Dunton Green
This is yet another
station on the South Eastern Division which tells a depressing story of decline,
degrading, and ‘’modernisation’’. Dunton Green came into use with the
Chislehurst to Sevenoaks section of the SER’s Tonbridge cut-off line on 2nd
March 1868. Surrounded by green fields, the station was built to the SER’s
standard, modest clapboard architecture, which was similarly implemented at
nearby Chelsfield and Sevenoaks Tubs Hill. With two platforms in evidence, the
main clapboard building was positioned on the ‘’up’’ side, demonstrating a
virtually identical appearance to the structure still in evidence at
Hildenborough (excluding, of course, the latter’s modifications made by BR). The
‘’down’’ side was graced with a large waiting shelter which demonstrated the
same flat-roofed canopy design of the main station building (with a valance
comparable with that still in evidence at Plumstead). The shelter came complete
with wrap-a-round sides for protection from the elements, and the length of the
structure matched that of the ‘’up’’ side canopy. It is worth noting at this
point that a very similar waiting shelter to the one just described can still be
found at New Eltham, albeit with a modified BR canopy. As per usual with earlier
SER stations, Dunton Green lacked a footbridge from the outset, although such
economical measures were later reversed at many stations when the Board of Trade
began tightening standards near the end of the 19th Century.
Goods provision here was frugal, and just one siding was in evidence, this
trailing off the ‘’up’’ line in a south-westerly direction, to the north of the
platforms. Insignificant this track may have been when first laid in 1868, it
would later see an upsurge in the traffic which would use it, but not
necessarily in the coal capacity it was originally intended for.
On 24th July 1876, a concern known as the ‘’Westerham Valley Company’’ was
formed, when Parliamentary approval was received for the construction of a
4¾-mile long branch from Dunton Green to the organisation’s namesake. The
branch, single-track in nature, brought an array of improvements to the existing
Dunton Green site. Contractors ‘’Stevens & Sons’’ were drafted in by the SER to
re-signal the layout, which provided the station with its first signal box,
immediately beyond the northern end of the ‘’up’’ platform. This was an
all-timber affair, towering at three-storeys in height. The goods siding,
mentioned earlier, was subsequently converted into a through line, forming the
beginning of the Westerham branch, and a third platform, a curved affair, came
into use alongside it. The latter featured an ornate flat-roofed canopy,
harmonious in design with the existing structures. Substantial earthworks
immediately west of the ‘’up’’ platform took place, which included widening the
embankment to accommodate a trio of new northward-facing goods sidings, in
addition to the formation of a completely new embankment to carry the branch
line. Whilst the ‘’down’’ side remained unchanged during these works, the
original ‘’up’’ side saw its canopy roughly double in length, thus matching the
extent of the then new structure on the third platform. These alterations were
combined with the installation of a covered footbridge, identical in style to
that at nearby Chelsfield (bearing a resemblance to a cross between a lattice
design and a prefabricated concrete structure) – the aforementioned lengthening
of the ‘’up’’ side canopy provided a covered walkway all the way up to the
footbridge’s flight of stairs. It was the presence of the footbridge which
required the signal box to be three storeys high, permitting the signalman an
unhindered view across the whole layout. Lastly, a subway appeared, which passed
underneath the Westerham line and linked the forecourt of the main station
building with a footpath to the west. The Westerham branch finally opened on 7th
July 1881.
Between 1900 and 1905, the SE&CR undertook a modernisation and upgrading
programme on its suburban network, to improve London commuter services.
Quadrupling and re-signalling of the line took place between St Johns and
Orpington inclusive, such involving station rebuilds and the opening of
completely new sites. Orpington, Grove Park, and Hither Green stations were
wholly transformed, and a new set of platforms at Elmstead Woods opened as a
consequence of the works. On this occasion, contractors Saxby & Farmer were
brought in to undertake much of the re-signalling of the area, and their work
would appear to stretch down to Dunton Green, and even beyond. Here, the
three-storey high signal box of Stevens & Sons was abolished, and a conventional
two-storey Saxby & Farmer product appeared on the ‘’down’’ side, at the northern
end of the platform. The location of the later signal cabin placed the signalman
on the opposite side of the main running lines to the branch line. Therefore, in
order to exchange the token for the single-track Westerham branch, a series of
ropes were suspended across the main line, between the signal box and branch
platform, for the token to traverse along. During these five years, a new signal
box was not the only feature to arrive at Dunton Green: a replacement footbridge
also emerged. This came second-hand from Grove Park, which had been subject to
complete rebuilding, and follows in the footsteps of a similar recycling act
undertaken by the LC&DR. Indeed, when this concern rebuilt its Chatham station,
the original footbridge was dispatched for reuse at Kearsney.
The Southern Railway’s tenure of the station can mainly be associated with
electrification of the route. Quite soon, the SR began installing third rail on
ex-SE&CR suburban lines to improve service speed, efficiency, and frequency.
Consequently, in 1934, the company extended the southern end of Dunton Green’s
‘’down’’ platform with prefabricated concrete, in preparation for the
commencement of electric services the following year. Scheduled electric
formations subsequently began running through to Sevenoaks from 6th January 1935
onwards, as a result of third rail extension from Orpington (the latter of which
had been host to electric services since 1925, via Bickley Junction).
Naturally, the British Railways era marked the beginning of the decline for this
station. By 1960, both ‘’main line’’ platform canopies had been rebuilt with
plain valances, and the footbridge had lost its roof and glazing. The branch
platform retained its ornate canopy, presumably because it was known that the
Westerham line itself was not long for the world. True this was, for the final
services along the line ran on 28th October 1961. Closure of the branch was
followed just over five months later by the decommissioning of the trio of goods
sidings behind the ‘’up’’ platform. Circa 1968, drastic economies were taken,
and the dreaded ‘’CLASP’’ modular system appeared. All ‘’down’’ side platform
structures were demolished and replaced by a single, featureless CLASP waiting
shelter. The main ‘’up’’ side building survived, complete with canopy, but a
CLASP shelter still appeared immediately to the north of it. Unsurprisingly, all
platform structures relating to the now closed branch line were obliterated, but
the subway, complete with brick surround and roof, remained intact. The signal
box was the next casualty, this last operating on 2nd August 1973, its control
transferring to the ‘’power box’’ at Sevenoaks. Finally, in the ten years
spanning from 1986 to 1996, much original SER clapboard on the South Eastern
Division was demolished, as station modernisation programmes took hold. Within
the latter part of this period, the last remaining structure from the Dunton
Green of 1868 – the main station building – was razed to the ground, leaving
just the featureless CLASP shelters, the lattice footbridge second-hand from
Grove Park, and the subway entrance of 1881. By this time, the station building
was already devoid of its canopy and featuring boarded up windows.
Dunton Green Luggage Label: November 1938. Raymond Fuell
28th October 1961
The sun sets on the final day of operation along the Westerham branch. In this southward view, SE&CR D1
Class 4-4-0 No. 31739 is seen at Dunton Green, upon the branch line spur to Westerham, alongside a group
of enthusiasts. Curving off sharply to the left are the rusting rails of the goods yard, complete with loading
gauge. No. 31739 was also at the end of its operational life, and was withdrawn in the following month.
David Glasspool Collection
20th October 2006
A northward view from 20th October 2006 reveals that the ex-Grove Park lattice footbridge is the only structure
of vintage significance. On the right is a featureless CLASP shelter, whilst the fenced off area on the left marks the
former location of the main clapboard station building. The demolition of this structure, and of the CLASP shelter
on this side, allowed the extension of the car park. On the far right can still be seen the concrete platform backing
of 1934 origin. David Glasspool
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