Lost stations and halts
Oxford to Didcot line (GWR)
In 1842 approval was given to the Oxford Railway Company for a branch line between Didcot and Oxford. Finance was provided by the GWR which absorbed the company by amalgamation enacted by the Great Western Railway Act of 10th May 1844. This line, built to the broad gauge of 7' 0¼", was opened after just nine months of construction on 12th June 1844. It was converted to standard gauge (4' 8½") in November 1872. The engineer in charge of the Didcot to Oxford branch was Isambard Kingdom Brunel and many of the bridges and station buildings were designed by him, including Culham. Interestingly, with the notable exception of those at Culham, all the original station buildings on the line (Didcot, Appleford and Oxford) were of timber construction. The contractor for the line was William Chadwick who had been responsible for the building of the famous railway bridge at Maidenhead.
The line terminated in Oxford at a station, close to, but across the river from the city centre which was accessed via a toll bridge. The railway was extended to the north in 1850, and this new line diverged from the original at Millstream Junction. The short stretch of old broad gauge track into the station at Grandpont was never converted to standard gauge and so it ceased to be used in November 1872.
Click or tap to see how the area changed after the station had been closed
Based on tithe map of 1847 The National Archives ref: IR/30/27/3 courtesy of Liz Woolley
Click or tap to see four of Brunel's original drawings of the station
The original wooden station buildings circa 1850
Taken from The History of the GWR by MacDermot published in 1927. Author's collection
Click or tap to see how the area changed after the station had been closed
Based on tithe map of 1847 The National Archives ref: IR/30/27/3 courtesy of Liz Woolley
Click or tap to see four of Brunel's original drawings of the station
The original wooden station buildings circa 1850
Taken from The History of the GWR by MacDermot published in 1927. Author's collection
Oxford Grandpont Station
The station buildings at Grandpont, but not the track, are shown on this tithe map dating from 1847. There were two main buildings, the one on the left handled parcels and other goods, whilst the right hand one was for passengers. The station was a mainly wooden structure with two tracks and small wagon turntables at the terminus ends. A further three tracks ran alongside serving the large goods shed. A single track continued on for a few hundred yards to the river bank. Water was taken from the Thames (or Isis) and stored in barrels at the station ready to replenish the water in the locomotives. There was also a small jetty and crane used to tranship goods between the railway and river. In September 1846 two porters lost their lives when the crane gave way whilst attempting to lift a tree out of the river. At the end of Brook Street a hand crane has been preserved
Preserved hand crane at the end of Brook Street
as seen in 2021 as a reminder of the wharves which for many years used to occupy both banks of the river in this area. Click or tap on the 1850 drawing to see four of Brunel's original drawings of the station.
When the railway was diverted and extended to the north in 1850 it meant that trains had to either reverse into or out from the station to Millstream Junction before continuing with their journey. With the opening in 1852 of the new station on Botley Road, adjacent to the Buckinghamshire Railway terminus, the station at Grandpont closed to passengers but it continued as a parcels depot until finally closing in 1872. A map dating from about 1860 is on display at the Old Ticket Office and shows Oxford boasting all three stations
Taken from 'London to Reading, Oxford &c.'
Map published by Cassell, Petter & Galpin. The buildings were taken down and the materials recovered sold by auction
Advert in the Oxford Journal, 22nd February 1873
Transcribed by Colin Taylor, 2021 on site on 25th of February 1873.
Every trace of the original station and line from Millstream Junction has disappeared under later development, but its path can be traced along Marlborough Road and alongside Hinksey Lakes. The station approach road which can be seen on the tithe map was developed as Western Road, and that is the only real clue as to the area's connection with the GWR. Hinksey lake dates from 1850 when the GWR extended its line from Millstream Junction towards Banbury and large quantities of gravel were required to make an embankment for the new track. The lake which was formed became a reservoir for a water pumping station opened in 1856 to serve the city of Oxford. Filter beds for the waterworks formed the basis of what are now a model boating lake and Hinksey outdoor swimming pool. Click or tap on the 1847 tithe map above to see how the area changed after the station was closed and the railway tracks had been lifted.
Taken from map revised in 1911 and published by the Ordnance Survey Office in 1922
Oxford General Station, Botley Road
The GWR took over the Oxford and Rugby Railway, whilst its line from Millstream Junction was still being built, and the line was opened as far as Banbury by the GWR on 2nd September 1850. When the railway was extended from Banbury to Birmingham on 1st October 1852, the original Grandpont terminus was closed to passengers and the new station in Botley Road, adjacent to the (then) Buckinghamshire Railway terminus, was opened.
We count this as being a lost station as the train shed was taken down and the station reconstructed in 1891. The station buildings were again demolished when the station was substantially rebuilt in 1971. Further improvements were carried out during 1974. In 1990 a new main building was erected and a footbridge was added to provide access to the far platform, replacing the old subway. Later, the old parcels bay was redeveloped to support the Chiltern Railways service to London Marylebone which was launched on 12th December 2016. The two new platforms formed were numbered 1 and 2, with platform 3 serving the line to London and platform 4 for services towards Banbury.
A flooded Botley Road in front of the stations in 1895
Image © Crown copyright, Historic England Archive, Henry Taunt Collection ht00442
We believe that when first opened, the railway line crossed the Botley turnpike via a level crossing. A tollhouse which once stood alongside the road was demolished during construction of the GWR station and a new stone tollhouse was built to intercept traffic approaching from the west. In 1869, when the turnpike was discontinued, this became what was the Old Gatehouse pub. We do not know when the road was diverted slightly to pass under the railway, but it could have been around this time. The new bridge was squeezed in between the station and the level crossing and was consequently narrow with restricted headroom of only about 12 feet although this was progressively increased to 13 feet and finally 14 feet in 1980. Apparently, the level crossing continued in use for some time to accommodate loads unable to pass below the bridge. As can be seen on the map, the old line of Botley Road was straight and, despite many changes over the years, the old approaches to the level crossing
The Old Gatehouse pub on left and Westgate Hotel on right as seen in 1904
Courtesy of Oxfordshire County Libraries
Seen from almost the same vantage point in 2021 with red car parked on original Botley Road could still be made out in front of the Westgate Hotel which stands on the corner of the old road and Mill Street. The whole bridge and road were subject to major rebuilding during 2023 to 2024 as part of the station redevelopment and addition of a fifth through track.
The level crossing, still apparently in use, can be seen behind the lamp post in this photograph of the flooded Botley Road which was taken by Henry Taunt on 14th November 1895. The road bridge under the railway is immediately adjacent to the right. Just visible at the extreme right of the photograph is a canopy support of the L&NWR Rewley Road station. The approach road to the GWR station is bounded by the fence which curves to the right behind the Hansom cab and the soon to be demolished train shed is visible above the heads of the onlookers.
Postcard postmarked 1908, courtesy of Stephanie Jenkins
This postcard, posted on 25th August 1908, shows the original 'Down' station building looking north from Botley Road. This entrance was closed in the 1960s and the building was replaced as part of the 1971 redevelopment of the station. An occasional use entrance was retained this side for those with season tickets and during busy times. The trees in the right foreground mark the site of a large YHA building which opened for use on 14th May 2001. The entire character of this area is due to be changed around 2025 with the YHA being demolished to make way for further developments which will include the addition of an extra through line passing behind the existing platform 4. This will become an island with platforms 4 and 5 served by a new entrance and ticket hall, and the railway bridge over Botley Road is schedulded for complete replacement.
Guard of Honour in front of the station in 1897
Image © Crown copyright, Historic England Archive, Henry Taunt Collection cc72/00683
Postcard showing the London bound platform in 1902
Courtesy of Laurence Waters
Guard of Honour in front of the stations in 1897
Image © Crown copyright, Historic England Archive, Henry Taunt Collection cc72/00683
Postcard showing the London bound platform in 1902
Courtesy of Laurence Waters
The photograph showing a Guard of Honour outside the station was taken on the occasion of a visit by the Prince of Wales on 12th May 1897. We are not sure if the image has been cropped as the Royal Party is not included, and only the tips of the soldiers' rifles can be seen but the mounted officer is saluting, and a pair of horses look to be starting away with the Royal carriage. Note the cast iron canopy support brackets which look to be identical to those used at Culham.
The postcard by an unknown publisher dates from 1902 and shows a busy London bound platform at about 3:15 one afternoon. The two young men standing by the WH Smith bookstall look to be a boy porter on the left, and a young newspaper seller on the right. Both would have been seen on many stations at the time.
Taken from map revised in 1910 and published by the Ordnance Survey Office in 1922
Courtesy of the Great Western Trust
Taken from map revised in 1910 and published by the Ordnance Survey Office in 1922
Courtesy of the Great Western Trust
Hinksey Halt
Opened on 1st February 1908, Hinksey Halt can be seen in the background of this photograph which shows storm damage and flooding near the railway line in around 1910. The halt was approached down a path which ran south-west from the northern end of Wytham Street, and crossed the southern tip of Hinksey Lake on a causeway. With care, the abandoned path
The path which once led to Hinksey Halt
as seen in 2021 can still be traced along the causeway as far as the railway boundary fence. The large pond which was formed at the end of the main lake with the construction of the causeway was at one time available for use by members of the GWR Fishing Club. In order to reach the down platform, for trains going towards Oxford, one had cross the tracks by means of a wooden board crossing. The photograph was taken from this western side, looking north, and is the only one known to show Hinsey Halt. On 4th March 1914 Thomas Heath, the 59 year old landlord of the Old Berkshire House pub on the Abingdon Road, was killed at the crossing. His widow was paid £5 by the Great Western Railway company as 'a gratuity towards funeral expenses'. Hinksey Halt was closed on 22nd March 1915 when the railmotor service was withdrawn. The footbridge is nothing to do with the halt, but crosses the railway further up and serves the footpath, known as the Devil's Backbone
The bridges carrying the Devil's Backbone path over Hinksey Lake and the railway, as seen in 2021, which crosses the lake on a long low bridge and leads to South Hinksey village.
Taken from map revised in 1910 and published by the Ordnance Survey Office in 1922
Courtesy of the Great Western Trust
Taken from map revised in 1910 and published by the Ordnance Survey Office in 1922
Courtesy of the Great Western Trust
Abingdon Road Halt
The final railmotor halt travelling from Oxford towards Didcot was Abingdon Road Halt. In common with the other halts opened for the railmotor service, Abingdon Road Halt opened in on 1st February 1908 and closed on 22nd March 1915. It was sited immediately to the south of the bridge, known as 'Redbridge', which carries the old road from Oxford to Abingdon. Two flights of wooden steps led down to each of the two platforms. The name 'Abingdon Road' was first used for the station at Culham, which was renamed when Abingdon Junction opened in 1856. The building of this bridge in 1844 was delayed by a man called John Towle who erected a paper house on the line of the proposed bridge embankment. Believe it or not, the house survived until 1996 when a tree fell on it.
Taken from map surveyed in 1910 and published by the Ordnance Survey Office in 1912
Radley Station in the 1950s
Courtesy of the Great Western Trust
Taken from map surveyed in 1910 and published by the Ordnance Survey Office in 1912
Radley Station in the 1950s
Courtesy of the Great Western Trust
Radley Station
Whilst not strictly falling within the scope of lost Oxford stations, we will continue towards Didcot for a while to Radley. The branch from Abingdon was extended alongside the main line to form a junction at the new station at Radley which was opened on 8th September 1873. Radley remains a busy station but we include it here as a lost station as all the station buildings had been demolished by the mid 1980s. Following the final closure of the branch to Abingdon when coal traffic ceased in 1984 the track layout was reduced to the two running lines. The desolate platforms were upgraded with a new footbridge and two waiting shelters
Radley as seen in 2020 in 2008. The original station forecourt and entrance were located on the eastern side of the station but all traces have long been eradicated by later development. Little therefore remains of the original station with a car park now occupying much of the trackbed from the old sidings, but the old Station Master's house
Station Master's house as seen in 2020 is still in use as a private residence and the edge of the old platform which once served the branch to Abingdon can still be made out.
Taken from map surveyed in 1875 and published by the Ordnance Survey Office in 1883
Abingdon Junction Station
Although Abingdon missed out when the Didcot to Oxford branch was built, it did eventually get a rail connection when a short branch was built by the independant Abingdon Railway Company in 1856. The 1¾ mile Abingdon branch opened on 2nd June 1856. It was built to the broad gauge and joined the line between Didcot and Oxford just north of the bridge over the River Thames at Nuneham where a simple junction station was provided. There was no road access to this station and, having spartan facilities, it served merely as an interchange. Sadly, there is no known photograph of this station, but on display at the Old Ticket Office is a map dating from about 1860 which shows the Abingdon branch and its two original stations
Taken from 'London to Reading, Oxford &c.'
Map published by Cassell, Petter & Galpin. The branch line was later extended alongside the main line for ¾ of a mile to the new station at Radley which was opened on 8th September 1873. The station at Abingdon Junction was closed and the site cleared, although its timber station building was removed to Radley where it remained in use as a platelayers' hut 
Abingdon Junction building as seen at Radley
Courtesy of the Great Western Trust
for many years.
Click or tap to see where the halt opened in 1933 is located
Taken from map surveyed in 1875 and published by the Ordnance Survey Office in 1883
The 'new' Appleford Halt circa 1960
Courtesy of the Great Western Trust
Click or tap to see where the halt opened in 1933 is located
Taken from map surveyed in 1875 and published by the Ordnance Survey Office in 1883
The 'new' Appleford Halt circa 1960
Courtesy of the Great Western Trust
Appleford Station
Continuing past the station at Culham, and crossing the Thames for the final time, we arrive at the village of Appleford to complete the list of lost stations on the line between Oxford and Didcot. Appleford Station was one of only two intermediate stations when the line opened in 1844, the other being Abingdon Road Station, later renamed Culham Station. Described in contemporary press reports as being ‘a temporary shed’ it closed in early 1849. Little is known about this station and no photographs have come to light but it is believed to have been sited on the Oxford side of the road bridge. The boundaries of the land just above the main road on this map surveyed in 1875 hint at a possible former station site, as do press reports covering the opening of the railway which describe passing under a brick bridge after the station at Appleford and on the way towards Didcot.
The present Appleford Halt was opened on 11th September 1933, becoming simply 'Appleford' on 5th May 1969. It is located immediately adjacent to the road bridge but on the Didcot side, and is accessed by steps down from the road. Being an unstaffed halt there were no facilities to buy tickets and a sign on the bridge
Sign attached to a length of old broad gauge rail
Courtesy of the Great Western Trust
proclaimed that 'Railway tickets may be obtained at the POST OFFICE'. At that time the Post Office was located on the main road near the bottom of the bridge embankment at the junction with Church Street.
Click or tap on the thumbnail map to see the location of the halt opened in 1933.
The original wooden station buildings circa 1850
Taken from The History of the GWR by MacDermot published in 1927. Author's collection
The replacement main station buildings in 1917
Courtesy of the Great Western Trust
The original wooden station buildings circa 1850
Taken from The History of the GWR by MacDermot published in 1927. Author's collection
The replacement main station buildings in 1917
Courtesy of the Great Western Trust
Didcot Junction
Like Oxford's Botley Road station, that at Didcot is still very much in use. However, as with Botley Road, none of the original buildings remain so we are counting this as the final lost station along the line from Oxford. The Great Western Railway slowly extended westwards from Maidenhead towards Bristol, eventually reaching Steventon in mid 1840. Whilst the railway passed close to several villages, including Didcot, there were no intermediate stations between Steventon and Wallingford Road (Moulsford). It was not until the Didcot to Oxford branch was completed in 1844 that Didcot’s new status as an important junction meant it gained a station.
Click or tap on the thumbnail drawing to see two of Brunel's original drawings for Didcot.
Opened as Didcot Junction, the buildings at Didcot were of wooden construction and contemporary press reports were rather disparaging of the station and the village from which it took its name. A report on the line's opening in the London Evening Standard stated that 'The temporary wooden station, erected or being erected, is, we imagine, from its scantiness, intended to last only a few days.' It actually lasted until being extensively refurbished in 1883 but was destroyed by fire just three years later on 11th March 1886. Despite the best efforts of station staff, villagers, and fire brigades from Harwell and Oxford attending, the station could not be saved
Aftermath of the 1886 fire
Courtesy of the Great Western Trust. Following the fire the main station buildings were totally rebuilt. Whilst the forecourt changed radically over the years, these buildings were to remain substantially unaltered until they were demolished and replaced in 1985.
As an aside, in 1846 Brunel drew up plans for a housing estate westward of the station towards old Didcot village for GWR workers. Due to opposition from landowners, the GWR failed to obtain sufficient land and the plans for New Didcot were set aside. As Didcot’s importance as a railway centre grew, so did the number of people employed in the various railway facilities. Between 1904 and 1912 the GWR built houses in Station Road for some of this growing workforce. Allocated according to seniority, some houses were built to Brunel’s orginal designs from more than fifty years previously.
