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, too, retained, this also being electrified. 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. All but one of the goods yard tracks were swiftly lifted and the site was subsequently used for car parking, but the goods shed was left standing. The station also retained the electrified loop at this time; this 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.
Looking back at the terminus, but this time on 31st January 2006, we now see No. 466006 departing for Grove Park. Two vehicles is the typical off-peak train length. The platform canopy is of riveted steel construction, but the top brown section of corrugated metal was a later addition by British Rail. © David Glasspool
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. © David Gasspool
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. © David Glasspool
A northward view reveals the branch wending the 1½-miles back to Grove Park. Both Bromley North and Hayes branches were double-track from the outset. © David Glasspool
Return to the Kent Rail Homepage or alternatively, check for Updates.
Website & Copyright information - Links - Contact the Webmaster