Deptford
Perhaps
considered a somewhat nondescript site by those passengers which use its
platforms day in, day out, Deptford station is of considerable importance in
terms of London’s railway history. London Bridge is indeed regarded as the doyen
of the capital’s termini (even though some quizmasters still give this honour to
Euston!), but it is by no means the oldest station in the vicinity. The very
first passenger stations were in fact Spa Road and Deptford, which came into use
on the first section of the London & Greenwich Railway’s elevated line on 8th
February 1836. Of course, both subsequently became through affairs (more of
later), and Spa Road was even re-sited, before seeing closure under SE&CR
auspices. London Bridge opened on a westward extension from Spa Road on 14th
December 1836, but the complexity of bridging Deptford Creek in the east
severely delayed the prospect of running to Greenwich. Had this not been the
case, the latter would more than likely have become the main base for the
railway company’s stock and works. Consequently, the L&GR established workshops,
covered rolling stock accommodation, and an engine shed at then end of the line,
Deptford, and such facilities were retained here even after the opening of the
Greenwich extension on 24th December 1838.
When the line first opened, the approach to the concept of keeping carriage
stock under cover was in fact quite novel, for much of it was stored within the
arches of the viaduct. Such items were raised and lowered on a viaduct ramp,
roughly perpendicular to the running lines, by means of a pulley system. At
least the arches were being put to some use; in addition to supporting the line,
the railway company also envisaged renting out such spaces for commercial use,
but with the prices charged being deemed by businesses as too expensive,
combined with the comparative dampness of the areas, several remained vacant.
This ramp is, quite amazingly, still in existence today, protected by listed
status.
At midnight, New Year's Eve 1844, the SER formally took over the Greenwich
operation, leasing the line for £45,000 per annum. The company had assumed
control of an interesting arrangement at Deptford. All of the L&GR’s main
facilities – locomotive and rolling stock workshops, engine shed, and carriage
shed – were situated behind the ‘’up’’ platform. The station was not without
elaboration either, for the L&GR had taken the opportunity to install an
intricate cylindrical tower on the ‘’up’’ side, on the corner of the high
street. Sadly now long gone, readers can rest assured that
similar architecture is still in existence within other structures. The
SER wasted no time in degrading Deptford’s status, and by 1847, Ashford had –
unsurprisingly – taken over all matters relating to locomotive and rolling stock
maintenance. Indeed, the station resided on a rather isolated appendix off the
expanding SER network, and despite the emergence of the North Kent Line in 1849,
the original Greenwich branch did not become a thoroughfare until 1878. Of
course, the Royal Observatory had hindered this process, astronomy taking
precedence over railway operations. However, it would also appear to be during
1878 that rather than a loss, Deptford made a gain, albeit an economical one:
the SER erected one of its trademark single-storey clapboard buildings on the
‘’down’’ platform. A feature which did survive the SER culls of the 1840s was
the engine shed. When absorbed into the SER system, it became sub to the large
complex at Bricklayers Arms. Accompanied by a turntable and carriage shed from
the outset, its retention was no doubt helped by the fact that it was situated
on a short terminating line – no such facilities had been incorporated into the
station at Greenwich, either. With the opening of the North Kent Line in 1849,
it was joined under the Bricklayers Arms wing by the motive power depot at
Woolwich Arsenal.
In its earliest years, the joint managing committee of the SE&CR endeavoured to
improve commuter services to and from the capital. This saw the emergence of a
small number of large motive power depots to replace smaller sheds opened by the
erstwhile separate SER and LC&DR. Slade Green shed was one of these, coming into
use in October 1899 (although, admittedly, it was an undertaking instigated by
the SER). This large depot, situated out on the bleak Erith marshes, would
eventually take over the functions of both Deptford and Woolwich sheds. Both
sites’ depots closed in 1904 and 1905 respectively, which coincided with
structural rebuilding at the two stations. The revisions at Deptford appear to
have included the demolition of the attractive L&GR cylindrical tower of 1842,
and the erection of then new yellow brick pitched-roof offices behind the ‘’up’’
platform. Of considerable interest, however, is the fact that the original L&GR
doorway entrance on the ‘’up’’ side, at street level, was retained.
It was under the SE&CR that London’s oldest stations – at least in name – were
closed, both Deptford and Spa Road (the latter of which had been re-sited in
1842) seeing their last services on 15th March 1915. The pair’s decommissioning
was a resultant of the general economies and cutbacks made during World War I.
For Spa Road & Bermondsey, as it was then called, it marked the end, but for
Deptford there was light at the end of the tunnel. In 1926, the Southern Railway
reopened the platforms - L&GR, SER, and SE&CR architecture still being in
existence - and then new upward-slanting platform canopies were installed for
the station’s new lease of life. The line through the general suburb of Deptford
was not without incident during the SR’s tenure: on 19th October 1940, the route
received considerable bomb damage during a night air raid.
The platforms have been extended a number of times over the period of more than
one and a half centuries, to reach their present 800-foot length. It was the SER
which lengthened such surfaces eastwards, over the road, and the later abolition
of the locomotive and carriage depots, in addition to the works buildings,
permitted further platform extension in the London direction, on the ‘’up’’
side. Indeed, as far as the trio of North Kent routes are concerned, arguably
the most well known instances of platform lengthening was that undertaken during
the 1954 to 1957 period, to accommodate ten-vehicle EPB formations then being
introduced. This was then followed a fair while later, in 1992, by further
increases in platform length in connection with the ill-fated twelve-vehicle ‘’Networker’’
scheme. It is worth noting that Deptford’s platforms are partially staggered,
and the 1992 modifications mentioned affected the western and eastern ends of
the ‘’down’’ and ‘’up’’ surfaces respectively. Four years earlier, there had
also been some structural alterations. The SER clapboard structure on the
‘’down’’ side was obliterated, as were many others along the North Kent routes
during this period, and the platform canopy on this side was also truncated in
length by two fifths. Since, there have also been further curious alterations:
formerly, the section of the ‘’up’’ platform which passes over the high street,
was lined at its rear by clapboard backing. This was subsequently replaced with
glazing, providing passengers with a view down at the parade of shops. The
aluminium window frames do, however, sit uncomfortably alongside the more
traditional-looking canopies.
On 8th September 2005, planning consent had been received by Lewisham Council for the comprehensive rebuild of Deptford station, at a cost of £25,000,000. The rebuild involves obliterating everything at platform level; thus, it will be a shame to lose the SE&CR building on the ''up'' side, in addition to the typical SR platform canopies. Indeed, we have already seen the destruction of SE&CR architecture only in the Summer of 2006, when developers started from scratch at Woolwich Arsenal. For Deptford, the design of the new station building, again destined for the ''up'' side, is on a par with the international stations due to open at both Stratford and Ebbsfleet (but, of course, on a much smaller scale). On the plus side, however, the adjacent carriage ramp, a Grade II listed structure, will at least be fully restored, and its arches let out to businesses. The whole scheme appears to form part of the London Borough's regeneration efforts in preparation for the 2012 Olympics.
An eastward view from 2nd August 2006 reveals the remaining SR platform canopies. On the
right is the ''up'' side yellow brick pitched-roof station building of the SE&CR. In front of the
latter, on the far right, can be seen an undeveloped grassed area: this marks the former site
of the L&GR's works and locomotive depot. David Glasspool
A westward view on 2nd August 2006 reveals a quite severe curvature through the platforms.
The glazed ''up'' side platform backing, mentioned in the main text, can just be deciphered under
the nearest portion of the platform canopy on our left. David Glasspool
Another eastward view, also from 2nd August 2006, shows the electrically-powered lifting bridge
over Deptford Creek, which celebrated its 40th birthday in 2003. Barges coming through at high
tide would have to book a time slot in advance for the bridge to open. David Glasspool
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