no train could run directly between Charing Cross and Waterloo East. On 14 September 1996, a carriage on a freight train towed by 47,360 and 47,033 derailed near Staplehurst because the train was travelling at speeds exceeding the speed limit of the carriage and the carriage was probably unevenly loaded. January 8, 1999 - Train crash at the intersection of Spa Road. The eight-bus train, consisting of 4CEP and 4VEP electric unit, collided with an eight-car train consisting of two electric class 319 units after the former train received a hazard signal. Four people were injured. Shakespeare's tunnel showing the original viaduct, which was later filled. The rotting of this structure means that the entire line must be restored here, after the failure of the sea wall in December 2015. December 24, 2015 - Damage to the sea wall between Dover Priory and Folkestone Central led to the closure of the line until further notice, later being reported to be out until the end of February. In mid-February 2016 it became known that the original wooden viaduct, which carried the line, and was subsequently filled, rotted. The affected section of the line will need to be completely rebuilt, which will take much longer than originally anticipated. chief executive Mark Carne said the repairs could take six to twelve months to complete ahead of schedule and the line was reopened on September 5. London Charing Cross Stop services operate from Charing Cross or Cannon Street to Orpington or Sevenoaks, with other services on the route running quickly over this section. Aside from Sevenoaks, stop services originating from Tunbridge Wells, near the main line, cover stations with other services on the route running fast along this section of Tonbridge services from the original main route - currently the rural Redhill-Tonbridge line - to join Redhill, while the main line to Hastings via Tunbridge Wells diverges. In Paddock Wood, the diverges. The Ashford Maidstone East Line (from Swanley) and High Speed 1 joins, while several lines diverge: the Canterbury West Line (in Ramsgate and beyond), High Speed 1 and Marshlink (to Hastings). Overall services are split by crossing to Margate via the Canterbury West Line or continuing on the main line to Dover then taking the Kent Coast line to reunite in Ramsgate reach Rolling stock services are formed using the southeast fleet of Class 375 and Class 376 ElectricStar and Class 465 and Class 466 Networker units. Previously, The Class 377 or Class 455, operated by Southern, ran along the line between London and London Bridges. The attractions of the still Green Depot's main rail depot, visible near Hither Green, are the Hither Green Traction Technical Depot (TMD) and the nearby Grove Park Depot and Sidings. Colorful and unfamiliar (for visitors) catcher on the line are the oast houses, traditional farm buildings used to dry hops, whose tapered roofs are tipped by distinctive cows. Notes - Contemporary Spelling Of Tonbridge was not accepted as official spelling until 1870. As it was until March 21, 1889, after the passage of the Local Government Act of 1888. Inquiries - Chapman 1995, page 6. a b Nock 1961, page 12. Knock 1961, page 11-12. Knock 1961, page 12-13. a b Nock 1961, page 13-14. b Noc 1961, page 14. Mitchell and Smith 1985, Illustration 114. b c Tonbridge. Kentrail. Received on May 19, 2015. a b Nock 1961, page 15. Knock 1961, page 15-16. Knock 1961, page 16. The Great Explosion on the Dover Railway. Illustrated News of London (39). January 28, 1843. page 55. Knock 1961, page 127. Knock 1961, page 17, cladding p.32. Maidstone West. Kentrail. Received on May 19, 2015. Wye. Kentrail. Received on May 19, 2015. Inside news. Standard (3799). London. August 2, 1845. page 5. - Jewell 1984, page 91. Beecroft 1986, page 8. Ham Street and Orlestone. Kentrail. Received on May 19, 2015. b c d Tonbridge. Kentrail. Received on May 19, 2015. Knock 1961, page 37-38. Knock 1961, page 35-36. Knock 1961, page 18. Knock 1961, page 36-37. a b c Nock 1961, p. 34-35. Rich 1865, page 42-43. Knock 1961, page 40-41. Knock 1961, page 93. Knock 1961, page 42. Knock 1961, page 43. Dandy Marshall 1968, page 326. Knock 1961, page 45. Knock 1961, page 65. Beecroft 1986, page 74. Chislehurst. Kentrail. Received on May 19, 2015. Orpington. Kentrail. Received on May 19, 2015. Leeds, Tessa (2000). Construction of the Sevenoaks Railway Tunnel (PDF). Cantian Archaeology. Kent Archaeological Society. 120: 187–204. Knock 1961, page 39. Knock 1961, page 81-84. Knock 1961, page 84, 89. Knock 1961, page 89. Knock 1961, page 90. Folkestone Central. Kentrail. Received on May 19, 2015. B Folkestone East. Kentrail. Received on May 19, 2015. Mitchell and Smith 1994, Historic Background. a b Mitchell and Smith 1994, Ashford West. Harding 1998, page 5. Mitchell and Smith 1985, Headcorn. a b Nock 1961, page 144. Knock 1961, page 156. Knock 1961, page 32-33. Knock 1961, page 92. Knock 1961, page 96. Knock 1961, page 124-25. Knock 1961, page 128. Knock 1961, page 129, 132. Knock 1961, page 157-158. Knock 1961, page 172. Moody 1979, page 77-83. Moody 1979, page 110-12. a b 1979, page 20-21. 1979, page 23. Moody 1979, page 28-29. 1979, page 30-31. 1979, a b 1979, page 42. 1979, page 41. 1979, page 50. Moody 1979, page 56-57. 1979, page 124. 1979, page 128. Glover 2001, page 138-39. a b 1979, page 140. 1979, page 135. Moody 1979, page 141-42. 1979, page 142. 1979, page 126. 1979, page 166. 1979, page 207. Moody 1979, page 223-25. Accident on the Dover Railway. The Times (18988). London. July 29, 1845. Count A, page 5. A terrible and fatal accident on the southeast railway. The Times (19139). London. January 21, 1846. col D, page 5. Trade Council (October 10, 1866). South East Railway (PDF). Railroad Archive. Received on May 2, 2015. Knock 1961, page 85. - Jewell 1984, p. is not cited. Frank Chapman (March 6, 2009). Rail crash advertising is huge as quick thinking saves the king and queen. The Courier of Kent and Sussex. Newspapers of the courier group. Cite has an empty unknown parameter: co-authors (help) - Nock 1961, page 154-55. Earnshaw 1993, 8- 9. Fryer, Charles E.J. (1992). Monographs Of Railroad No. 1: Rolling Rivers. Sheffield: Platform 5 Publishing. page 40. ISBN 1-872524-39-7.CS1 maint: ref'harv (link) - Glover 2001, page 139-40. 1979, page 147. Railroad crash: Investigation begins Tonbridge Free Press. December 15, 1961. page 1, 10. Moody 1979, page 208-09. 1979, page 231. 1979, page 240. Staplehurst 14/09/1996. Rail Safety and Standards Board. Archive from the original on April 21, 2013. Received on March 24, 2010. The Folkestone coastal train stopped at the sea wall crack. BBC News Online. Received on December 27, 2015. UPDATE: Folkestone's Dover rail line is closed until end of February. Folkestone Herald. The local world. December 27, 2015. Archive from the original on December 29, 2015. Received on December 28, 2015. MP Charlie Elphicke says the sea wall between Dover and Folkestone will need a full recovery. Folkestone Herald. GROUP KM. Received on February 16, 2016. Dover rail line collapse: Repairs will take up to a year. BBC News Online. Received on February 16, 2016. Sources Beecroft, Jeffrey (1986). The story of Hastings Diesel. Chessington: Southern Electric Group. ISBN 0-906988-20-9. OCLC 17226439.CS1 maint: ref'harv (link) Chapman, Frank (1995). Tales of Old Tonbridge. Brasted Chart: Froglets Publications Ltd. ISBN 1 872337 55 4. OCLC 41348297.CS1 maint: ref'harv (link) Earnshaw, Alan (1993). Trains are in trouble, volume eight. Penryn: The Atlantic. ISBN 0-906899-52-4. Cite has an empty unknown option: month (help)CS1 maint: ref'harv (link) Glover, John (2001). South Electric. Ian Allan. ISBN 0-7110-2807-9.CS1 maint: ref'harv (link) Harding, Peter A. (1982). Hawkhurst branch line. Woking: Peter A. Harding. ISBN 0-9523458-3-8.CS1 maint: ref'harv (link) Harding, Peter A. (1998) (1982). Hawkhurst branch line. Woking: Peter A. Harding. ISBN 0- 9523458-3-8. 42005158.CS1 size: size: (link) Jewell, Brian (1984). Down the line to Hastings. Southborough: Baton Press. ISBN 0-85936-223-X.CS1 maint: ref'harv (link) Dandy Marshall, C. F. (1968). R.V. Kidner. ISBN 0-7110-0059-X.CS1 maint: ref'harv (link) Mitchell, Vic; Smith, Keith (1985). The line of branch to Tenterden. Midhurst: Middleton Press. ISBN 0 906520 21 5.CS1 maint: ref'harv (link), G. T. (1979) Southern Electric 1909-1979 (Fifth St. Shepperton: Ian Allan Ltd. ISBN 0 7110 0924 4.CS1 maint: ref'harv (link) Mitchell, Vic; Smith, Keith (1994). From Swanley to Ashford. ISBN 1 873793 45 6.CS1 maint: ref'harv (link) Nock, O.S. (1961). South-East and Chatham Railways. London: Ian Allan. ISBN 0-7110-0268-1.CS1 maint: ref'harv (link) Rich, F. H. (1865). Accident Report (PDF). Department of Railways, Trade Council. Received May 19, 2015.CS1 maint: ref'harv (link) External links South East website Coordinates: 51'10'21N 0'32'9E / 51.17250'N 0.53583'E / 51.17250; 0.53583 Extracted from southeastern trains map pdf. southeastern trains zone map

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