Bexleyheath
The Bexleyheath Line was not a South Eastern Railway-inspired concept, but rather that of an independent group which named itself the ''Bexley Heath Railway'', after the passing of an Act on 20th August 1883. The SER's second North Kent route, the Dartford Loop Line via Sidcup, had opened to traffic on 1st September 1866 and this, like its earlier counterpart via Woolwich, experienced high traffic levels from the outset. The SER was, however, unconvinced by the group's promotion of the Bexleyheath Line, the company's Board being unable to foresee any worthwhile or profitable traffic which could potentially run, other than diverted services from the existing two routes. Years of talks and disputes ensued between the SER and Bexley Heath Railway group over the proposed route: this was to diverge just west of Dartford and rejoin the existing Dartford Loop at Lee. Eventually, the SER was swayed to build the line and provide the necessary capital to fund it, but the original proposals were modified in 1887 so that the western end of the route joined the original North Kent Line at Blackheath, rather than the Dartford Loop Line at Lee. The Bexleyheath Line opened on 1st May 1895 after arduous and troublesome earthworks had been overcome. Worked by the SER from the outset, the company's fears over the line's usefulness were well founded - it was a flop.
The independent Bexley Heath Railway company remained in existence until being vested into the SE&CR in 1900. Since the line was a much later addition to the SER network, stations along the route were subject to the ''economical'' policy of providing clapboard structures as standard. This was indeed the case at Bexleyheath: the ''up'' side consisted of the main single-storey clapboard building, almost identical to the example which can still be found at Bexley, but utilising the traditional SER-styled curved canopy which is still in evidence at Paddock Wood. Naturally, there were brick-built elements, those being the chimney stacks! A small timber waiting shelter was positioned directly opposite, on the second platform, but this diminutive structure is perhaps more interesting than it would initially seem. Identical to the example at nearby Welling, the shelter was built with a curved roof, which certainly does not conform to the SER shelters of earlier origins, which were provided with the simpler straight roof. It is possible that this curved design feature was incorporated to stand in sympathy with the arched canopy of the main building. A similarity with earlier stations was the lack of a footbridge - this was in spite of the Board of Trade beginning to tighten standards at the time, with such convenient structures appearing along the Medway Valley Line and the LC&DR's ''Chatham'' main line shortly before the 1899 amalgamation. Another oddity was the goods yard, this having to be located nearly a ¼ mile westwards from the station due to the lack of available flat land immediately adjacent to the platforms. The main signal box accompanied the goods facilities, but a much smaller ground-level timber cabin was situated at the eastern end of the ''up'' platform.
In Southern Railway ownership there were many changes. The 6th June 1926 marked the inauguration of regular electric services, which would finally allow this line to become profitable. Significant reductions in journey times allowed commuters to move out further afield from London, which saw the capital's peripheral explode with housing development. Electrification saw the small ground-level signal box go out of use (it presumably having been used for the station crossover points, which were removed) - a footbridge had been provided to the west of the station structures some two years previously. The most major of the SR's alterations were to the station buildings: these were totally replaced in 1931, the ''up'' side receiving a practical - but pleasing - single-storey red brick building, complete with a typical 1930s SR canopy valance. The characterful timber shelter here was also replaced, a more austere brick structure taking its place. Both Welling and Eltham Well Hall were rebuilt with the same standard main brick building, but conversely, both kept their timber shelter. With hindsight, we can be thankful to the SR for undertaking these attractive re-buildings, for it would be likely that the stations would have been transformed into the dreaded CLASP system implemented from 1968 onwards, had the clapboard been perpetuated.
Now onto the days of British Rail. In 1952 came the EPB fleet and in June 1954, the station platforms were lengthened at their London ends using concrete cast supports, which would accommodate ten-vehicle formations of these units. For this, the bridge at the London end (carrying Pickford Lane) had to be rebuilt, and the platforms extended underneath and beyond it. Lengthening also took place at the Dartford end, up to the limit of the road bridge. The goods yards at Kidbrooke, Eltham Well Hall and Bexleyheath all closed on 7th October 1968, with the decline of local freight and the transference of such traffic to the roads. The Dartford Panel took over the functions of the signal box from 1st November 1970; the line from Falconwood westwards was controlled by the London Bridge Panel when it was opened on 17th April 1976. Finally, in 1992, the platforms were lengthened once again at their London ends to accommodate twelve vehicle ''Networker'' formations, the latter of which were never given clearance to run.
With thanks to Peter Greenhow for providing additional information concerning the 1954 platform lengthening.
A westward view from 23rd March 2006 reveals the 1931 station building and 1924 footbridge.
The canopy here is a hybrid: that portion nearest the camera is certainly of 1930s Southern
Railway design, but the valance beyond looks more recent, at least 1950s. David Glasspool
An eastward view, again on 23rd March 2006, reveals the main station building and footbridge
once again, plus the lamp posts of 1970s origin, which replaced concrete bracket lamps of the
1950s. David Glasspool
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