THE NEWSLETTER OF THE LOCAL HISTORY SOCIETY FOR THE LONDON BOROUGH OF BROMLEY

AUTUMN 1984 PRICE 10p Free to Members

Ten Years O n!We seem to have let the occasion slip by last March,

but in June a column in the Kentish Times began: ‘As the Local History Society of Bromley Borough celebrates its tenth year — ’

Thanks to our new P.R. man Peter Heinecke for a timely reminder. We should indeed celebrate. Our activities over the past ten years have been varied and enjoyable. Meet- ngs are attended by a good proportion of members; we

_^ave held several exhibitions and have stands on occasions such as Keston Field Day and Kent-in-London meetings. The research done by those members who have a leaning that way has been published in a series of excellent book­lets.

Our Newsletter, ‘Bromleage’, keeps everybody in touch and offers a vehicle for short articles (keep them coming please). It was also ten years ago in August, 1974 that the first copy of ‘Bromleage’ was printed for us by Gordon Wright of Raven Studios in Beckenham, and we wish to offer him our sincere thanks for producing this newsletter for us which is much appreciated.

There have been several society projects such as Field Name Indexing and the Church Guide Survey. A more ambitious project is now under way, the production of an

account of ‘Bromley and Around’ a hundred years ago, intended for Publication No. 7.:-

Most of the villages and hamlets in and around Bromhey have been adopted by one or two members, but we are still looking for others who would be willing to take on a few of the smaller areas, e.g. Widmore. So that there is a modicum of comparibility, Strong’s Directory for 1885 is being used as a starting point by everybody, but how this is expanded from newspaper items and census returns and so on will be up to each contributor — but guidance and help is always available, if wanted. We are not looking to have the draft text ready before the end of the year, so that no-one should feel under pressure. None of the contributions need be very long. If you have not done any research before, why not have a go?

Some of our most successful meetings have been held in the further parts of the Borough; but we have not often looked outside the Borough boundaries, and never actually ven­tured outside the Borough boundaries on a Society outing. Perhaps we should think of doing so. Would members like to comment on this? — or on what has been done up to now? — or maybe make some other suggestions for the Society’s Second Decade? Patricia Knowlden.

FUTUREMEETINGS

Thursday Archaeology and the Cray Valley 15th Nov. Dr. Alan Hart Thursday The Pagan side of Christmas 13th Dec. Geoff DoelThe Thursday meetings are held at one of the halls above the Central Library, Bromley and start at 7.45pm.

CONTRIBUTIONSIt is hoped that most of you enjoy reading the articles about the various aspects of local history that appear in these pages.

Have you, the readers, anything to impart about the local history of any part of the London Borough of Bromley?

Any stories, comments, histories, thoughts or short arti­cles that you may have, or may produce, are sure to interest others and if you have anything please contact the editor, whose address you will find at the foot of the last page.

Contributions could be on any aspect and a few ideas would be:- buildings, people, education, transport, medi­cal treatment, church life, shops, businesses, farm life and crops, the streets, local government, the Police and local crime, water supply, gas and electricity supply, change of use of land, clubs, societies, local sport, local politics, etc., etc.

Also if you have any queries that you think other people may help you with we will publish these and forward on any replies. One query to start with: - Has anyone any informa­tion about ‘Nurse Children’ in the area? (Children who were put out to another woman to nurse for any reason).□

SUNDRIDGE PARKAn article on Sundridge Park and the Scott family in the Society’s fourth publication, stated that the house was the combined work of Repton, Nash and Samuel Wyatt. “ ... Repton, a landscape gardener earlier employed at Hol- wood by Pitt, became famous for his transformations and improvements to over two hundred houses and seats all over England. He submitted his ‘Red Book’ for proposed improvements to Sundridge Park. It was his custom to make a survey, staying a day or two at the house, returning after one to three months with his red leather covered book of black and white, and colour illustrated proposed altera­tions to landscape and to house. These ‘Red Books’ now are of great value...” The article later informed that Lt Col. D.V. Packs D.S.O., of Elmfield Bromley Common was the agent for his cousin Sir Samuel Scott Bart, of Sun­dridge for thirty years until Sir Samuel’s death in 1943.

‘‘Sundridge Park Management Centre” learned from Miss Packe, Colonel Packe’s daughter, that after her parents were dead, a red leather covered book had been sent to Sotheby’s to be auctioned. The Management Centre was able to locate and purchase the book, which proved to be Repton’s “Red Book” for Sundridge Park.

Bromley Library, having been informed that the book had been found, was allowed to photograph the book page by page in colour. The set of photographs, suitably con­tained in a red box, can be seen in the Local History Section of the Central Library. □

In 1903 Frank Smith and his cousin, John Milroy, started a small business in Wellington Road, both of them having had experience of motor cars going back to the very first type introduced in England.

Whilst they were operating from Wellington Road they produced in 1907 a 5cwt. solid tyre light delivery van for the Orpington Hand Laundry operating in Chislehurst Road under Mrs. Wallace.

The business prospered and soon they found their pre­mises were too small. They therefore looked around for a larger site and found one at the end of the High Street on the corner of Perry Hall Road opposite to the Pond. This site was very suitable as the main road here was at its widest and there was a good draw in off the road.

They obtained the site in 1912 and after the main building was put up they had it roofed in one span (80’ x 50’) to avoid any centre columns (which would thus have got in the way when moving cars) and equipped the premises with three lathes, two drilling machines, a shaping machine, overhead tackle capable of lifting a car bodily, a coal forge, a gas forge, an acetylene welding plant etc. A gas engine and dynamo provided the electric light, making them the first firm in Orpington to use this form of illumination.

The firm had only really just got under way when the first war broke out and almost immediately one half of the employees went into the army where they remained until the end, though happily all were fortunate in returning unhurt, though some illness was suffered.

The employees left behind, augmented by others not of military age, were engaged in making parts for trench bombs, rifle grenades and fuses with as many as six thousand items per week being turned out by day and night shifts. In 1914 Messrs. Smith & Milroy built a garage in Church Hill which was also used on war production. From 1914 onwards the war items were driven to London by Mr Frank Smith’s sister, Mrs. K. Scott-Murray, one of the first women drivers.

After the war there was an enormous increase in the use of motors and a large business was being done in recondi­tioning lorries, and additional buildings had to be erected. These buildings included a paint shop with a dust proof var­nishing room, a carpenter’s shop, stores etc. and new and improved tools were constantly being added to the plant.

The firm progressed so much that in 1920 they were able to bring out their own motor car which was known as the “Orpington Car” . This was a lOhp light car fitted with a 4 cylinder l,496cc Coventry-Simplex engine with a 66mm bore, a 109.5mm stroke, fitted with 3 speeds and a reverse gearbox and using a ferodo-lined cone clutch driving an enclosed propellor shaft. The wheelbase was 8’ and the car was on sale at the price of £495, obtainable from the sole

The Orpington Car, 1920.

concessionaires who were G.N.U. Motor & Accessories Company of 111 Westbourne Grove, London, W,

This car was a two seater, finished in french-grey with fairly high sides and back with a dickey seat capable of accomodating two persons behind the driving seat. Under­neath this dickey seat was ample room for spare parts and tools. Lighting was provided by a dynamo outfit and the car was said to be very comfortable and easy to drive.

The light delivery van for the Orpington Hand Laundry outside the Wellington Road premises, 1907.

A test run was performed by the “Light Car and Cyc- lecar” , which periodical reported in its issue dated November 6th, 1920, that the car had no difficulty what­soever in surmounting the first hill on Ranmore Common which had a gradient of 1 in 6 with an acute left-hand turn. The car left a third of the hill behind it before a change of gear became necessary and the bend was negotiated with ease and the climb finished in second gear.

After passing over the top of White Downs through Abinger, Gomshall and Shere a further hill of Combe Bot­tom, which had a 1 in 5 gradient with a hairpin bend, was negotiated without the slightest hesitation although the road surface was exceptionally loose. The report goes on to state that the handbrake was certainly positive in action but the footbrake, of the transmission type, was not entirely satisfactory and was in fact in need of adjustment.

Despite its good write up approximately only 20 of the

Smith & Milroy’s High Street Motor Works in 1920.

Orpington Car Advert. 1920.

Orpington Cars were produced, the last being in 1925. The reason was probably because mass-produced cars were being turned out at a somewhat cheaper price.

The business of Smith & Milroy continued on for some long time, and in 1927 had a shilling in the slot machine installed for the sale of petrol. The partnership was dissol­ved in 1930 and Frank Smith retired in 1952. He then took a 100 acre farm at Woodhurst with his son. Frank Smith died on Sunday, 14th April, 1963 aged 82,

There still is a garage and filling station on the site today though the buildings are now somewhat altered. □

RAILWAY HISTORYMembers interested in railway history may like to know that Fred Whyler has written an article outlining the development of the railway system in the Bromley area, covering the period from 1839 to 1923. The Local History Department of the Central Library at Bromley has a copy.n

LONDON’S LOST FORTSIn the last decade of the 19th. century the War Department was perpetually anxious about the risk of French invasion and a possible attack on London. They wanted to construct a ring of defensive positions to protect the capital from the south and east but Parliament would not give approval.

All the War Department could get Parliament to agree to was to approve proposals for the setting up of a chain of “mobilisation centres” to which the Imperial Volunteers (the then equivalent of the Territorial Army) could report in time of war for equipping and organising.

Having got this approval, the War Department then went ahead with the construction of a line of small and large forts with magazines, fields of fire, casemates, loopholed iron shutters, firesteps, gates and doors all in good Beau Geste tradition, and all under the euphemistical label of “mobilisation centres” .

These forts were constructed of concrete between 1890 and 1902 and each had near them a caretaker’s cottage of standard design with three distinctive chimneys, which are a clue to their use.

The forts south of the River Thames were built at Henley Grove and Rewley Hill near Guildford, Denbies near Dorking, Boxhill, Betchworth, Reigate, East Merstham, Fosterdown, Woldingham, Westerham, Halstead and Far- ningham with North Weald the only fort north of the Thames.

Although none of these forts are located in the London Borough of Bromley, the Advanced Depot (railhead) for Westerham and Halstead would have been Orpington.

Fort Halstead is now well known in the area, though I wonder how many people know of it’s origin, while Fort Westerham and Fort Farningham are shown on the map as “disused” .(Taken from ‘Concrete’, Feb. 1982 by Jack Barfoot)

Penge TunnelThis tunnel which carries the railway between Penge East and Sydenham Hill, was built in 1863, when the London, Chatham & Dover Railway Company, laid a line from Bec­kenham to Herne Hill. The bricks for the tunnel were made from the clay out of the ground when the tunnel was dug and also from the area known as Crampton Road. A Mr Crampton was a director of the firm building the tunnel, and gave his name to the road. Thirty-three million bricks were used to line the tunnel which is 2,200 yards long and was built because the L C & D. Company had to have their own route into London. Previously they had used other railway company’s lines for which a toll had to be paid. So they built their own line into London and a very expensive one it was too. The line through the tunnel was opened on 1st July, 1963.

Twenty six years later, in 1889, the Chairman of the L C & D. Company informed the shareholders at their half- yearly meeting, that the Penge tunnel was not in such a sound and substantial condition as could be desired. He added that it was known by those who resided in the neighbourhood that the whole hill was slipping and some­day or other the tunnel would go with it. He did say that this catastrophe might not take place during the lifetime of his listeners. Considering that this was the tunnel used by his own company’s trains, there was not surprisingly, some confusion as to why the Chairman had made this startling statement. It was thought that it would have a prejudicial effect upon the traffic using the line. One view was that he hoped to strengthen his company’s claim to build another

OLD BROMLEAGE NEWS LETTERSThere are still some copies available of most of the earlier issues of the BROMLEAGE News Letters and details of these with the main contents are listed below.

If through any reason you have missed or mislaid the copy that interests you, if you will send a stamped addres­sed envelope (size 9” x 4”) to the editor, John Edwards, at 150 Tubbenden Lane, Orpington, quoting the year and month of the copy required it will be sent to you.May 1975 Hayes Church — Christ Church, Beckenham

— Sundridge— Bromley College.Jan. 1976 Sir Robert Geoffery’s Homes, Mottingham

— Old Manor House, Beckenham —Thomas Young.

April 1976 Farnborough Tombstones.June 1976 Bromley Palace — Italian Villa, Elstree Hill,

Bromley— Hayes Common.Sept. 1976 Plaistow Lodge and Lord Kinnaird.Dec. 1976 Lady Margaret Hospital, Bromley —

Mayfield Coach House, Orpington.June 1977 Shortlands History— Recollections of

Bromley and Biggin Hill.Sept. 1977 Chislehurst Water Tower — Recollections of

70 years ago (Keston and Hayes area).Dec. 1977 Travelling Fish Shop of Orpington — George

Grote, D . C. L., LL. D of Shortlands —Gypsies.

April 1979 Miss E.O. Parr of Bickley.Aug. 1979 F. MedhurstLtd.— George Wythes of

Bickley Park.Dec. 1979 High Elms Estate of Farnborough— John

Evelyn at Bromley — Old Bromley (from Vestry minutes).

Feb. 1980 Listed Buildings of West Wickham — Did Marlowe write Shakespeare’s plays at Chislehurst? — Baloonist Cecil V. Shadbolt.

Sept. 1980 Early Post Offices at Orpington — Penge c.1750— More about Marlowe—Richmal Crompton.

Mar. 1981 Scadbury and the Walsinghams.June 1981 Diary of William Emmett, J.P .— Manorof

Little Orpington— NorthEndFarm, Downe.

line in the area which would avoid the tunnel. This was the line from Nunhead to Beckenham Hill and Shortlands.

In 1884 the L C & D Company had been refused permis­sion to build this line. In 1889 however a group of landow­ners of the district to be served by the line, promoted an independent Bill which was passed by Parliament. On 12th August 1889, a nominally independent Shortlands and Nunhead Railway Company was incorporated to build the line. The first ordinary meeting of the shareholders was held in 1890 under the chairmanship of Sir John F. Len- nard. The directors of the new company were authorised to raise the capital required to build the line. The area to be served by the railway was one specially suited for develop­ment. The principal landowners agreed to take the purch­ased price of the land required for the railway, in the form of shares in the company as they knew that the railway facilities would add enormously to the value of their land. By this new line the L C & D Company would have an alter­native route should the Penge tunnel become unusuable.

The country through which this line was to be built included such areas as Brockley, Catford, Bellingham and Beckenham. It was described as “pretty, undulating and well wooded, the timber is exceptionally fine and plentiful, and the rising ground on each side of the line offers delight­ful sites for residences” . The nearby fields were yielding hay crops and had waving corn. The large boards with “land to let” seen in all directions showed that the owr of the property in the neighbourhood were fully alive to w / benefits which the new line would confer on them. The L C & D Company estimated that every fair sized house served by a railway meant directly or indirectly, a revenue of at least £10 a year to the Company. As the villas at the Bec­kenham and Bromley end of the line were to be of a high class and generally taken by people who had business in London, this estimate was a low one.

The contractors, Lucas & Aird, who built most if not all the local railways, built this Nunhead to Shortlands line very quickly. About 750 men were employed on the work for which nine million bricks were required. Three steam navvies, 4 locomotives and a large stud of splendid horses, for which Lucas & Aird, were famous were used. The line was opened in July 1892, with stations at Beckenham Hill and Ravensbourne, and so on through to Shortlands. It was to be an entirely new service of about 35 trains daily each way and would extend from Shortlands through Bromley to Bickley. It was not to affect the working of the main line through Shortlands, Beckenham Junction, Kent House, Penge East and so on through the Penge tunnel, which was now reported to be as safe if not safer than it was when it was first built.Fred Whyler. y

THE SOUTHERN HEIGHT LIGHT RAILWAYThe proposed Southern Heights Light Railway, subject of a full length article in our Annual Publication No. 6, was the subject of the following verses which appeared in The District Times of 11th. June, 1926. These verses sum up the conditions made for the completion of the line, and were attributed to ‘A.W.B.’

If everything is made secure,And all the cash is provided,If it is absolutely sure That you who have provided To meet a want, will fill a need With procrastination,The Higher Power will say “Proceed, Achieve your inspiration” .

“But do not fail to come to terms With your more important neighbours; Agreement with gigantic firms May ease a pygmy’s labours,Be not precipitate, be still,If you would rest in clover,All obligations you’ll fulfill Before two years are over” .

“Discuss all new town building schemes With those who have to plan them, Consider bridges, roads and streams, And how you are to span them;And if, respecting local rights You walk with righteous cunning.In days to come, those Southern Heights May see your engines running” .

Designed and produced by Raven Studios Ltd., 5 Rectory Road, Beckenham, Kent on behalf o f The Local History Society for the London Boroughof Bromley. Editorial contributions to: J.W. Edwards, 150 Tubbenden Lane, Orpington.