A tour of Culham Station
Around the station
Station House
Opposite the ticket office stands 'Station House', which is often referred to as the 'Station Master's house' on plans. It is understood to have been built in 1898 and some believe it was designed by Brunel, but we have found no real evidence to support this. It is however very similar to that built at Radley the following year. An undated drawing titled 'Culham Station - Proposed Station Master's House Click or tap to see a scan of the original drawing' is held by the Network Rail Corporate Archive who very kindly scanned and made it available to us. The drawing shows a somewhat smaller house than that which was actually built.
One long term resident of the house was a porter, Charles Lewis, and his family. He first started working at Culham in 1875 and was living in Appleford at the time. It is possible that he moved into the house when it was first built, and he was certainly living there when he retired in 1915. It is not known when he moved from the house, perhaps upon his retirement, but he and his wife didn't go far as they moved to live in 'The Bungalow' next to the Railway Hotel.
Unknown photographer, Author's collection
Original station yard gatepost
This remnant of what was once a heavy duty white gatepost, photographed in 2018 still with one of its original gate hinge pins, stood on the verge opposite the ticket office and next to 'Station House'. At one time the station yard was separated from the forecourt by a large white wooden double gate but this was the only remnant. Just visible behind the gatepost is an old, but very substantial, fence post. Such white gateposts were used on station yard gates around the GWR and one could also be seen in the station yard at Cholsey. The old photograph shows the other end of the yard gate at Culham in about 1975. Sadly, our post had become so rotten that it fell down in early 2023.
Unknown photographer, Author's collection
Original station yard gatepost
This remnant of what was once a heavy duty white gatepost, photographed in 2018 still with one of its original gate hinge pins, stood on the verge opposite the ticket office and next to 'Station House'. At one time the station yard was separated from the forecourt by a large white wooden double gate but this was the only reminder. Just visible behind the gatepost is an old, but very substantial, fence post. Such white gateposts were used on station yard gates around the GWR and one could also be seen in the station yard at Cholsey. The old photograph shows the other end of the yard gate at Culham in about 1975. Sadly, our post had become so rotten that it fell down in early 2023.
Footbridge columns
When the original footbridge was removed and replaced by a new one, not all of the original disappeared. The eight cast iron columns which supported the old bridge, four on either side of the line, were retained and incorporated into the new structure. As seen here, extension pieces were added on top to extend the columns to the required height to support the new span over the line.
Footbridge identification
All bridges have a unique identification number. This may be displayed on a cast plate attached to the structure, or it may be simply painted on. On the kerbing below the footbridge on the platform 1 side is this identification. It is not known when this was painted but it does look old. The original method of bridge numbering was to use the distance from a datum point (in Paddington station for the GWR) and in this instance it is 56 miles and 17 chains. Chains have been used as a linear measurement since 1620. The correct name is the surveyor's chain or Gunter's chain. It was invented by the Reverend Edmund Gunter (1581-1626) who was professor of astronomy at Gresham College in London. One chain measures 22 yards, so there are eighty chains per mile.
Benchmark plate
Low down and set into the brickwork at the corner of the Railway Inn is a small metal plate. This is a benchmark and this type of benchmark is called a flush plate for fairly obvious reasons. The term benchmark, or bench mark, originates from the chiselled horizontal marks into which an angle-iron could be placed to form a 'bench' for a levelling rod, thus ensuring that one could be accurately repositioned in the same place in the future. These marks were usually indicated with a chiselled arrow below the horizontal line. Benchmarks are fixed points which were used to calculate a vertical height above a known fixed datum, or Ordnance Datum. Since 1921 this has been the mean sea level at Newlyn in Cornwall as indicated by a fixed point of reference (Tide Gauge Bolt) on the pier. Between 1844 and 1921 it was a point marked on St. Johns Church in Liverpool. Whilst the position of each benchmark is recorded they are not used for horizontal surveying, this is the job of trig points. The last benchmark in the UK was carved in 1993, but they are no longer used and have long since ceased to be maintained.
The simplest form of benchmark is a plain rivet set into the ground, but the most commonly seen is the chiseled marking. This one is a bit more special and flush brackets were used for more important levelling points. It is identified by the letters 'OS' and 'BM' signifying an 'Ordnance Survey Bench Mark', and its unique reference number. It is described as being 56.42m above Ordnance Datum Newlyn. It was last verified in 1971 and is at Grid ref: SU 5290 9524.
Remains of Goods shed
Barely visible amongst the undergrowth just beyond the Oxford end of platform 1 are the remains of the old goods loading platform. Following the demolition of the goods shed the site was mostly cleared and what little remains has been overtaken by vegetation making it difficult to pick out any old features which might have survived.
Old buffer stop
A diligent search at the same end of the platform will reveal, sometimes almost covered by undergrowth, the steelwork of a buffer stop. Whilst the woodwork has been removed or rotted away, the rail built stop appears to be otherwise intact. This would almost certainly have marked the end of the goods shed siding in its final shortened state.
Original platforms
In this view taken from platform 2 we can see the original Northern platform limits. Neither platform has ever been extended Southwards. The distinction between the original platform 1 and its subsequent 1920s extension can be seen almost opposite the ramp at the end of the old plaform 2 upon which sits the Old Ticket Office.
The 'new' platform 2
The original platform 2 remained in use after the Old Ticket Office was closed and Culham became an unstaffed station. It was eventually closed for safety reasons as there was insufficient clearance in front of the ticket office, and the now listed ticket office on it prevented the platform height from being raised to meet new requirements. A new platform was therefore constructed during September 1993 to the north as seen in this photograph taken in early 2017. Just visible to the side of the ticket office at the end of the original platform is a patch of concrete. This was the site of the demolished signal box which was itself a replacement dating from 1953.
Original station overbridge
It is well worth taking time to examine the original road overbridge as it hides several surprises. The bridge is narrow with no footpaths and is subject to a weight restriction, but bicycles and other vehicles do still use this route as a service road. The brick road overbridge is a listed structure and dates from 1844 when the station was opened. As with many other structures on the line to Oxford it is believed to have been designed by Brunel and has a typical Brunel semi-elliptical arch.
Overbridge identification
As with the footbridge, the old overbridge has its own number. Painted on is the identification number 56-15, or 56 miles and 15 chains from datum. However, sharp eyed visitors will see that the modern notice alongside, which was erected in 2019, seems to have moved the bridge along by one chain.
Cut benchmark
Almost worn away and often hidden by vegetation is a cut benchmark on the bridge parapet. Keen eyed visitors will find it just above ground level on the Didcot side of the road. Being recorded as 61.79m above Ordnance Datum Newlyn it is 5.37m higher than the benchmark not far away at platform level on the Railway Inn. It is recorded as being last verified in 1971 and at Grid ref: SU 5290 9522.
Broad gauge relics
When broad gauge rails were taken up and replaced with newer standard gauge rails not all were taken as scrap. Old rails were re-used as fence posts in many places, and some remained here at Culham for many years if you knew where to look. On three of the four corners of the bridge parapet were broad gauge rail fence posts. They may have been overgrown and hidden by thick vegetation as in the third photograph, but if one looked hard enough they were there. It is quite remarkable that they survived in place for so long, and the remnants of the wire fence they once supported can still be seen in these photographs which were taken in 2018. There must have been more along the bridge embankment at one time, but as far as we know, these were the only survivors. Sadly they were removed and replaced by modern concrete posts during 2022, their ultimate fate remains unknown.
It is perhaps surprising to learn that broad gauge rail fence posts can still be found, especially alongside abandoned branch lines. The Abingdon branch was closed in 1984 and the track was soon taken up with a good length of the trackbed being developed as a footpath and cycleway. Sharp eyed walkers will spot such fence posts in a number of places along the old railway boundary. They also crop up along what was the old line from Didcot towards Newbury.
