The south eastern limits of the Victorian urban sprawl from the capital reached Beckenham and Bromley, but stopped a mile short of Hayes, the latter retaining the character of a rural village. The scene changed dramatically after the SR’s programme of electrifying ex-SE&CR suburban lines, which was a contributory factor to a pre-war housing boom. Third rail electric working between Elmers End and Hayes began as early as 21st September 1925, in conjunction with existing steam services, since the branch line was used to train new motormen. The full suburban electric timetable to Charing Cross and Cannon Street from Addiscombe, Beckenham Junction, Bromley North, Elmers End, and Orpington (via Chislehurst), came into force on 28th February 1926. In connection with electrification, the turntable at Hayes was removed, but the run-a-round loop retained. By this time, a replacement signal box had also been commissioned, on the opposite side of the station’s throat to that mentioned earlier. The signal box was an SER-designed timber cabin with sash-style windows and hipped roof, situated upon a solid brick base.

As part of the 1930s housing boom, the terminus at Hayes was rebuilt. In 1934, the old SER timber buildings were taken down and replaced by sturdy brick structures. The latter included a fully enclosed concourse area situated at the head of the platform, the main part of which measured about 45-feet by 35-feet. This comprised a hipped roof, partially glazed, and trellis platform gates, and was reached by a 70-foot-long arcade from the station’s entrance. The arcade incorporated a series of shop spaces for rent on either side, which the SR had similarly provided in 1925 at the rebuilt Bromley North. A “terminating island” platform surface was retained, comprising two faces and extending to 700-feet, which was partially protected by a 200-foot-long canopy built to the SR’s standard “W”-shaped cross section. The run-a-round loop, which had run parallel with the northern platform track from the earliest years, was incorporated in the new layout. Three sidings were kept on the southern part of the site for goods traffic, of which the main commodity handled was coal, and the new station was fully commissioned in 1935 at a cost of £14,000 (£862,700 at 2018 prices). The 1930s housing boom had well and truly arrived at Hayes.

On 15th September 1940, a bombing raid destroyed the majority of the southern arm of shops which had been brought into use with the 1935 station; this section was subsequently rebuilt. As part of the ten-car train scheme, designed to relieve overcrowding on South Eastern Division suburban lines, the station’s platform surface was lengthened in 1957 to accommodate longer electric formations. Thereafter, being a modern suburban terminus, the station structures changed little, but track and signalling alterations have been notable. Public goods facilities were withdrawn on 19th April 1965, although coal had earlier ceased to be handled at the station in 1961. Track lifting in the former goods yard site was evident in 1969.

As part of the 1972-begun “Operation London Bridge”, which aimed to comprehensively rebuild that station, a new signalling centre was commissioned to take control of suburban lines feeding termini at Charing Cross and Cannon Street. Located beside the approaches to the terminus part of London Bridge, the signalling centre’s scope included Hayes and Bromley North branches, in addition to extending as far east as Elmstead Woods, New Eltham, Eltham, and Woolwich. A portion of the Central Division was also covered, specifically from London Bridge to Clapham, East Dulwich, and Anerley. These lines came under the control of the London Bridge Signalling Centre on 20th July 1975. On the Hayes branch, semaphore signal operation was abolished in favour of colour aspect lights and the signal box at the terminus closed.

May 1997

Network SouthEast colours are seen on rolling stock and infrastructure in this view towards the buffer stops, which shows a pair of Class 465s on a weekday afternoon handling school traffic. The red cuboid upon a post on the platform housed television screens for the driver to reference when closing the automatic train doors. © David Glasspool Collection

26th September 2004

Today, the station retains much of its Southern Railway look, with W-shaped platform canopy and brick-built concourse and shopping arcade. Beyond the vegetation screen on the right is the former goods yard site, which had for long been a car park. © David Glasspool

26th September 2004

The residential development on the left of this London-bound view is partially built on the site of the former goods yard, the rest of the area being occupied by the aforementioned car park. The electrified berthing siding, which once existed beside the track of platform 2, had long been lifted, its site succumbing to vegetation. © David Glasspool

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