Why was Coulsdon North closed?

[greg321]

Coulsdon North Station was closed in 1983. It stood on the Brighton mainline, just after the Tattenham Corner line turns off. Coulsdon Town (then Smitham) Station is located about 100m away on the Tattenham Corner line. About 600m further along the Brighton line is Coulsdon South. For around 30 years the area where the station had been remained derelict.

Why didn't they close Coulsdon Town and Coulsdon South instead. Coulsdon South is located outside of the town centre. Coulsdon North covered both the Merstham and Quarry tunnel lines (the whole Brighton Mainline) and could have been extended to cover the Tattenham Corner line (it virtually did already anyway). This would have formed a better located and more useful station that the Coulsdon Town/South combination, so why wasn't it done? Why close Coulsdon North and not the other two instead?

The map below from 2003 shows the empty space left by Coulsdon North and the distance to Coulsdon Town.

 

[Jorge Da Silva]

Coulsdon North Station was closed in 1983. It stood on the Brighton mainline, just after the Tattenham Corner line turns off. Coulsdon Town (then Smitham) Station is located about 100m away on the Tattenham Corner line. About 600m further along the Brighton line is Coulsdon South. For around 30 years the area where the station had been remained derelict.

Why didn't they close Coulsdon Town and Coulsdon South instead. Coulsdon South is located outside of the town centre. Coulsdon North covered both the Merstham and Quarry tunnel lines (the whole Brighton Mainline) and could have been extended to cover the Tattenham Corner line (it virtually did already anyway). This would have formed a better located and more useful station that the Coulsdon Town/South combination, so why wasn't it done? Why close Coulsdon North and not the other two instead?

The map below from 2003 shows the empty space left by Coulsdon North and the distance to Coulsdon Town.

View attachment 199065

Wasn’t it located on the fast lines of the Brighton main line?

 

[greg321]

Wasn’t it located on the fast lines of the Brighton main line?

Yes it was, just the Quarry Line but being right next to the slow line surely it could have easily been extended?

 

[RT4038]

Wasn’t it located on the fast lines of the Brighton main line?

And only used for terminating trains in bay platforms. It only had a peak hour service at the time of closure IIRC. No through trains stopped there - I'm not sure of there were any usable through platforms latterly.

 

[Jorge Da Silva]

Yes it was, just the Quarry Line but being right next to the slow line surely it could have easily been extended?

South isn’t far and neither is town. Given that it was only used in peak hours since 1970, no weekend service and only the bays were used, it wasn’t worth keeping. It was in the way of the fast lines as mentioned but it didn’t serve any purpose that the other stations couldn’t fulfill

== Doublepost prevention - post automatically merged: 25 Feb 2026 ==

And only used for terminating trains in bay platforms. It only had a peak hour service at the time of closure IIRC. No through trains stopped there - I'm not sure of there were any usable through platforms latterly.

Yeah what I thought

 

[swt_passenger]

The disused stations web site covers the reasoning for closure in some detail:

The situation of Coulsdon North on the so-called 'fast lane' of the Quarry Line posed pathing problems, as the route had to give priority to services heading for the South Coast. Accordingly, through services to the coast were withdrawn, and the fast platforms saw only occasional use for special trains. Furthermore, the opening of Smitham in 1904 had created 3 stations in
the same area and, by the 1960s, the decline had begun to set in. Only the terminal platforms were regularly used, for stopping trains from Victoria or London Bridge. Weekend passenger services were withdrawn in 1965, the goods yard was closed on 7 October 1968, and from May 1970, passenger services only operated at peak hours on weekdays. The station finally closed in 1983 as part of the resignalling of the Brighton main line.

disused-stations.org.uk/c/coulsdon_north/index.shtml

 

[JonathanH]

For around 30 years the area where the station had been remained derelict.

The route of the Coulsdon Relief Road was safeguarded for around 20 years before it was built. Given Coulsdon North closed in 1983 and the road opened in 2007, it was only derelict for 20 years.

This would have formed a better located and more useful station that the Coulsdon Town/South combination, so why wasn't it done? Why close Coulsdon North and not the other two instead?

Coulsdon South is well located for the residential area to the east, and Old Coulsdon. I don't think there are many people who want to travel to Coulsdon, who would benefit from a station at the location of Coulsdon North. One of those places with more outward commuting than inward commuting.

 

[greg321]

The disused stations web site covers the reasoning for closure in some detail:

Would it have been impractical to add platforms to serve the slow line and have a station in the center of town servicing all lines, rather than remove the potential for some fast trains to stop in Coulsdon and also have the station in a less practical location?

 

[Belperpete]

As I recall, it was a terminal station adjacent to the mainline. No mainline trains called there. I think the problem was that it was located on the fast side of the line, but used by stopping/slow line trains, which therefore had to cross the fast lines to reach it, causing conflicts and delays. Diverting the trains to Coulsdon Town removed those conflicts, as it is reached by a burrowing junction, making services more reliable and less susceptible to delays. A lot of work was done at Gloucester Rd junction as part of the Brighton Line resignalling to remove similar conflicts between fast and slow line services, and reduce resultant delays.

There was also a lot of rolling stock storage sidings there, which closed at the same time, but had seen very little use by the end. The whole area looked very desolate and unloved by the end.

 

[swt_passenger]

Would it have been impractical to add platforms to serve the slow line and have a station in the center of town servicing all lines, rather than remove the potential for some fast trains to stop in Coulsdon and also have the station in a less practical location?

You’re getting into affordability I suppose. It was probably possible, but I’d assume they decided they didn’t need it. I think part of the 1983 resignalling included a fairly major rationalisation of the track layout as well.

 

[JonathanH]

I think the problem was that it was located on the fast side of the line, but used by stopping/slow line trains, which therefore had to cross the fast lines to reach it, causing conflicts and delays

The arrangement of the track prior to 1983 wasn't fast lines on the Quarry Line. It was only after the changes at Windmill Bridge that the western lines became a proper fast line as you note. It seems odd it took until 1983 to sort it out.

 

[Belperpete]

Would it have been impractical to add platforms to serve the slow line and have a station in the center of town servicing all lines, rather than remove the potential for some fast trains to stop in Coulsdon and also have the station in a less practical location?

Even if it were possible to add extra platforms on the slow lines, it would have been hard to justify the cost, with two other slow-line stations within close walking distance. And the idea of having some fast trains stopping there would have been anathema to the big push to separate slow and fast trains, to improve service reliability, which was one of the big drivers for the Brighton line resignalling.

== Doublepost prevention - post automatically merged: 25 Feb 2026 ==

The arrangement of the track prior to 1983 wasn't fast lines on the Quarry Line. It was only after the changes at Windmill Bridge that the western lines became a proper fast line as you note. It seems odd it took until 1983 to sort it out.

Agreed, but the problem was that fast and slow trains were conflicting at and south of East Croydon. Major investment was needed to provide the additional flyovers at Gloucester Rd to rationalise the use of the lines, to segregate and streamline the services.

 

[greg321]

Thank you all. Difficult, expensive and not worth doing.

Still a shame they didn't do it!

 

[Belperpete]

Thank you all. Difficult, expensive and not worth doing. Still a shame they didn't do it!

Had they provided the extra platforms, would they have ever been used? Look at the fast line platforms at places like Thornton Heath, that AFAIA are never used by regular services these days. I can recall using the occasional peak-hour service timetabled from these platforms in the 1970s, but again they were rationalised out, due to the knock-on effects on fast line services of any delay. There was often a queue of fast trains behind these trains.

And the mad rush over the footbridge from slow line platform to fast line platform when a slow line train was cancelled or running late was undesirable. Particularly in the days of slam-door stock when people would be running down the stairs and opening the doors to jump in as the train was pulling out.

 

[greg321]

Had they provided the extra platforms, would they have ever been used? Look at the fast line platforms at places like Thornton Heath, that AFAIA are never used by regular services these days. I can recall using the occasional peak-hour service timetabled from these platforms in the 1970s, but again they were rationalised out, due to the knock-on effects on fast line services of any delay. There was often a queue of fast trains behind these trains.

And the mad rush over the footbridge from slow line platform to fast line platform when a slow line train was cancelled or running late was undesirable. Particularly in the days of slam-door stock when people would be running down the stairs and opening the doors to jump in as the train was pulling out.

Perhaps not, but when the quarry line is the only one working and those trains are effectively slow then it's annoying Coulsdon doesnt have the option. But more importantly it just annoys me you have to effectively leave Coulsdon to get to the good Coulsdon station, and the one in the middle of the town is the least used station in Croydon.

 

[izvor]

and the one in the middle of the town is the least used station in Croydon.

I think this could provide the answer to your question!

 

[Rescars]

Perhaps not, but when the quarry line is the only one working and those trains are effectively slow then it's annoying Coulsdon doesnt have the option. But more importantly it just annoys me you have to effectively leave Coulsdon to get to the good Coulsdon station, and the one in the middle of the town is the least used station in Croydon.

As noted by others, Coulsdon North created operating difficulties by needing the otherwise fast Quarry Line to access its terminal platforms. This had the knock-on effect of putting stoppers on the fast lines at Purley, Purley Oaks and South Croydon with passengers having to guess which platform to go for and fast line platforms needing to be staffed and maintained for just a few rush-hour trains. Coulsdon does at least have two stations and South additionally has the benefit of Thameslink services to (almost) everywhere, a luxury not afforded to the good folk of Reedham, who can only watch main line trains thunder past whilst they wait for the next Tattenham Corner line train (apparently not overfilled by passengers from Coulsdon Town)!

== Doublepost prevention - post automatically merged: 26 Feb 2026 ==

I think this could provide the answer to your question!

When originally opened, what eventually became Coulsdon North was called Stoats Nest and Cane Hill. No mention of Coulsdon at all! There was an earlier Stoats Nest station a little further north. This was intended to be convenient for passengers going to the races on Epsom Downs, conveniently a mere 8 miles away!

 

[izvor]

When originally opened, what eventually became Coulsdon North was called Stoats Nest and Cane Hill. No mention of Coulsdon at all!

No mention of Coulsdon because then it was far away at the top of the hill, now called Old Coulsdon. There was virtually no settlement down in the valley then, which was known as Smitham Bottom, hence the name of the station on the Tattenham Corner line. In fact the first station to be called Coulsdon was what is now Kenley, on the Caterham branch. Also nowhere near Coulsdon!

 

[Magdalia]

The arrangement of the track prior to 1983 wasn't fast lines on the Quarry Line. It was only after the changes at Windmill Bridge that the western lines became a proper fast line as you note. It seems odd it took until 1983 to sort it out.

It wasn't odd. The timing was driven by the growth in Gatwick Airport traffic. The 1983 alterations were essential to create the capacity for the Gatwick Express to start in 1984.

 

[yorksrob]

In my crayon inspired fever dreams, I've often wondered whether the bay platforms at Coulsdon North could have been re-routed into the Tattenham Corner lines alongside to avoid conflicting with the fast lines. Of course that would depend on the sort of gradients involved. Also, I doubt it would have been considered value for money at the time. Shame really, as it looked a lovely station from the photos.

 

[Taunton]

The detail of the "rush hour only" service at Coulsdon North latterly was that much of the service departed around 0600-0700, and returned around 1800-1900. It was mainly used as a tip-out point before trains were stored in the adjacent sidings for the night, sidings which had been part of the original LBSCR overhead electrification. It was thus running mainly as an operating convenience. I suspect the last in and first out may have been left in the platforms overnight.

The odd use of the running lines around there, with Fast services operating on the Slow lines, can be seen, extremely briefly, in the well-known 1952 film 'London to Brighton in 4 minutes', with the nonstop service lurching across the crossover there between tracks, as all such services did then.

 

[Rescars]

The unusual layout at Coulsdon stems from the old line south through Redhill being effectively a joint LBSC/SER undertaking and the LBSC wanting its own independent route. Thus the Quarry Line came into being (along with the construction of Coulsdon North as a terminus for LBSC electrics). There might have been an argument for linking the Tattenham Corner line into Coulsdon North somehow even at the construction stage, but that was never going to happen with the Chipstead Valley Railway (aka Tattenham Corner line) being privately sponsored by the chairman of the SECR (who lived in Kingswood and presumably took a personal interest in what was done).

 

[midland1]

The detail of the "rush hour only" service at Coulsdon North latterly was that much of the service departed around 0600-0700, and returned around 1800-1900. It was mainly used as a tip-out point before trains were stored in the adjacent sidings for the night, sidings which had been part of the original LBSCR overhead electrification. It was thus running mainly as an operating convenience. I suspect the last in and first out may have been left in the platforms overnight.

The odd use of the running lines around there, with Fast services operating on the Slow lines, can be seen, extremely briefly, in the well-known 1952 film 'London to Brighton in 4 minutes', with the nonstop service lurching across the crossover there between tracks, as all such services did then.

Yes had a look at the 1952 film had to hold on to my seat at home

 

[Smitham]

I am fairly certain the were no bay platforms at Coulsdon North. The lines continued through to the rolling stock sidings to the south of the station.

 

[nw1]

In my crayon inspired fever dreams, I've often wondered whether the bay platforms at Coulsdon North could have been re-routed into the Tattenham Corner lines alongside to avoid conflicting with the fast lines. Of course that would depend on the sort of gradients involved. Also, I doubt it would have been considered value for money at the time. Shame really, as it looked a lovely station from the photos.

I do remember in around 1985/1986 a fair few peak hour trains terminated at Smitham, I think there was a peak hour service (usually EPBs) which called only at Clapham, East Croydon and all to Smitham, headcode 72. Maybe these were diverted Coulsdon Norths?

Interestingly in the 1982/83 CWN there are no Smitham terminators, and this was just before Coulsdon North closure. I wonder if they were diverted to Smitham immediately on closure?

There were a good number of Coulsdon North peak terminators in 1982/83 (see below) and presumably these services were diverted elsewhere rather than withdrawn completely, given they served intermediate stations.

== Doublepost prevention - post automatically merged: 27 Feb 2026 ==

The detail of the "rush hour only" service at Coulsdon North latterly was that much of the service departed around 0600-0700, and returned around 1800-1900. It was mainly used as a tip-out point before trains were stored in the adjacent sidings for the night, sidings which had been part of the original LBSCR overhead electrification. It was thus running mainly as an operating convenience. I suspect the last in and first out may have been left in the platforms overnight.

The odd use of the running lines around there, with Fast services operating on the Slow lines, can be seen, extremely briefly, in the well-known 1952 film 'London to Brighton in 4 minutes', with the nonstop service lurching across the crossover there between tracks, as all such services did then.

In the 1982/83 CWN it shows 11 up departures from Coulsdon North between 0541 and 0940, with three between 0800 and 0900. In the evening peak, 10 terminated between 1622 and 1922.

There were also sidings which held some trains during the middle of the day and some ECS workings to and from East Croydon.

Most services were EPBs though there were 1 or 2 SUBs. There was also a CIG/VEP combo in both the morning and the evening. These seemed to be convenience workings as the morning working came off a Bognor and the evening working then did a Brighton.

 

[yorksrob]

I do remember in around 1985/1986 a fair few peak hour trains terminated at Smitham, I think there was a peak hour service (usually EPBs) which called only at Clapham, East Croydon and all to Smitham, headcode 72. Maybe these were diverted Coulsdon Norths?

Interestingly in the 1982/83 CWN there are no Smitham terminators, and this was just before Coulsdon North closure. I wonder if they were diverted to Smitham immediately on closure?

There were a good number of Coulsdon North peak terminators in 1982/83 (see below) and presumably these services were diverted elsewhere rather than withdrawn completely, given they served intermediate stations.

== Doublepost prevention - post automatically merged: 27 Feb 2026 ==


In the 1982/83 CWN it shows 11 up departures from Coulsdon North between 0541 and 0940, with three between 0800 and 0900. In the evening peak, 10 terminated between 1622 and 1922.

There were also sidings which held some trains during the middle of the day and some ECS workings to and from East Croydon.

Most services were EPBs though there were 1 or 2 SUBs. There was also a CIG/VEP combo in both the morning and the evening. These seemed to be convenience workings as the morning working came off a Bognor and the evening working then did a Brighton.

Yes, I imagine that Coulsdon would have been a handy place to leave a train for a bit !

Would be interesting to know if some of the terminators were just routed into Smitham instead.

 

[norbitonflyer]

I do remember in around 1985/1986 a fair few peak hour trains terminated at Smitham, I think there was a peak hour service (usually EPBs) which called only at Clapham, East Croydon and all to Smitham, headcode 72. Maybe these were diverted Coulsdon Norths?

Interestingly in the 1982/83 CWN there are no Smitham terminators, and this was just before Coulsdon North closure. I wonder if they were diverted to Smitham immediately on closure?

My recollection is exactly that - after it closed, Coulsdon North's terminators were initially simply diverted to Smitham. In the longer term the timetable was rejigged more comprehensively.

 

[yorksrob]

Those lovely LB&SCR scalloped platform canopies always impress me. Shame they couldn't have rebuilt them somewhere else (like Normanton that has a bus shelter !)

 

[nw1]

My recollection is exactly that - after it closed, Coulsdon North's terminators were initially simply diverted to Smitham.

A closer look at the 1982 timetable shows that the Coulsdon North services were mostly limited-stop services from Victoria, calling at Clapham, East Croydon and then all to Coulsdon North. Most were on a 15-min headway, but there was the odd gap. Some also called at Selhurst, but oddly to pick up only; that said, some of these workings were single 4EPBs or 4EPB+2EPB meaning that accepting passengers from Victoria to Selhurst could have caused overcrowding, especially as these were the faster than the other services. Thus the services acted as faster peak extras from Victoria to the South Croydon/Purley area. As stated above I recall the Smitham terminators doing the same in 1985/86.

They were evidently FL to East Croydon. They departed at 14/29/44/59 (but with no 1759, for reasons unclear), fitting in between a 12/27/42/57 FL path to Horsham or Brighton and an 03/18/33/48 FL path to Brighton (stopping) or Three Bridges (Rapid City Link in both cases).

In the longer term the timetable was rejigged more comprehensively.

I'm guessing there was a substantial rewrite in 1984 in conjunction with Gatwick Express.

Incidentally 1984/85 is the only Central Division timetable of the 80s (aside from 1980/81) I've never seen. Does anyone recall any info (either suburban or mainline) or have access to that year's timetable?

 

[Romsey]

Memories from 40+ years of Central Division performance monitoring ....
Part of the closure of Coulsdon North was to save money (fewer points and signals) in the Brighton Main Line resignalling which took much of the 1980's.
Turnback workings at Smitham covered any trade and it allowed an increase in linespeed by removing point work from the Quarry lines. I can't comment on any political pressure over the Coulsdon relief road, but I feel it was likely.