Blackheath

Today, this remains an attractive station that exudes the Victorian era, worthy of this wealthy South East London suburb. Situated 6-miles 75-chains from Charing Cross, a station at Blackheath came into use with the South Eastern Railway’s (SER) North Kent Line without ceremony on 30th July 1849 (ref: The Sun (London), 31st July 1849). From the outset, trains ran from London to Woolwich every thirty minutes between the hours of 7:30 AM and 9:30 PM, and in the opposite direction at the same frequency between 8:00 AM and 11:00 PM. Trains from London to Gravesend ran hourly between 7:30 AM and 9:30 PM and in the opposite direction at the same intervals between 07:20 AM and 10:20 PM (ref: London Evening Standard, 2nd August 1849).

Construction of the North Kent Line was let in three contracts, that section from the junction with the Greenwich Railway to Erith via Blackheath being No. 3 (ref: The Morning Herald, 9th March 1849). Mr Barlow was the SER’s engineer and Contract No. 3 was one of two awarded to Mr Brogden (ref: The Morning Herald, 19th March 1849), which included heavy earthworks and a 1,681 yard-long tunnel between Blackheath and Charlton.

At Blackheath, it was reported that "an elegant station" had been erected (ref: The Era (London), 24th June 1849). The area was regarded as a pretty spot called "Tranquil Vale", which would "give accommodation to a considerable amount of first-class passenger traffic, in which the neighbourhood abounds, and also to the population of Eltham, Chislehurst, Footscray, etc" (ref: The Morning Herald, 21st June 1849).

The layout when roofed sidings existed on the south side of the station and prior to the advent of today's "high-level" booking hall straddling the tracks. Click the above for a larger version. © David Glasspool

This station has proven to be a challenge for your author to research. There have been a series of major structural changes over time at Blackheath and it has been decidedly difficult to determine what — if anything — dates from when the SER opened the line. Admittedly, your author has relied heavily on period maps to plot the evolution of the layout. The stations along the North Kent Line of 1849 were the product of Samuel Beazley (ref: Samuel Beazley Obituary, The Gentleman’s Magazine, December 1851), who was architect to the SER at that time. The 1850 Ordnance Survey edition shows two platforms at Blackheath, complete with buildings behind both, but no "high level" station entrance as per today’s site, nor are there any details on track formation. In your author’s personal opinion, the structure that still exists today behind the "up" platform — which at one time was the Station Master’s house — is most likely Beazley’s work and not of a later origin. Two-storeys high, of yellow brick construction, with stone window frames and a slated roof, the decoration of this structure is on par with the station building formerly at Dartford, which was also the work of this architect.

The 1873 Ordnance Survey edition reveals the same layout of station structures as that of 1850, but with enough detail to decipher platform canopies, the latter being about 90-feet and 80-feet in length on "up" and "down" sides respectively. The track layout is illustrated in the accompanying diagram: three westward-facing covered sidings sat behind the "up" (London-bound) platform; a single siding existed behind the "down" (Dartford-bound) platform; finally, two further sidings were present on the "down" side, west of the station. What your author cannot find marked on those early Ordnance Survey editions is a signal box at the station; however, there is reference to one in a Board of Trade (Railway Department) report dated 14th January 1865, concerning a collision that occurred in Blackheath Tunnel on 16th of the previous month. The same document also remarks that the North Kent Line was worked on the telegraph system of Mr Tyer.

1892

Not a car in sight, when horse and carriage reigned supreme, and when top hats and long dresses were the norm. A northward view along "Tranquil Vale" in 1892 shows a scene that, architecturally, has changed very little in the interim to the present day. The "high-level" booking hall — still in railway use today — is evident on the left, complete with a small canopy over the main entrance. The pavements look remarkably clean for the period. © David Glasspool Collection

By 1893, a "high-level" booking office, straddling the tracks at the eastern end of the station, had come into use. This was a single-storey structure with hipped slated roof, which unified both sides of the station, and the main part measured 50-feet by 25-feet. Brick construction was used on three sides of the booking hall; the rear elevation facing the platforms was fabricated from timber, surely as a weight-saving measure. Flanking either side of the booking hall were staircases leading down to the platforms that could be accessed directly from the street, and the "down" platform canopy had been extended. The track layout had also been greatly expanded: on the "down" side, west of the station, seven rolling stock sidings were laid. East of these sidings, north of the "down" platform, was established a proper goods yard featuring a rail-served shed. The goods yard was equipped with a crane of five ton maximum power (ref: Hand-Book and Appendix of Stations, Junctions, Sidings, Collieries, &C, of the Railways of the United Kingdom, Henry Oliver and John Airey, 1894). A signal box of SER design, very similar in appearance to that seen on the Borough Market Junction page, was brought into use on the "up" side of the line, about 30-yards west of the end of the "up" platform. Perhaps these changes, particularly the provision of sidings, had been undertaken in preparation for the Bexleyheath line, which was brought into use between Dartford and Blackheath for passengers and goods traffic on 1st May 1895 (ref: The Lewisham and Sydenham Independent, 2nd May 1895) — your author must stress, however, that he is merely surmising on this point. In connection with the opening of the mentioned route, a second signal box was brought into use on the "up" side of the line, little over 300-yards east of the station, at Blackheath Junction, where North Kent and Bexleyheath lines diverge. To your author's eyes, the cabin appeared to be a product of signalling contractor Evans O'Donnell.

By this time, an extensive array of rolling stock sidings had been laid on the "down" side, west of the station, with a complicated series of connections with the running lines and goods yard. The "down" platform canopy had been extended westwards, the "high-level" booking hall was evident, and the roofed sidings on the south side remained. © David Glasspool

At the end of March 1898 Blackheath’s Station Master, Mr E. Duncan Chapman, retired from the SER on full pay after 51 years of service with the company (ref: The Globe (London), 31st March 1898). Mr Chapman had joined the SER at Ramsgate on 12th August 1847, becoming the Station Master at Wye shortly afterwards. He became Station Master at Blackheath in July 1850, where he spent more than forty-seven years in the position (ref: The West Kent Argus, 17th August 1897).

Around the turn of the century, further alterations were made under South Eastern & Chatham Railway auspices. The roof covering the trio of sidings on the southern side of the station was taken down and one track lifted — perhaps this was when the opposite side of the "up" platform became a bay proper. Both platforms were extended westwards, "up" and "down" surfaces measuring 625-feet and 445-feet in length respectively, and were graced with copious canopies. Of the latter, these were supported upon cast-iron stanchions manufactured by the Phoenix Foundry, Derby. The "down" side canopy was 230-feet-long by 18-feet wide; that on the "up" side stretched for about 400-feet and, for most of this length, was 27-feet in width. Attractive clover-patterned timber valances adorned both canopies, a standard design on SER lines — the same style was brought into use at Addiscombe in 1899, which perhaps helps to date the changes at Blackheath. The manufacturer of the canopies’ frameworks, the Phoenix Foundry, closed its doors in 1910 (ref: Sheffield Daily Telegraph, 7th March 1913); thus, these structures cannot date from any later than that year. The extension of the "down" side canopy was done in conjunction with the lengthening of the wall — to which it was attached — behind the platform. An additional four rolling stock sidings were laid north of those that were present by 1893.

Around the time of the Great War, a third signal box was brought into use about 400-yards west of the station. This became "A" Box; the SER cabin at Blackheath station, just west of the platforms, became "B" Box; and, finally, Blackheath Junction became "C" Box (ref: Volume 4 Southern Railway Register Section A9: St Johns to Crayford Creek Junction via Welling, Signalling Record Society).

9th February 1955

This photograph was taken at the back of the extensive rolling stock sidings positioned west of the station, on the "down" side of the running lines, and includes Ex-SE&CR "Birdcage" carriages. Pictured are the northern-most sidings that can be seen on the diagram depicting the layout in 1962. Withdrawn 4-LAV electric multiple units were stored in the sidings in 1968, and horseboxes were amongst the last items of rolling stock to be removed in October 1969. Similarly extensive carriage sidings also existed at this time at Maze Hill, in-between Greenwich and Charlton. © David Glasspool Collection

On Sunday, 6th June 1926, electric services commenced on all North Kent routes to Dartford (ref: The Railway Magazine, August 1926). However, this was a temporary service and the regular electric passenger timetable commenced later, on 19th July 1926 (ref: Southern Electric 1909-1979, G.T. Moody). At Blackheath, neither the bay platform line nor rolling stock sidings were equipped with third rail. Three years later, on 30th June 1929, "A" signal box was closed; "B" and "C" signal boxes were redesignated "A" and "B" respectively (ref: Volume 4 Southern Railway Register Section A9: St Johns to Crayford Creek Junction via Welling, Signalling Record Society).

By Nationalisation in 1948, the rolling stock sidings had been extended to about double their length. In 1954, as part of a then new fifty-cycle frequency changeover scheme on British Railways Southern Region’s electrified lines, three 1,725-yard-long single hollow-core oil-filled cables were laid through Blackheath Tunnel. The operation took four hours to complete and the cables were manufactured by Pirelli-General Cable Works Limited in Eastleigh (ref: The Railway Magazine, July 1954). In the same year, in connection with the ten-car train scheme to relieve overcrowding, signalling and track layout alterations took place at Blackheath, and platforms were lengthened to 675-feet (ref: The Railway Magazine, June 1956) using prefabricated concrete components. The extension of the "down" platform required a revised connection between the main line and rolling stock sidings; this was pushed further west. In the September 1958 edition of the RCTS’ The Railway Observer magazine, it was reported that conductor rail was being laid on part of Blackheath carriage sidings, in addition to the nearby Angerstein Wharf branch.

29th March 1958

In the bay line, which was not electrified, can be seen the Rail Correspondence & Travel Society's (RCTS) "London River" rail tour, with J68 Class No. 68646 — built at Stratford in 1912 — at the helm, bunker-first. In the May 1958 edition of the society's "The Railway Observer" magazine, it was remarked that the rail tour comprised an unusual formation of an SE&CR two-coach push-and-pull set and an additional carriage. "H" Class 0-4-4 No. 31518 of Gillingham hauled the tour from London Bridge, the first stop being New Cross Gate; then, onto Deptford Wharf and, afterwards, Bricklayers Arms and the Angerstein Wharf branch. After the latter, the service stopped at Blackheath, where No. 68646 took over from No. 31518, hauling the tour to Liverpool Street via the East London Line. The concrete bracket lampposts with hexagonal lampshades were a Southern Railway addition. The siding on the far right was typically home to the weed-killing train. © David Glasspool Collection

On and from 6th May 1963, public goods traffic was withdrawn from Blackheath (ref: Clinker's Register, 1980). The extensive rolling stock sidings west of the station were taken out of use at the end of October 1969; the remaining rolling stock was removed over the weekend of 18th/19th of that month (ref: RCTS The Railway Observer, December 1969). By the first week of the following November, some of the sidings had already been lifted and, by the following month, the points connecting the sidings with the main line had been replaced by plain track (ref: RCTS' The Railway Observer, December 1969).

Between 00:30 and 08:25 on Sunday, 15th March 1970, no trains ran on the Woolwich and Bexleyheath lines. This was to allow for the introduction of colour light signals between Blackheath and Woolwich Arsenal, and between the former and Welling. Most of the signals were automatic, but the junctions were controlled by an existing cabin at St Johns (ref: RCTS' The Railway Observer, May 1970). Both Blackheath "A" and "B" boxes were abolished at that time. By the end of July 1970, the demolition of "A" box and the lifting of the station’s sidings had almost been completed (ref: RCTS' The Railway Observer, September 1970).

The layout at its zenith, showing the rolling stock sidings now double their previous length and greater in number. The goods shed had gone and revised connections made between the yard, sidings, and running lines to accommodate the platform extensions. Also included is the divergence of North Kent and Bexleyheath Lines at Blackheath Junction. © David Glasspool

In 1979, the Blackheath Society offered £100 to British Rail (BR) to go towards the station’s improvement — the station had been provisionally placed into BR’s renovation programme for 1980 (ref: Branch Line News No. 374, Branch Line Society, 18th July 1979). By this time the station's structures were in a dilapidated state, particularly the canopies, which had large sections of roof panels missing. In May 1983, during a meeting of the Greater London Council Transport Committee, a £2 million programme of improvements for sixty-six BR stations was given the go-ahead, £150,000 of which would be allocated to the restoration and remodelling of Blackheath (ref: Westminster & Pimlico News, 27th May 1983).

By October 1984, work had started on shortening both platform canopies: that on the "up" side was reduced from 400-feet to 195-feet in length; the "down" canopy was cut back from 230-feet to 180-feet in length. Additionally, a large portion of the retaining wall to which the "down" canopy was affixed was demolished at its western end. Lampposts were installed on the platforms upon those areas formerly covered by the canopies. By February 1985, the facade of the "high-level" entrance onto Tranquil Vale had been restored, but work had yet to start on the booking hall and stairways down to the platforms (ref: The Railway Magazine, March 1985). In March 1987, the renovation of the platforms was recognised by an award in connection with the Best Restored Station competition, the latter of which first ran in 1978 (ref: The Railway Magazine, April 1987). By 26th May 1986, Network SouthEast signs had been installed at the station (ref: Branch Line News No. 539, Branch Line Society, 12th June 1986).

January 1969

A splendidly atmospheric scene at Blackheath depicts a Type 3 (later Class 33) diesel heading westbound through platform 1 with a short freight. The locomotive was wearing all-over BR Green with full yellow warning panels. Even the guard is in view on his van at the rear of the train. The "up" starter semaphore signal arm is just about visible in front of the formation, as is part of the signal box. Although semaphores were still in use, an operational colour aspect light existed at the western end of the "up" platform and is just visible in front of the locomotive. The ornate canopies were at full length, long before being cut back, and SR hexagonal lampshades abound. © David Glasspool Collection

On 30th July 1999, the 150th anniversary of Blackheath station was marked by the unveiling of a commemorative plaque at the site by Connex’s Managing Director. The Blackheath Preservation Trust also held a celebratory luncheon (ref: The Railway Magazine, October 1999). By 2005, a line of yellow-painted railings had been installed along the edge of the long-disused former bay platform face (the opposite side of the "up" platform).

On Monday, 11th October 2010, work started at Blackheath to install a new staircase and lift between the "high-level" booking hall and platform 1, in addition to reopening a side entrance to platform 2, as part of the Access for All scheme funded by the Department for Transport. The work was subcontracted by Network Rail to Geoffrey Osborne Limited and included the construction of a temporary footbridge at the western end of the station to provide access to platform 1 during the project (ref: Network Rail Media Centre, 4th October 2010). The works were completed in late July 2011 (ref: RCTS’ The Railway Observer, September 2011). In early 2013, work to extend both platforms westwards was finished, to allow the station to accommodate twelve-vehicle trains.

In February 2024, AW Rail started work on a contract to repair the platform canopies (ref: AW Rail, 7th February 2024). The dilapidated Grade II-listed station was also scheduled to have its stairways restored and the existing blue/grey colour scheme would give way to green and cream/white (ref: Branch Line News No. 1451, Branch Line Society, 29th June 2024). In March of the same year, Network Rail announced that Blackheath Tunnel would be closed from Saturday, 1st June until Sunday, 11th August, for essential repair work. This £10 million project included creating a new concrete lining, repairing brickwork, and rebuilding drainage systems (ref: Network Rail Media Centre, 14th March 2024). The works were completed on time and the tunnel was reopened to traffic on Monday, 12th August 2024 (ref: Network Rail Media Centre, 12th August 2024).

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