Bromley North
The only SER structure to survive the
rebuilding was the distinctive all-timber signal box, and this now controlled a
greatly improved layout, still operated by semaphores. Five wholly revised
sidings, which ran for a greater length than the platform surface, were in
existence to the west of the station. Since the new platform and buildings had
been built further to the east than the original station (hence permitting the
ex-SER ‘’up’’ platform to remain in use during the rebuilding works), the siding
that formerly ran along the eastern extremity of the site was abolished. A
single-track pitched-roof goods shed emerged in the re-laid yard, and the
council’s private siding was lifted. An extensive line of coal staithes also
appeared in the yard, flanking one of the sidings for the entirety of its
length. Alongside the western platform track still existed a locomotive
run-a-round loop, for continued steam-haulage in the interim between the
completion of the rebuilding works and the commencement of electric trains.
Electrification came early to this branch, the SR being swift to implement the
LSWR’s 660V D.C. third rail on former SE&CR suburban lines. EMU working was
scheduled to begin down the Bromley, Hayes, and Addiscombe branches on 1st
December 1925, but there was not yet enough electrical current to support a full
electric service. Consequently, commencement of a complete timetable of electric
services was put back to 28th February 1926, concurrent with the start of a
suburban electric timetable on the ex-SER Tonbridge cut-off line as far as
Orpington. As part of the electrification scheme, one of Bromley North’s goods
yard sidings received third rail, to permit the berthing of electric stock. The
locomotive run-a-round loop was also retained, but the points between it and the
western platform line, at the southern extremity of the layout, were later
removed, and the track became a second electrified siding. Nevertheless, steam
engines still retained a presence at the site, these being provided by nearby
Hither Green Depot to work the goods yard. Quicker electric working also saw
passenger numbers boom and come nationalisation, solutions were being sought to
alleviate overcrowding. Unfortunately, Bulleid’s double-decker trains (4DD
Class) were deemed unsuccessful due to long station dwell times, and in 1954,
suburban platforms on the South Eastern Division were lengthened to accept ten
vehicle formations of the 1952-introduced EPB fleet. The surface at Bromley
North was extended to a length of 710-feet, again using prefabricated concrete,
which saw the SER signal box absorbed into the platform. It was at this time
that the platform lampposts, which until this time were of the wrought-iron
swan-neck variety, were replaced by concrete bracket types. Five years later, in
1959, the only remnant of the SER station, the signal box, was taken out of use.
Its replacement came in the form of a brown-brick flat-roofed two-storey affair
controlling colour aspect lights. This was built to the same basic design as
those ‘’power boxes’’ which were appearing along the ‘’Chatham’’ main line in
that year, and was positioned on the ‘’down’’ side of the station approaches,
beyond the end of the platform.
On 20th May 1968, goods facilities were withdrawn from the terminus. The tracks
were swiftly lifted, and the site was subsequently converted into a car park,
but the goods shed building was left standing. The station also retained one
electrified siding for the time being, this being the former locomotive
run-a-round loop immediately adjacent to the western platform track. This siding
finally succumbed in 1975, but the goods shed remained in existence for another
five years. The branch went over to automatic operation as a result of the 1976
London Bridge re-signalling, therefore outside the peak hours, with only one
train operating a shuttle service, the 1959 signal box could be switched out.
The main building witnessed the demolition of its lengthy V-shaped western
appendix in 1980, to make way for a six-storey office block which backed onto
the rear of the former goods yard site. Eight years later, the concrete bracket
lampposts were replaced with metal types.
By 1987, the future of the Bromley North branch was in review, at a time when
cost-cutting was very much on the agenda. The fact that this was a particularly
short appendix off the main line to Tonbridge, lightly used in the off peak
hours, suggested that economical measures could be taken. An unusual
privately-inspired scheme came to light: this proposed converting the existing
shuttle operation to just single-line running. The second track would be
retained, but fourth rail would be installed, and the line would become host to
preserved London Underground stock, becoming an ideal filming location. The
plans even extended to providing an additional platform face at Grove Park for
the Tube stock. This would merely have been an extension of the existing Bromley
North platform face, and would have required the removal of the branch’s
connection with the ‘’down’’ slow line (which, in fact, did eventually happen).
Indeed, no closure or additional degrading plans came to fruition, and this
remains as a short double-track branch which, whilst no longer commanding a
direct train to London, retains a frequent shuttle service throughout the day.
When built, the main central building - complete with belfry - had a lengthy V-shaped appendix on its
left-hand side, which incorporated an estate agent. In 1980, this was demolished, and the office block
which can just be seen on the extreme left was partially built on its site. The façade is seen on 31st
January 2006. David Glasspool
Beyond the SR trellis barriers is a light and spacious covered concourse. This has its own café, which
in turn has a gazebo-covered seating area. This is a tranquil station, despite being situated within a
busy and built-up town. The concourse entrances are viewed on 31st January 2006. David Glasspool
A northward view on 31st January 2006 reveals the branch wending the 1½-miles back to Grove
Park. Both the Bromley North branch and the Hayes branch were double-track from the outset.
David Glasspool
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