Southeastern trains map pdf Continue Routes encoded by three London terminals. The best experience from several routes to London. Offer the Priorat to be dumped from Dover 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 Kent look like this - with a club leg? The map takes straight and straight south-east main lines (London - Tonbridge - Hastings 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 Thameslink to Bedford as a co-service. Poor presentation of Javelin's new fast services: unclear around Gravesend showing Eurostar 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 Ramsgate (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 River Thames South London line on the south London line East London line East London Greenwich Line New Cross Gate New Cross Brighton main line Tanners Hill Flydown St. John's Greenwich Park branch line Nunhead Docklands Railway Light Lewisham Mid-Kent Line Dartford Loop Line Grove Park Bromley North Line Elmstead Woods Chislehurst Chatham main line Chislehurst Junction Petts Wood Orpington Chelsfield Knockholt Danton Green Swanley Sevenoaks Hildenborough Redhill-Tonbridge Line Tonbridge Hastings Line Paddock Wood Medway Valley Marden Staplehurst Headkorn Pluckley High Speed 1 Maidstone Line Ashford International Line Marshlink Ashford Ramsgate Line Westenhanger High Speed 1 Sandling Dollends Moor Freight Yard Folkestone West to the Folkestone Central Dover Priorate Kent Coast line 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, Surrey. 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 miles (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 mile-long tunnel 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 tunnels 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 Margate and Ramsgate. The line opened until Canterbury 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, East Sussex 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.