Chelsfield
When this station
opened with the Sevenoaks extension of the Tonbridge cut-off line on 2nd March
1868, it was the absolute epitome of everything SER. Deep in rural territory,
the platforms were staggered and the station structures were wholly of clapboard
construction, both renowned SER trademarks. Like Grove Park, the station had
been provided at the request of a landowner. The two platform faces were linked
by a rather austere iron-lattice footbridge (to the same design as that which
later appeared at Sevenoaks), but the canopies’ elaboration made up for the
former’s shortfalls. The main station building was positioned on the ‘’up’’
side, and was built to the same general clapboard design as the example still in
existence at Hildenborough. A rectangular flat-roofed canopy extended from the
building, over the platform, and demonstrated an intricate pointed valance (see
Plumstead). The ‘’down’’ platform was not host to a station building as such,
but like Hildenborough, a canopy, identical in appearance to that extending from
the ‘’up’’ structure, was in evidence. Providing copious coverage – and in
style, too – the canopy was supported by five struts, and in the absence of a
station building, a clapboard rear wall was constructed.
Goods were not a feature of this station for some three years, a situation which
was replicated at Hildenborough. After this period, a single southward facing
siding was laid behind the ‘’down’’ platform, it terminating directly in line
with the northern elevation of the waiting shelter. Over the subsequent two
decades, goods provision increased noticeably: a ‘’dock’’ line appeared at the
southern end of the ‘’up’’ platform, coupled with two ‘’up’’ side coal sidings,
the latter of which laid at forty-five degrees to the running lines. The yard’s
connection with the running lines was not a direct one, and a reversal manoeuvre
was required to access the sidings. The layout was controlled by a clapboard
signal box, some two-storeys high, of typical SER design, and positioned just
beyond the southern end of the ‘’down’’ platform.
By the end of the 19th Century, the original footbridge had been removed, its
replacement coming in the form of a lattice example. Whilst the staircases of
this structure were of the common lattice configuration, the central span across
the tracks consisted of simple horizontal bars (see pictures). The central
section was possibly a later addition after a collision – it seems unusual to
drastically change the design of the structure for just one span. The station
saw a modest amount of modernisation under the Southern Railway; from 6th
January 1935, electric formations began running through, with the extension of
third rail from Orpington to Sevenoaks. The ‘’up’’ platform had been marginally
extended at its southern end with prefabricated concrete in preparation for
this, and about a decade earlier, a bridge for a public footpath appeared over
the ‘’up’’ side goods sidings. Electrification also resulted in the construction
of a two-storey high concrete substation in 1934, immediately behind the
‘’down’’ platform. An air attack in 1940 saw the footbridge damaged to the
extent of it caving in on top of a stopping service, but within a few months, it
re-appeared after being repaired offsite. Therefore today, it still remains
ahead of the substation as the station’s oldest structure! Unintended structural
destruction seems to be a running theme through this station’s history, as will
soon be discovered.
The staggered effect of the platforms was reduced in 1957, when lengthened
occurred at their northern ends in readiness for twelve vehicle electric
formations. Lengthening in the southward direction was prevented at this time by
the presence of the signal box on the ‘’down’’ side, and the goods yard entrance
on the ‘’up’’ side. Goods facilities were withdrawn on 18th April 1964, which
allowed any future platform extension southwards, to proceed. The signal box
also ceased to be a potential problem when it was burnt out in 1971, Orpington
‘’power box’’ taking over its functions from 13th May of the same year. The
signal cabin had remained in existence up until this time to allow the reversal
of two commuter services at the station in the morning peak. The main
station building also suffered a fiery fate two years later, which led to its
total destruction. During 1973, modernisation proposals were drafted for Chelsfield, and by the following year, an all-glazed structure based on the same
basic design as those examples at Maze Hill and Dartford, had appeared on the
‘’up’’ side. To conform with the new ‘’modern image’’, the charming ‘’down’’
side waiting shelter was also dispensed with, and glazed bus shelters appeared
on both platforms; the SER charm had now been lost. All that remained was the
repaired footbridge, and the substation of 1935. In connection with the
twelve-vehicle ‘’Networker’’ scheme mooted in 1991, both platforms were
lengthened at their southern ends with prefabricated concrete, which eliminated
all traces of the staggered arrangement.
A southward view from the road bridge on 2nd August 2006 reveals the present layout. The glazed
station building of 1973 is obvious on the right, whilst beyond it is the peculiar footbridge, attacked
and subsequently repaired during 1940. The 1957 concrete platform extension of the ''down'' platform
is evident in the foreground, whilst in the background, beyond the footbridge, are the extensions of
1992. The substation of 1934 is hidden behind the trees on the left, and the former goods yard site
(on the right) is now a car park. David Glasspool
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