The Hastings line is a secondary railway line in Kent and East Sussex, England, linking with the main town of , and London via and . Although primarily carrying passengers, the railway also serves a gypsum mine which is a source of freight traffic. Southeastern Trains operates passenger trains on the line, and it is one of their busiest lines.

The railway was constructed by the South Eastern Railway in the early 1850s across the difficult terrain of the High Weald. Supervision of the building of the line was lax, enabling contractors to skimp on the lining of the tunnels. These deficiencies showed up after the railway had opened. Rectifications led to a restricted loading gauge along the line, requiring the use of dedicated rolling stock.

Served by steam locomotives from opening until the late 1950s, passenger services were then taken over by a fleet of diesel-electric multiple units built to the line's loading gauge. Diesel locomotives handled freight, also built to fit the loading gauge. The diesel-electric multiple units served on the line until 1986, when the line was electrified and the most severely affected tunnels were reduced from double track to single.

Background

The South Eastern Railway (SER) completed its main line from London to Dover, Kent in 1844, branching off the rival London, Brighton and South Coast Railway's (LBSC) line at . Construction of a single line branch from (modern spelling "Tonbridge") to Tunbridge Wells, a fashionable town where a chalybeate spring had been discovered in 1606, began in July 1844. At the time, Parliament had not given assent for the railway. The bill completed its passage through the House of Commons and the House of Lords on 28July, following which royal assent was granted to the South Eastern Railway (Branch to Tunbridge Wells) Act 1845 (8 & 9 Vict. c. clxvii) on 31July.

The engineer in charge of the construction was Peter W. Barlow and the contractors were Messrs. Hoof & Son. The old link remained in use until 1913.

The SER was granted permission to build a line from Ashford in Kent to St Leonards, East Sussex in 1845. The LBSC reached St Leonards from the following year. This gave the LBSC a shorter route to than the SERs route, then still under construction. The SER sought permission to extend their branch from Tunbridge Wells across the High Weald to reach Hastings. Authorisation for the construction of a line to Hastings was obtained on 18June 1846, In 1847, the SER unsuccessfully challenged the condition that the line between Ashford and St Leonards be completed first. That line was opened in 1851, passing through Hastings and making an end-on junction with the LBSC line from Lewes.

Construction

The Hastings line is built over the difficult, forested, and hilly terrain across the High Weald and sandstone Hastings Beds, necessitating the construction of eight tunnels between Tonbridge and the south coast seaside resort of Hastings. The SER was anxious to construct the line as economically as possible, since it was in competition with the LBSC to obtain entry into Hastings and was not in a strong financial position in the mid-1840s.

The construction of the line between Tunbridge Wells and Robertsbridge was contracted to Messrs. Hoof & Wyths, subcontracted to Messrs. H. Warden. When the section from Tunbridge Wells to Robertsbridge opened on 1September, a single line of track extended a further to Whatlington. On the section between Whatlington and St Leonards, out of had been excavated. Construction of the line between Tunbridge Wells and Bopeep Junction cost in excess of £500,000.

Deficiencies in the construction of the tunnels

Supervision of the construction was lax, which enabled the contractors to skimp on the lining of the tunnels. This manifested itself in March 1855 when part of the brickwork of Mountfield Tunnel collapsed. An inspection of Grove Hill, Strawberry Hill and Wells tunnels revealed that they too had been constructed with too few layers of bricks. Grove Hill Tunnel had been built with just a single ring of bricks and no filling above the crown of the brickwork. The SER took the contractors to court and were awarded £3,500 in damages. However, rectifying the situation cost the company £4,700. By 1877, only one train was permitted in Bopeep Tunnel at a time. The tunnel was partly widened in 1934–35. In November 1949, serious defects were discovered in the tunnel. Single-line working was put in place on 19November, but the tunnel had to be closed completely a week later. The tunnel was partially relined with cast iron segments. It reopened to traffic on 5June 1950. Mountfield Tunnel was underpinned in 1938–39, remaining open with single-line working in operation. It partially collapsed on 17November 1974, resulting in single-line working until 31January 1975. The line was then closed until 17March whilst the track was singled through the tunnel.

Openings

The line was opened by the SER in three main stages: Tunbridge–Tunbridge Wells, Tunbridge Wells–Robertsbridge and Robertsbridge–Bopeep Junction. A temporary station was opened at Tunbridge Wells on 19September 1845 while Wells Tunnel was completed. The temporary station later became the goods depot. Tunbridge Wells (later Tunbridge Wells Central) station opened on 25November 1846.

Tunnels

There are eight tunnels between Tonbridge and Hastings. In order from north to south they are:

{| class="wikitable"

|-

|+ Tunnels on the Hastings line

|-

! scope="col" | Name

! scope="col" | Length

! scope="col" | Tracks

! scope="col" | Details

! scope="col" | Photograph

|-

! scope="row" | Somerhill

|

| Single

| Somerhill Tunnel is between Tonbridge and stations. It was reduced to single track from 19January 1986.

| 150px|alt=Photograph showing the south portal of Somerhill Tunnel, with a London-bound train about to enter.

|-

! scope="row" | Wells

| .

| Double

| Wells Tunnel is between High Brooms and Tunbridge Wells stations.

| 150px|alt=Photograph showing the south portal of Wells Tunnel.

|-

! scope="row" | Grove Hill

|

| Double

| Grove Hill Tunnel is between Tunbridge Wells and Stations.

| 150px|alt=Photograph showing the north portal of Grove Tunnel.

|-

! scope="row" | Strawberry Hill

|

| Single

| Strawberry Hill Tunnel is between Tunbridge Wells and Frant stations. It was reduced to single track from 21April 1985.

| 150px|alt=Photograph showing the north portal of Strawberry Hill tunnel.

|-

! scope="row" | Wadhurst

|

| Single

| Wadhurst Tunnel is between and stations. It was reduced to single track from 8September 1985.

| 150px|ald=Photograph showing the north portal of Wadhurst Tunnel

|-

! scope="row" | Mountfield

|

| Single

| Mountfield Tunnel is between Robertsbridge and stations. It was reduced to single track from 17March 1975.

| 150px|alt=Photograph showing north portal of Mountfield Tunnel.

|-

! scope="row" | Bopeep

|

| Double

| Bopeep Tunnel is between and stations.

| 150px|alt=Photograph showing west portal of Bopeep Tunnel.

|-

! scope="row" | Hastings

|

| Double

| Hastings Tunnel is between St Leonards Warrior Square and Hastings stations.

| 150px|alt=Photograph showing the west portal of Hastings Tunnel.

|}

Stations

The original stations on the Tunbridge Wells to Hastings section of the line are mostly in the Gothic or Italianate styles. These were designed by William Tress. Frant, Wadhurst, Witherenden, Etchingham and Robertsbridge stations opened on 1September 1851. Other station openings are detailed below. Stations are listed under their original names.

Tunbridge

thumb|Tonbridge, July 2009|alt=Photograph showing the exterior of Tonbridge station.

station opened in May 1842. Following the opening of the branch to Tunbridge Wells in 1845, it was renamed to Tunbridge Junction in January 1852, then Tonbridge Junction in 1893, and to its current name in July 1929. The original station stood to the east of the road bridge, whereas the current station, opened in 1864, stands to the west. Trains leaving Tonbridge had to reverse to reach Tunbridge Wells. This arrangement lasted until 1857, when a new section of line was constructed enabling trains to reach the Hastings line without reversal. The station is from via .

Southborough

Southborough station opened on 1March 1893. It was renamed High Brooms on 21September 1925 to avoid confusion with Southborough station on the Chatham Main Line, which had already been renamed Bickley. The station is from Charing Cross. The goods station closed in 1980, with a siding retained for engineers use. The original station was from via Redhill. Following the closure of the Tunbridge Wells– railway on 6 July 1985, the name reverted to Tunbridge Wells. The station is from Charing Cross.

Witherenden

station is from Charing Cross. The buildings are wood framed and covered with weatherboards. The station is from Charing Cross. Through platforms were provided for SER services and a separate terminal platform for LBSC services. The station was rebuilt and enlarged by the SER in 1880 as it was then inadequate for the increasing seasonal traffic. In 1930 the station was rebuilt by the Southern Railway. This entailed closure of the engine sheds at Hastings, with locomotives being transferred to St Leonards. The original station building, by Tress, was demolished and a new Neo-Georgian station building by J. R. Scott was erected. The rebuilt station was completed on 5 July 1931. The new layout provided two island platforms. The station was rebuilt in 2003 by Railtrack. The 1931-built building was demolished and a new structure erected in its place. The station is from Charing Cross via Orpington. In 1902, a branch line was built to , with a new station at the junction with the main line at . This line closed on 14 June 1964.

Authorised

In 1903, a railway was authorised to be built from Robertsbridge to Pevensey, East Sussex. The line was authorised under the Light Railways Act 1896, but was not constructed.

Proposed

In 1856, it was proposed to build a long branch from to Mayfield, East Sussex.

In 1882, an long railway was proposed from to Langney, East Sussex, giving access to . Stations were proposed at Burwash, Dallington, Bodle Street Green, Boreham Street, Pevensey and Langney.

Planned electrification

thumb|One of the Pullman carriages built for the line between 1929 and 1934|alt=Photograph showing a Pullman carriage that was built between 1929 and 1934 to the Hastings line loading gauge.

thumb|One of the [[British Rail Class 70 (electric)|locomotives ordered in 1937 for the proposed electrification of the Hastings Line|alt=Photograph showing one of the three electric locomotives built in 1941 to the Hastings line loading gauge.]]

Electrification of the Hastings line was first considered by the SER as early as 1903. Lack of finance meant that no decision had been made by the time World War I broke out in 1914. It was stated in 1921 that electrification was a long-term aim. In the mid-1930s, the Southern Railway, which had been formed from the SER, LBSC, London and South Western Railway (LSWR) and London, Chatham and Dover Railway (LCDR) in 1923 under the Railways Act 1921, electrified a number of lines. The East Coastway line was electrified in 1935, with a depot being built at Ore, East Sussex. In 1937, it was proposed to electrify the line between and St Leonards Warrior Square at a cost of £1,500,000. The scheme was deferred, with another proposal in 1937 costing £1,300,000 also failing to gain favour before World War II broke out. One of the main reasons that electrification was not given the go-ahead was that non-standard rolling stock would be required. The Southern Railway had provided the line with 104 new carriages and six Pullman Cars between 1929 and 1934. Two electric locomotives were ordered in 1937. They were built to the Hastings line loading gauge.

In October 1946, the Southern Railway announced a programme to electrify all lines in Kent and East Sussex in three stages. The Hastings line between Tonbridge and Bopeep Junction was to be part of the third stage. Track would have been slewed within the affected tunnels with only one train normally allowed in the tunnel. In an emergency, two trains would be allowed in the tunnel at the same time, but restricted to . Standard wide stock would be used. Following the nationalisation of railways in the United Kingdom under the Transport Act 1947, the Southern Region of British Railways shelved new electrification schemes, concentrating on the construction of new steam locomotives. In 1952, the possibility of operating standard rolling stock on the line had been examined. The Operating Department objected to the use of single line sections through the various tunnels. The 1930s stock was refurbished with the aim of extending its service by a further ten years. The first two phases of the Southern Railway's electrification scheme were revived in 1955. This did not include the Hastings line and it was announced in 1956 that a fleet of diesel-electric trains would be constructed to operate the service until the line was electrified. At that time, the rolling stock built in the 1930s was overdue for replacement. The modernisation to the Hastings line and the introduction of the diesel-electric trains cost £797,000, of which £595,000 was the cost of the first seven trains. A further thirteen trains cost £1,178,840.

Operators

From 1845, the line was operated by the SER. In 1899, the SER and LCDR entered into a joint working partnership, the South Eastern and Chatham Railway (SECR). On 1 January 1923, the Railways Act 1921 came into force, resulting in the Grouping. The SECR became part of the Southern Railway (SR). On 1 January 1948, the Transport Act 1947 came into force, and the SR became part of British Railways, with the former SR lines becoming the Southern Region. British Railways was rebranded British Rail on 1 January 1965. On 10 June 1986, Network SouthEast branded trains began operating. On 1 January 1994, the Railways Act 1993 came into force, privatising British Rail. Passenger services were taken over by Connex South Eastern on 13 October 1996. On 27 June 2003, Connex lost the franchise due to poor financial management. The Strategic Rail Authority took over the running of passenger trains from 9 November 2003, using their South Eastern Trains train operating company. On 1 April 2006, Southeastern took over the operation of passenger trains on the route. On 17 October 2021, the franchise was taken into public ownership.

Operation

Steam era (1845–1957)

thumb|[[SR V Schools class|Schools Class 30936 Cranleigh at with a to Hastings train in September 1948.|alt=Photograph showing a Schools class locomotive hauling a Hastings-bound passenger train. These locomotives were built in the 1930s to the Hastings line loading gauge.]]

From the opening of the line, passenger stock consisted of 4-wheel carriages. In 1845, there were eight passenger trains a day from Tunbridge Wells to London, with half that number on Sundays. On 23June 1849, the Royal Train took Queen Victoria and Prince Albert to Tunbridge Wells to visit Queen Adelaide, the Queen Dowager. The train, consisting of the Royal Saloon, two first class carriages and a brake van made the journey from Bricklayers Arms to Tunbridge Wells in 75 minutes. It was driven by James Cudworth, the Locomotive Superintendent of the SER. The return journey took 70 minutes. The Royal Train visited the line again on 18December 1849 conveying Queen Victoria and Princess Alice from Windsor, Berkshire to Tunbridge Wells on a visit to Princess Louise. The journey via Waterloo took 100 minutes. The train was driven by William Jacomb, Resident Engineer of the LSWR, and Edgar Verringer, Superintendent of the LSWR. At Waterloo, driving of the train was taken over by John Shaw, General Manager of the SER and Mr. Cockburn, Superintendent of the SER. The return journey took 105 minutes.

With the opening of the extension to Robertsbridge, there were three trains a day, with two on Sundays. These were augmented by an additional train daily when the extension to Bopeep Junction opened. In 1860, there were seven up trains and six down trains daily; Hastings to London via taking two hours. From 1861, Cudworth 2-2-2 "Little Mail" class locomotives were introduced. In 1876, the Sub-Wealden Gypsum Co built a long line from a junction south of Mountfield Tunnel to a gypsum mine located in Great Wood, Mountfield. This line was still in operation as of 2007. When these units were withdrawn in the mid-2000s, they were replaced by Class 375 Electrostar, Class 465 Networker and Class 466 Networker units.

Train services on the line are provided by Southeastern, and are mostly operated by Class 375 Electrostar, The line retains all its original intermediate station buildings, and is considered a well-preserved example of a Victorian secondary rail route.

Accidents and incidents

A number of accidents have occurred on the Hastings line, none of which have involved the death of a passenger.

  • On 4October 1852, a passenger train was derailed between and when the formation was flooded and washed away. Both engine crew members were injured.
  • On 21June 1856, a passenger train derailed between Tunbridge Wells and Tunbridge Junction, killing the driver and injuring the fireman and a passenger.
  • On 25October 1859, almost of track was washed away between St Leonards and , affecting the Hastings line.
  • On 23 June 1861, a collision between SER and LBSC passenger trains occurred at Bo Peep Junction, injuring around ten people. The SER train overran signals due to excessive speed, insufficient brakes, low rail adhesion or a combination of these factors.
  • On 30 September 1866, the slip portion of a train, which was to be worked forwards to Hastings, failed to stop at Tunbridge due to an error by the slip guard. It crashed into a rake of empty carriages east of the station. Eleven of the 40 passengers were injured.
  • On 22February 1892, a SER locomotive was run into by a LBSC passenger train at Hastings. The passenger train had overrun a danger signal. Both locomotives were damaged.
  • On 29August 1896, the locomotive of a Charing Cross to Hastings train was derailed near when it collided with a traction engine and threshing machine using an occupation crossing.
  • On 29 April 1912, SECR F1 class locomotive No. 216 was working an empty stock train when it suffered the failure of the firebox crown near Tunbridge Wells due to a lack of water in the boiler. Both engine crew were severely injured by escaping steam and jumping from the moving locomotive.
  • On 6January 1930, the rear carriages of a passenger train from Hastings to London were partially buried by a landslip near Wadhurst tunnel. The train was divided and the front part continued on to Tunbridge Wells, where it arrived 100 minutes late.
  • On 23December 1958, 6L unit 1017 collided with 6B unit 1035 at Tunbridge Wells Central. Eighteen people were injured, with three of them admitted to hospital.
  • On 8 November 2010, a passenger train operated by Class 375 unit 375 711 failed to stop at station due to maintenance errors in respect of the train's sanding apparatus. The train overran the station by . Following the incident, Southeastern reduced the interval that the sand hoppers were to be refilled from seven days to five days. The company was fined £65,000 and ordered to pay £22,589 in costs.
  • On 23 December 2013, a landslip at Wadhurst was the first in a series of landslips up to February 2014 which led the line between Wadhurst and St. Leonards Warrior Square being closed and reopened three times, with speed restrictions in place following repairs. The train service was replaced by buses during closures. Southeastern was criticised by Hastings and Rye MP Amber Rudd over poor customer service during this period. By 12 March, the section between Wadhurst and Robertsbridge had reopened, with full service being restored on 31 March.

Notes

  1. Information for this route-map of the Hastings line was compiled from various sources.
  2. The modern spelling of "Tonbridge" was not adopted as the official spelling until 1870.
  3. A gradient of 1 in 47 means that the line climbs (or descends) by 1 foot in 47 feet, or 1 metre in 47 metres horizontal distance.
  4. This was the route of the line during the time that Tunbridge Wells Central Goods served as a passenger station. The line between Tunbridge and Orpington did not open until 1May 1868.
  5. was reached by railway in 1880, with the opening of the Cuckoo Line.
  6. Trains designated as "fast" did not call at every station. "Slow" trains called at all stations.

Footnotes

References

  • Hastings & St Leonards: Railways and Stations, at 1066 online