"PRAR" wrote

Bromley North used to be used as an overnight stabling point (and
possibly a day time one as well). The quail map says the platforms are
10 cars (slam) or 8 cars (networker). The time table used to have a
number of trains at the ends of service with first class accomodation
which were CIGs (or VEPs) going for berthing. I think there were extra
sidings in the past - the bus station looks suspiciously like it's
been built on railway land...

The track layout, according to your ASCII, doesn't appear to have changed
since the 1976 London Bridge resignalling, except that the connections
between the branch and the Up and Down Fast south of Grove Park have been
abolished, and all trains now have to run through the Branch Platform.

For a few years after the resignalling there were through trains to and from
Charing Cross in the Monday - Friday peaks, and these needed to pass on the
branch (or in the morning peak by the Down train using the Down Fast
platfrom at Grove Park while the Up used the Branch platfrom). At the time
there were also occasional London Bridge to Bromley North postals (using
emus with the seats turned, IIRC), so there were a few occasions when both
platfroms were needed at Bromley North.

Although I recall (but can't say when) a siding adjacent to platform 2 at
Bromley North (if you've got the numbering right - the August 1975 MR labels
the eastern platfrom as 2) this isn't shown in the track diagram in the Aug
75 MR, and a 1976 WTT doesn't show any trains going for berthing (and the
last arrival at Bromley North is balanced by an ecs from there to Grove Park
shed). VEPs only arrived on the South Eastern Division in about 1973, and
CIGs considerably later than that.

If Bill Hayles is reading this he may have more information.

Peter