Tunbridge Wells West Station and Shed (including Grove Tunnel and Grove Junction)
For very many years all services coming south from Ashurst and east from the Three Bridges line turned towards Tunbridge Wells. Passengers were required to change at Groombridge to go south towards Eridge. Although there was a direct line between "Ashurst Junction" and "Birchden Junction" it was only used for the storage of out of service locomotives. It was not until 7 June 1914 that direct services ran between Ashurst and Eridge. Thus a triangle of operational lines was formed in the area.
Groombridge and Tunbridge Wells West lost their passenger services on 6 July 1985 when trains between Eridge and Tonbridge were withdrawn. Eridge remains open, on the line between Uckfield and London, but one side of the station now also serves as a terminus for the Spa Valley service from Tunbridge Wells, which arrived in 2011. In the period between 1985 and 2011 parts of Eridge Station were left in poor condition but it has since been restored to a very high standard.
Separate collections cover (a) Eridge Station up to 2008; (b) Eridge Station 2008 - 2010; (c) Eridge Station 2011 - 2020; (d) Eridge Station from 2021; (e) Forge Farm Crossing; (f) The Birchden, Groombridge and Ashurst Triangle; (g) Groombridge Station; (h) Groombridge Signal Box; (i) East of Groombridge; (j) High Rocks Station; and (k) Tunbridge Wells Station and Shed.
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Rather more chilly conditions at Grove Junction on Saturday 19.01.1985 as an unidentified Class 33 with a train of tank wagons arrives. The second man stands at the cab door ready to pass the single line token to the signalman, who is wearing what passed for hi-viz in those years. The small ploughs will come in handy if the snow gets deeper. Nick Bailey retains all rights to this image.
Grove Junction signal box, probably photographed on Saturday 29.06.1985. Looking beyond the box at the points it can be seen that the eastbound line is rusty. This is because the track was out of service owing to works in the adjacent Grove Hill Tunnel (not to be confused with Grove Tunnel). In consequence there was single line working in the area. Nick Bailey retains all rights to this image.
Grove Junction signal box probably pictured on Saturday 29.06.1985. The box was looking very grimy, no doubt as a consequence of being assaulted on both sides by accelerating diesels. However, it was nearing the end of its life as a "Junction". The oil drum on the right had seen better days. Nick Bailey retains all rights to this image.
Grove Junction probably photographed on Saturday 29.06.1985. As can be seen, engineers were working in Grove Hill Tunnel and single line operation was in force in the area. "Hastings" DMU 1016 was carrying out the duties from which it acquired its name, and was passing with a Charing Cross to Hastings service. Nick Bailey retains all rights to this image.
Grove Junction on Saturday 06.07.1985, which was the last day of services on the line. 1317 and 1311 are working "wrong line" into Tunbridge Wells Central with the 09:59 service from Eridge. The train was terminating in the station owing to engineering works, and not going on to Tonbridge. Eric Kemp retains all rights to this image.
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The last day of services always attracts enthusiasts and heads lean out from many windows as the driver of 1311 (with 1317) collects the token at Grove Junction. The train is the 10:20 from Tunbridge Wells Central to Eridge on Saturday 06.07.1985. Eric Kemp retains all rights to this image.
thedriver1311with1317collectstokenGroveJcn.working10.20TunbridgeWellsCentralEridgeSat.6.07.1985lastday
1018 and (at the rear) 1012 arrive at Tunbridge Wells Central on a fast service from Cannon Street to St Leonards and Hastings. (09:44 from Orpington) on Tuesday 17.09.1974. In those years the majority of Hastings trains ran to and from Charing Cross, but there were also peak hour services to Cannon Street, of which this would be a back working. It was also common for the train to split at Tunbridge Wells, with the front six coaches forming a semi-fast to Hastings and the rear six coaches forming an "all stations" service. Eric Kemp retains all rights to this image.
1018and1012TunbridgeWellsCentralfastSt.LeonardsHastings09.44OrpingtonTues.17.09.1974
1032 and 1034 (buffet equipped) arrive at Tunbridge Wells Central on Tuesday 17.09.1974 on the 09:43 service from Hastings to Charing Cross. In those years the luggage compartments were well used, and a trolley stands ready for a Down service. Eric Kemp retains all rights to this image.
1032and1034the09.43HastingsarrivingTunbridgeWellsCentralTues.17.09.1974
Tunbridge Wells Central Station looking north after electrification. The station is sited between two tunnels and on a significant curve so space has always been restricted. There are also two overbridges which add to the somewhat gloomy atmosphere. The picture catches one of Network Rail's ghastly "bus shelters". The suffix "Central" was officially dropped after Tunbridge Wells West was closed. 14.07.2004
Tunbridge Wells Central Station looking north after electrification. The platforms are signalled for bi-directional working but in practice terminating trains often use Platform 2. Both Up and Down through services can (and often do) use Platform 1. The suffix "Central" was officially dropped after Tunbridge Wells West was closed. 14.07.2004
Tunbridge Wells Central Station looking south through "Grove Hill Tunnel" (not to be confused with the closed "Grove Tunnel"). The brick building that can be seen through the tunnel is adjacent to the site of the closed Grove Junction signal box, and trains bound for Tunbridge Wells West turned right immediately they left the far end of the tunnel. There is a second signal on the right just inside the tunnel, but I do not know why it is so close to the signal at the end of the platform. It is possibly a repeater as a driver sitting on the left of a southbound 12-car train would have difficulty viewing the signal directly adjacent to the 12-car stop marker. 14.07.2004
Tunbridge Wells Station looking south towards the mouth of "Grove Hill Tunnel". The platforms are signalled for bi-directional working at both ends. I am unsure why it was thought necessary to fit yellow and black chevrons to the tunnel mouth. Overhead the foliage is encroaching downwards. 14.07.2004
1006 passes Tunbridge Wells Central Goods Yard on Tuesday 17.08.1971 with a Charing Cross to Hastings service. The gentleman waving to the train is standing on a goods line, but such activity would not be seen nowadays. A different era.... Eric Kemp retains all rights to this image.
1006DowntrainpassingTunbridgeWellsCentralGoodsTues.17.08.1971
1036 (with buffet) on an Up train passing Tunbridge Wells Central Goods Yard on Tuesday 24.10.1972. The headcode shows it to be a Hastings to Charing Cross service via Sevenoaks and Orpington. The goods facility was roughly half way between High Brooms station and Tunbridge Wells Central station, this view being taken from Grosvenor Bridge. The signal box is "Tunbridge Wells Central Goods" box. Eric Kemp retains all rights to this image.
Almost the reverse of the previous view this is Tunbridge Wells Central Goods Yard, looking towards Tunbridge Wells Central Station on 24.10.1972. The days of goods yards and the type of wagons seen in the picture were fast disappearing and this yard closed in 1980, although a facility was retained for engineers. Eric Kemp retains all rights to this image.
