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No original, there is an Interchange station which will need editing Exchange platform (or station?)(or interchange station?)(or transfer station?(redirects to Interchange station)) -- An exchange platform is a stopping point which exists purely for the purpose of allowing rail passengers to change trains. A station where it is not possible to start or end a journey.

Examples Sagliains Twice each hour, a pair of red trains arrives almost simultaneously at Sagliains. A handful of passengers change trains and then, after barely a minute at the platform, the two trains depart. After they have left, the platform at Sagliains remains empty until the next pair of trains arrives when the ritual swapping of passengers is repeated. This is Swiss precision.

Across the way, there is also a car train terminal at Sagliains with regular departures through the Vereina Tunnel to Klosters. This dedicated shuttle service is valued by motorists wanting to avoid the difficult Flüela Pass road, which can be treacherous in heavy rain and snowy conditions. But the car train is just that: strictly for cars, their drivers and passengers.

Since 1999, when the Vereina Tunnel opened, so improving rail access to the Lower Engadine, the railway platform at Sagliains has given sterling service to passengers wanting to change trains there. But it is not possible for the regular rail traveller to start or end a journey at Sagliains. We visited Sagliains a year or two back and realized that, having alighted on the platform, there is simply no pedestrian route out of the station. The only way to leave Sagliains station is by train.

Sagliains station is an excellent example of an exchange platform - a stopping point which exists purely for the purpose of allowing rail passengers to change trains. And it’s a rare example of a relatively new exchange platform.

Manulla Junction Seven times each day a train leaves Ballina for Manulla Junction. It’s a pleasant half-hour ride across peaty Mayo countryside before the train pulls into the island platform at Manulla Junction, where there are onward connections to Westport and Dublin.

Manulla Junction railway station is just south of Manulla village, but it seems the residents of Manulla are effectively barred from starting a train journey at their local station. Iarnród Éireann (Irish Rail) tell us that the station is only for passengers transferring between trains, and it’s not permitted to start or end a journey at Manulla.

Smallbrook Junction has no public access but exists purely to provide a connection between two rail systems. between a network route and a heritage route.

Manhattan Transfer station There were no pedestrian entrances or exits to the station, as its sole purpose was for passengers to change trains.

Susquehanna Transfer was a passenger station on the New York, Susquehanna and Western Railway, located in North Bergen, New Jersey at the Route 495 overpass. It was an interchange station where transfer was possible from the railroad to a bus through the Lincoln Tunnel to the Port Authority Bus Terminal in Midtown Manhattan.

there is also a category for "Railway stations in Great Britain without road access"

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Have you ever tried to buy a train ticket to Sagliains? Or, for that matter, to Manulla Junction? It is, we think, simply not possible. Even though both stations are there in the public timetables and are served by plenty of trains.

There are very many remote railway junctions which were constructed first and foremost to allow passengers to change trains. Three British examples still in use are Georgemas Junction, Dovey Junction and Smallbrook Junction - in Scotland, Wales and England respectively. But there is no bar on passengers starting or ending their journeys at those stations. It’s perfectly possible to book tickets to these stations. So these are not really exchange platforms in the true sense of the word.

LONG CLOSED EXCHANGE PLATFORMS

Historically Britain had many exchange platforms. We know of none that are still in use. Boscarne Exchange Platform in Cornwall was one. There was an interesting example at Hope in North Wales, where two railways crossed each other, and a split-level interchange allowed passengers to transfer between the two lines.

Scotland had a fine example at Killin Junction which closed in 1965. It was on a remote hillside in Perthshire traversed by the railway from Callander to Crianlarich. Five times each day a train ran from the junction down to Killin village at the head of Loch Tay. Our 1960 Bradshaw timetable has the advisory note that Killin Junction functions only as an exchange platform. Connections at Killin in those days were by no means as slick as those found today at Sagliains or Manulla Junction. Passengers arriving on the weekly night sleeper from London (which reached Killin Junction at 07.11 on a Saturday morning) had a full 57 minutes to savour the Highland air and enjoy the views of the Perthshire countryside before joining the one-carriage train to Killin.

From Quick 2019 ABBOTS WOOD JUNCTION [GW/Mid] op November 1850 (Mid) as WORCESTER J; renamed 1 March 1852 co tt (Mid); exchange only but in public tt; clo 1 October 1855 (Cl); {physical junction IA}.

ABERCYNON A NORTH op 3 October 1988 (free publicity service 2 nd ) (Aberdare); >. A SOUTH [TV] op 8 October 1840** as NAVIGATION HOUSE; became ABERDARE JUNCTION 1849 tt (Cl), ABERCYNON 1 December 1896 (hbl 28 January 1897); SOUTH added 1988; still open. In 2008 the junction between Aberdare and Merthyr lines was re-sited and one enlarged station replaced the two previous. Last train used A NORTH Saturday 24 May 2008 but station not officially closed until 30 May, because of time needed to complete the work, and then A SOUTH became plain ABERCYNON. (BLN 1066.452-4, 1067.504; Rly Obs July pp 359-69). [Aberdare] initially had own station here, when name was ABERDARE JUNCTION; just north of main station, at / near later Abercynon North; op 6 August 1846; order to move it south alongside TV station given 23 March 1848; merged with TV station ? (Aberdare). Both ABERDARE JUNCTION stations reduced to exchange only after 29 October 1855 owing to dispute with landlord of nearby public house; full service again 1 May 1856 (Aberdare). ABERDARE {map 86}. ABERDARE op 3 October 1988 (free publicity service 2 nd ) (Aberdare); old HL reop. Previously used for shoppers’ specials Saturdays 1 and 15 December 1984 (Aberdare Leader 24 November); again 19 January, 16 February, 16 March and in September 1985 (Rly Obs February, March, September 1985); also every Saturday 10 October to 15 December 1987 (official leaflet). Still open. A HL [GW] op 24 September 1851**; HL added 1 July 1924 (GW circular 18 June); closed 15 June 1964** (RM August). A LL [TV] op 6 August 1846 (Merlin 8 th ); LL added 1 July 1924 (GW circular18 June); clo 16 March 1964 (Cl). Also see COMMERCIAL STREET; MILL STREET. ABERDARE JUNCTION see ABERCYNON.

ABERGAVENNY {map 91} See 1829 A** for earliest ‘service’. ABERGAVENNY [GW] op 2 January 1854 (co n Hereford Times 24 December); became A MONMOUTH ROAD 19 July 1950, reverted 6 May 1968 tt (Cl); still open. A BRECON ROAD [LNW] op 1 October 1862 (Hereford Times 18 th ); clo 6 January 1958 (RM February). A JUNCTION [ LNW] existed to provide link between Hereford to Newport line, already open, and Abergavenny to Tredegar line, op 1 October 1862; opening tt (LNW Officers) showed A BRECON ROAD as eastern terminus of latter; existence taken for granted, intended only as exchange, since co op n Cardiff Times (3 rd ) said through booking to main line was possible, thus absence from public tt; first in Brad March 1864, then only in GW tables; added to LNW later. Re-sited 25 chains

ABINGDON JUNCTION [GW] op 2 June 1856 (GW); (non-tt), exchange only for Abingdon branch; clo 8 September 1873, branch extended north to Radley, new junction station (co n Oxford Journal 6 th ).

BALA JUNCTION op 1 November 1882 (GW); advertised as exchange only but there was public access from road; in hb 1890 and 1895 as ‘P’, omitted 1904, back 1938, no facilities shown; clo 18 January 1965**.

BROOM JUNCTION [Mid/SMJ] op 2 June 1879 as unadvertised exchange – Stratford 6 th says there was a building for use of those changing there but ‘the natives have to go to Wixford or Salford Priors to get their tickets before they can get into the train on their own platform’; made public 1 November 1880 (Mid); clo 1 October 1962, but buses to 17 June 1963 (Cl). At first B in hb, corrected 1908a.

HOLEHOUSE (JUNCTION) [GSW] into use 2 December 1895 (D Stirling, from wtt at SRO); in Brad from 1937, always exchange only; only ever shown as physical junction in hb; H in wtt, H JUNCTION in Brad; clo 3 April 1950 (RM June). and lots more....

Haddiscoe on Halesworth, Beccles and Haddiscoe Railway

We would be interested to hear from readers who know of other examples of railway stations in Europe which still function only as exchange platforms.

Nicky Gardner and Susanne Kries (editors, hidden europe magazine) Letter from Europe issue 2020/26:Friday 18 September 2020



A select number of railway stations do not have any available public exit. There can be numerous reasons for this, such as the station being open solely for viewing purposes, or an interchange between two lines. Similarly, some stations have exits but only to certain individuals, such as staff members of a nearby building.

Stations with no entry or exit
This is a list of all former and current stations which has no exit available to passengers:

Stations with restricted entry and exit
This is a list of all railway stations which have exits, but only to certain authorised people: