old56.jpg) Another September 1961 view taken on the same day as the picture above showing the push-and-pull train waiting at Westerham to return to Dunton Green. There is little sign of any human activity, suggesting the photograph was taken during the off-peak period. Off-peak trains on the Westerham branch often ran virtually empty, a situation common to many branch lines including, as with Westerham, those in the London area. Today, off-peak trains naturally remain quieter but with a fare structure along the lines of '£2000 peak, £20 off-peak' the balance has been somewhat redressed. At Westerham, the damage to the near corner of the platform canopy appears to have been a long-standing feature of later years.
Photo from John Mann collection old44.jpg) In September 1961 Class H No.31518 waits at Westerham with a Maunsell push-and-pull set, probably the by-then-regular set No.610. The goods shed is partially visible on the right while on the platform the pair of steps suggests windows have been cleaned or a new poster has been pasted-up. Perhaps, with closure looming, the mandatory closure notice had just been put on display so passengers could check the alternative bus services.
Photo from John Mann collection old133a.jpg) Class H 0-4-4T No.31308 waits at Westerham while working Tonbridge duty 309. The photograph was taken during the last few weeks of operation. The locomotive was reallocated to Tonbridge, the shed responsible for operating the branch in February 1961. The locomotive had previously been at Brighton shed, from where duties may have included to Horsham via Steyning, to Hailsham and perhaps to Tunbridge Wells West. The child is supposed to be admiring the locomotive or trembling in fear at the sound of the Westinghouse pump but instead is more interested in the camera. The hand-painted lettering on the bufferbeam is unclear but what little can be made out appears to refer to jumper controls. Whatever it says it will apply to the two air pipes beneath it. These were the pipes for the push-and-pull control gear which, when connected, would be carried through to the driving cab at the outer end of the train. Westerham branch locomotives normally operated smokebox-first to Westerham so in this case identical connections on the other end of the locomotive would be connected to the train. The push-and-pull control system used by the Southern was that devised by the LB&SCR and was superior to the vacuum system and infinitely superior to older systems using mechanical linkages. On the right of the image, part of the goods shed is visible and complete with advertisements which, one hopes, were designed to be read easily from the platform.
Photo by Graham Cooke whose father and younger brother are standing beside the engine. Photo from Bullfinch Close web site. old29.jpg) A Class H tank No. 31324 and Maunsell push-and-pull set waits at a tranquil Westerham towards the end of the line's life on 15 October 1961. Judging by the smoke from the chimney, the fire has been pricked but not stoked. It is likely the fire was stoked at Dunton Green and this would suffice for the short round trip on the branch.
Photo by David Pearson  Looking due south-west at Westerham station building with the platform on the far left and the Crown Hotel on the right. Actually, this is a very good model located in the modeller's garage. For more pictures click here.
Photo by Adian Prime old18.jpg) On the final day, 28 October 1961, Class H No.31518 prepares to depart Westerham with a Maunsell push-and-pull set. The locomotive is displaying the familiar Tonbridge shed duty number, 239. This view would have been taken quite early in the day, before the smokebox gained the 'Flyer' inscription and flag. The starter signal is already 'off' and a few people, presumably enthusiasts, are already on the train and leaning out of the windows of the driving trailer.
Copyright photo from Colour Rail 340034 old93a.jpg) This view could have been taken at any time in the final few years of the branch but the enthusiasts give away the fact it is another view from the final day of service, 28 October 1961. The train is Class H No.31518 and Maunsell push-and-pull set No.610. This train operated services until the afternoon when the main line stock and D1 and Q1 locomotives took over although there does appear to have been some overlap, possibly because of duty rosters. This is actually the 2.01pm arrival from Dunton Green which was due to depart at 2.23. This area of the goods yard, foreground, was rather tidier then elsewhere around the site and no doubt because this part of the yard saw more staff
and vehicular activity. Photo by Ian Nolan from his Flickr photostream old137.jpg) On the final day of the Westerham branch service, we find ourselves looking towards the locomotive facilities at Westerham; water tower, site of former engine shed and water crane. The Southern brake van on the right appears in a number of final day images. Wagons would be removed from the branch later that day following the end of the passenger service, a locomotive being sent down the branch for that purpose. No photographs of this final BR operation on the branch are known to exist. Normally the locomotive which worked the last Push-Pull train of the day worked the goods back to Dunton Green but this was not possible on the final day.
Photo by Chris-Knowles-Thomas from Southern E Group web site old30.jpg) Another last day, 28 October 1961, view showing the push-and-pull locomotive No.31518 bedecked with the Union Flag. At Westerham in 1961 things were beginning to look a little shabby and the damaged canopy roof, which appears in numerous photographs, had to wait until the preservationists arrived before being repaired. As things were to transpire, they need not have bothered. On this occasion, it appears, the locomotive has been given a stoking-up and perhaps for the benefit of cameras.
Photo by David Pearson old81.jpg) Another last day, 28 October 1961, view showing the push-and-pull locomotive No.31518 bedecked with the Union Flag. She is working Tonbridge duty 239 and her train is Maunsell set 610. The train is about to work the 2.23pm to Dunton Green, the final push-pull service. As the smokebox inscription informs us, the Westerham branch had a life of just 80 years and for reasons which are beyond the remit of this page many branches built in the later years of the nineteenth century had similarly short lives and had gone before the so-called Beeching closures.
Photo
by Ian Nolan from his Flickr photostream
old150.jpg) The Union Flag on the locomotive means there is no need to repeat details of the train and the date here. The train has just departed Westerham and passed over bridge No.1441 as it propels towards Brasted. To the right, the Westerham Down Distant signal can be seen. This was a 'fixed' signal and thus permanently at caution; this being normal procedure on the approach to termini and where branches junction with main lines. This particular signal is said to have remained in situ for quite some time after the line was dismantled. The leaving in-situ of signals, either complete or post-only, after a line was abandoned was quite common and sometimes a detached signal arm could be found hidden in undergrowth somewhere near the extant post. Locomotive No.31518 was operating Tonbridge duty 239 which took over branch services at 11.50am and operated three round trips before moving elsewhere. On the final day of branch services duty 239 was relieved by the mainline set 277 and locomotive No.31739 which subsequently alternated with No.33029 whereas normally another push-and-pull duty would take over at 2.50pm. The nickname 'Flyer' given to the Westerham branch push-and-pull services may seem incongruous for a short rural branch. The journey of some 4½ miles took 11 minutes; this may appear slow but one has to allow for acceleration, deceleration as well as waiting time at the two intermediate halts. As a result the capable Class H tanks could - and did - attain quite a speed between stops and the train seen above would already be 'getting a move on' as it passed the camera in this scene. The location of bridge 1441 was on Beggars Lane, today the A233, and the lane the photographer stood on was and still is a farm access track. Of further interest is the traffic sign warning of the low bridge which had a 12ft 3in height restriction. These signs were of cast alloy and were once seen everywhere in their various forms. Later versions, using the same symbols and text, were printed onto sheet metal. The warning triangle surmounting the sign contained 'fruit gum' reflectors and sometimes the sign itself was so-fitted. These were to aid drivers at night, the 'fruit gums' catching the light of vehicle headlamps in the same manner as 'cats eyes'. At one time it was possible to drive for long distances with headlamps on main beam but increasing traffic meant driving on dipped beam became more the norm and the 'fruit gums' on these older signs became less effective. These signs were ultimately replaced by the 'Worboys' road signage we are familiar with today. Nevertheless a number of the older signs still survive, mostly in museums but some still exist doing the job they were designed to do thanks to various local councils who have given them heritage status. As with the Westerham branch as a whole, it is hard to appreciate that the above scene lay just beyond the fringe of London. Today the M25 lies a short distance off to the left of this view and although Beggars Lane (now A233) and the farm track still exist there is no evidence that a railway ever passed this point.
Copyright photo from Colour Rail 340887 old85.jpg) D1 No.31739 is seen on the last day at Westerham or, in this case, arriving with the 3.01pm service from Dunton Green. Coaching stick set 277 was normally a Waterloo - Weymouth '10-set' but it was reduced in length to seven cars for use on the Westerham branch. The formation would have been dictated by the length of the run-round loop and platform length was apparently a minor consideration. This was not unusual where special trains, such as enthusiasts’ railtours, were concerned, but on the last day of the Westerham branch the train seen above, together with the Bulleid Q1, were service trains during the later part of the day. One would assume that 'normal' passengers were advised which vehicles would stop in the platforms. On the left Westerham's running-in board adjacent to a gas lamp complete with Southern 'target' nameboard can be seen. At first glance this may appear a rather pointless duplication but the running-in board was further along the platform than the camera angle suggests.
Photo by Ian Nolan from his Flickr photostream old134.jpg) On the last day of service, 28 October 1961, D1 4-4-0 No.31739 has arrived at Westerham following its first run of the day from Dunton Green. A large crowd of railway enthusiasts and other interested observers has gathered, many of them probably having arrived on the train. Some uncertainty surrounds the length of set 277, which was normally a '10-set', with some sources stating it was 6-car length. On enlargement of this photograph it was clearly 7-car. Bulleid Q1 No.33029 also took its turn on the branch alternating with the D1 and with the swapping undertaken at Dunton Green. Readers are reminded the trains operated by the D1, Q1 and set 277 were not specials but normal service trains. Saturday 28 October 1961 was the final day that year of British Summer Time, the clocks being put back one hour during the night of 28/29 October. The final push-and-pull train on the final day of the Westerham branch was operated by Class H No.31518 and numerous photographs of it exist with a suitable smokebox inscription. Less well known is that Class H No.31324 also did a turn on the branch on the final day. Photo by David Pearson Click here for Westerham Station Gallery 8:
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