Hastings line

Hastings line
standard gauge
Loading gauge	C1
Electrification	Third rail, 750 V DC
Operating speed	90 mph (140 km/h)
Route map (Click to expand)

v t e Hastings line
Legend
London Charing Cross Redhill–Tonbridge line to Redhill 29 mi 42 ch 47.52 km Tonbridge South Eastern Main Line to Ashford International Somerhill Tunnel 410 yd 375 m Southborough Viaduct over Southborough Bourne 32 mi 70 ch 52.91 km High Brooms 33 mi 49 ch 54.09 km Tunbridge Wells goods station site of first Tunbridge Wells station Wells Tunnel 823 yd 753 m 34 mi 32 ch 55.36 km Tunbridge Wells Grove Hill Tunnel 287 yd 262 m Grove Junction Wells Central Line to Three Bridges Strawberry Hill Tunnel 286 yd 262 m 36 mi 53 ch 59 km Frant 39 mi 23 ch 63.23 km Wadhurst Tributary of River Teise Wadhurst Tunnel 1205 yd 1102 m 43 mi 66 ch 70.53 km Stonegate River Rother 47 mi 34 ch 76.32 km Etchingham Rother Valley Railway (K&ESR) to Headcorn Robertsbridge Junction 49 mi 47 ch 79.8 km Robertsbridge Robertsbridge & Pevensey Lt Rly to Pevensey Bay Mountfield Tunnel 526 yd 481 m British Gypsum Mountfield 53 mi 37 ch 86.04 km Mountfield Halt River Brede 55 mi 46 ch 89.44 km Battle 57 mi 50 ch 92.74 km Crowhurst Bexhill West branch line to Bexhill West 60 mi 59 ch 97.75 km West St Leonards East Coastway line to Eastbourne 60 mi 69 ch 97.95 km Bopeep Junction Bo-peep Tunnel 1318 yd 1205 m 61 mi 55 ch 99.28 km St Leonards Warrior Square Hastings Tunnel 788 yd 721 m 62 mi 33 ch 100.44 km Hastings Marshlink line to Ashford International
Mileage from London Charing Cross via South Eastern Main Line[Note 1]

The Hastings line is a secondary railway line in Kent and East Sussex, England, linking Hastings with the main town of Tunbridge Wells, and London via Tonbridge and Sevenoaks. 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

v t e Development of Tonbridge railway station
Legend
May 1842
to Redhill Tunbridge to Ashford
September 1845
to Redhill Tunbridge to Tunbridge Wells to Ashford
1857
to Redhill Tunbridge Junction to Hastings to Ashford
1864
to Redhill Tunbridge Junction to Hastings to Ashford
1868
to Redhill to Charing Cross Tunbridge Junction to Hastings to Ashford
1914
to Redhill to Charing Cross Tonbridge Junction to Hastings to Ashford

The engineer in charge of the construction was Peter W. Barlow and the contractors were Messrs. Hoof & Son.[10] In April 1845 the SER decided that the branch would be double track. A 410-yard-long (370 m) tunnel was required 44 chains (890 m) after leaving Tunbridge. This was named "Somerhill Tunnel" after the nearby mansion. A mile and 54 chains (2.70 km) after leaving Somerhill Tunnel, a 270-yard-long (250 m) viaduct was required. Southborough Viaduct stands 40 feet (12 m) high and has 26 arches. A temporary station was built at Tunbridge Wells as the 823 yd (753 m) Wells Tunnel was still under construction. It was 4 miles 7 chains (4.09 mi; 6.58 km) from Tunbridge. The temporary station subsequently became a goods station.^[2] The first train, comprising four locomotives and 26 carriages, arrived at Tunbridge Wells on 19 September.^[11] Trains from Tunbridge had to reverse before starting the climb to Somerhill Tunnel, as there was no facing junction at Tunbridge. This situation was to remain until 1857,^[12] when a direct link was built at a cost of £5,700.^[13] The old link remained in use until c. 1913.^[14]

The SER was granted permission to

The construction of the line between Tunbridge Wells and Robertsbridge was contracted to Messrs. Hoof & Wyths,[17] subcontracted to Messrs. H. Warden.^[10] By March 1851, the trackbed had been constructed as far as Whatlington, East Sussex, a distance of 19 miles (30.58 km). All tunnels had been completed and a single line of railway had been laid for a distance of 10 miles 40 chains (10.50 mi; 16.90 km) from Tunbridge Wells.^[18] When the 15-mile-40-chain (15.50 mi; 24.94 km) section from Tunbridge Wells to Robertsbridge opened on 1 September, a single line of track extended a further 4 miles (6.44 km) to Whatlington. On the 6-mile (9.66 km) section between Whatlington and St Leonards, 750,000 cubic yards (570,000 m³) out of 827,000 cubic yards (632,000 m³) had been excavated.^[19] Construction of the line between Tunbridge Wells and Bopeep Junction cost in excess of £500,000.^[20]

Deficiencies in the construction of the tunnels

Supervision of the construction was lax,

Wadhurst Tunnel collapsed in 1862 and it was discovered by the SER that the same situation existed there too.[21] Rectification cost £10,231.^[24] By 1877, only one train was permitted in Bopeep Tunnel at a time. The tunnel was partly widened in 1934–35.^[25] In November 1949, serious defects were discovered in the tunnel. Single-line working was put in place on 19 November, 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 5 June 1950.^[26] Mountfield Tunnel was underpinned in 1938–39, remaining open with single-line working in operation.^[23] It partially collapsed on 17 November 1974, resulting in single-line working until 31 January 1975. The line was then closed until 17 March whilst the track was singled through the tunnel.^[25]

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 19 September 1845 while Wells Tunnel was completed. The temporary station later became the goods depot. Tunbridge Wells (later Tunbridge Wells Central) station opened on 25 November 1846.^[2][12][27] The Tunbridge Wells–Robertsbridge section opened on 1 September 1851, with the Robertsbridge–Battle section opening on 1 January 1852. The Battle–Bopeep Junction section opened on 1 February 1852.^[12]

Description of the route

The line climbs steeply out of the Medway Valley at gradients of between 1 in 47^{[Note 3]} and 1 in 300 to a summit south of Tunbridge Wells, the line undulates as far as Wadhurst at gradients between 1 in 80 and 1 in 155 before descending into the Rother Valley, which it follows as far as Robertsbridge at gradients between 1 in 48 and 1 in 485. The line then climbs at gradients between 1 in 86 and 1 in 170 before a dip where it crosses the River Brede. This is followed by a climb to Battle with gradients between 1 in 100 and 1 in 227 before the line falls to Hastings at gradients of between 1 in 100 and 1 in 945.^[12][14]

Bopeep Junction is the junction of the Hastings line with the

Tunnels

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

Tunnels on the Hastings line

Name	Length	Tracks	Details	Photograph
Somerhill[12]	410 yd (375 m)[12]	Single	Somerhill Tunnel is between Tonbridge and High Brooms stations.[12] It was reduced to single track from 19 January 1986.[31]
Wells[12]	823 yd (753 m).[12]	Double	Wells Tunnel is between High Brooms and Tunbridge Wells stations.[12]
Grove Hill[12]	287 yd (262 m)[12]	Double	Grove Hill Tunnel is between Tunbridge Wells and Frant Stations.[12]
Strawberry Hill[12]	286 yd (262 m)[12]	Single	Strawberry Hill Tunnel is between Tunbridge Wells and Frant stations.[12] It was reduced to single track from 21 April 1985.[31]
Wadhurst[12]	1,205 yd (1,102 m)[12]	Single	Wadhurst Tunnel is between Wadhurst and Stonegate stations.[12] It was reduced to single track from 8 September 1985.[31]
Mountfield[12]	526 yd (481 m)[12]	Single	Mountfield Tunnel is between Robertsbridge and Battle stations.[12] It was reduced to single track from 17 March 1975.[25]
Bopeep[12]	1,318 yd (1,205 m)[12]	Double	Bopeep Tunnel is between West St Leonards and St Leonards Warrior Square stations.[12]
Hastings[12]	788 yd (721 m)[12]	Double	Hastings Tunnel is between St Leonards Warrior Square and Hastings stations.[12]

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.^[32] Frant, Wadhurst, Witherenden, Etchingham and Robertsbridge stations opened on 1 September 1851.^[12] Other station openings are detailed below. Stations are listed under their original names.

• Tunbridge

The first station at

Frant station is 36 miles 53 chains (36.66 mi; 59.00 km) from Charing Cross.^[36] The station building is on the down side.^[43]

• Wadhurst

Etchingham station is 47 miles 34 chains (47.43 mi; 76.32 km) from Charing Cross.^[36] The building is on the up side.^[47]

• Robertsbridge

Robertsbridge station is 49 miles 37 chains (49.46 mi; 79.60 km) from Charing Cross.^[36] On 26 March 1900, it became a junction with the opening of the Rother Valley Railway to freight. The line opened to passengers on 2 April 1900,^[48] and was renamed the Kent and East Sussex Railway in 1904. ^[49] The Kent and East Sussex Railway closed to passengers on 2 January 1954 and to freight on 12 June 1962,^[50] except for a short section serving a mill at Robertsbridge which closed on 1 January 1970.^[51]

• Mountfield Halt

Battle station opened on 1 September 1851.^[12] The buildings are in the Gothic style and stand on the up side.^[53] The station is 55 miles 46 chains (55.58 mi; 89.44 km) from Charing Cross.^[36]

• Crowhurst

A siding had existed at Crowhurst from 1877.^[54] The station opened on 1 June 1902 and was located at the junction for the Bexhill West branch line, which also opened the same day.^[55] Despite the line's closure on 14 June 1964, Crowhurst station remains open.^[56] The station is 57 miles 45 chains (57.56 mi; 92.64 km) from Charing Cross.^[36]

• West St Leonards

West St Leonards station opened on 1 October 1887.^[57] The buildings are wood framed and covered with weatherboards.^[58] The station is 60 miles 59 chains (60.74 mi; 97.75 km) from Charing Cross.^[36]

• St Leonards Warrior Square

St Leonards Warrior Square station opened on 13 February 1851^[59] along with a new section of line between Hastings and the LBSCs Hastings & St Leonards station. This gave the LBSC better access to Hastings.^[10][60] It lies between Bopeep Tunnel and Hastings Tunnel.^[61] The station is 61 miles 55 chains (61.69 mi; 99.28 km) from Charing Cross.^[36]

• Hastings

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,^[69] but was not constructed.^[70]

Proposed

In 1856, it was proposed to build a 6-mile (9.66 km) long branch from

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

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.[74] 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 25 miles per hour (40 km/h). Standard 9 feet 0 inches (2.74 m) wide stock would be used.^[75] 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.^[74] 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.^[76] The modernisation to the Hastings line and the introduction of the diesel-electric trains cost £797,000, ^[75] of which £595,000 was the cost of the first seven trains.^[77] A further thirteen trains cost £1,178,840.^[78]

Electrification was finally carried out in the 1980s, as detailed below.

Operators

From 1845, the line was operated by the SER.

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 Redhill taking two hours.^[91] From 1861, Cudworth 2-2-2 "Little Mail" class locomotives were introduced.^[94] In 1876, the Sub-Wealden Gypsum Co built a 1 mile (1.61 km) long line from a junction south of Mountfield Tunnel to a gypsum mine located in Great Wood, Mountfield.^[95] This line was still in operation as of 2007.^[96] Bogie carriages entered service on the line in 1880.^[90] In 1890, the winter service was eleven trains each way, of which five were fast.^{[Note 6]} An additional two trains daily operated between Tunbridge Wells and Wadhurst. By 1910, this had increased to twenty trains each way, of which twelve were fast, plus the extra two Wadhurst services. Four trains ran on Sundays. The service was reduced during World War I, but Sunday services had increased to seven by 1922.^[91]

By the 1930s the line was worked by

By 1948, the service was sixteen trains, of which seven were fast. An additional three trains ran as far as Wadhurst. In 1957, the service was eighteen trains daily, of which nine were fast. There were nine trains on Sundays. The Schools Class locomotives worked the line until 1957 when steam was withdrawn on the Hastings line. Diesel-electric multiple units of what became British Rail Class 201, 202 and 203 (the "Hastings Diesels") took over working the route.^[91]

Under British Railways, classes

Special narrow bodied

The 6S units were intended to be introduced into service in June 1957. On 5 April a fire at Cannon Street signal box disabled all signalling equipment there. As a result, locomotive-hauled trains were banned from the station. A temporary signal box was commissioned on 5 May and the 6S units were introduced on peak services the next day. Two units coupled together formed the 06:58 and 07:26 Hastings–Cannon Street services in the morning, and the 17:18 and 18:03 Cannon Street–Hastings services in the evening. From 17 June the 6S and 6L units were working services throughout the day. The 6B units entered service between May and August 1958.^[107]

The Hastings Diesels had almost completely replaced steam by June 1958.^[108] With the introduction of the Hastings Diesels, an hourly service was provided. This split at Tunbridge Wells, with the front portion running fast to Crowhurst and the rear portion stopping at all stations. The service ran every two hours on Sundays.^[91] The Hastings Diesels also worked services on the Bexhill West branch line until closure on 14 June 1964.^[56] On 22 December 1958, 6L unit 1017 collided with 6B unit 1035 at Tunbridge Wells Central.^[109][110]

In 1962, twelve

On 28 October 1983, it was announced that the Hastings line was to be electrified. Reasons that decided the issue included a commitment by British Rail to eliminate asbestos from all stock in service by 1988 and the increasing cost of maintaining the then ageing Hastings Diesels. The scheme was to cost £23,925,000. Electrification was finally completed in 1986, the line was electrified using 750 V DC third rail using standard rolling stock, and the expedient of singling the track through the narrow tunnels. The tunnels either side of Tunbridge Wells Central station were not singled because the fact that the south portal of Wells Tunnel and north portal of Grove Hill Tunnel were at the ends of the platforms meant it was impossible to install pointwork without reducing the length of platform available. A speed restriction was imposed through Wells Tunnel. Parliamentary powers were sought in 1979 to bore a second Grove Hill Tunnel, but there was much opposition from local residents. This, and the high cost, caused the proposal to be abandoned. The track in Grove Hill Tunnel was relaid on a concrete base, allowing alignment to be precisely controlled.^[116]

The line was declared to conform to the standard

• On 4 October 1852, a passenger train was derailed between
  formation was flooded and washed away. Both engine crew members were injured.^[125]
• On 21 June 1856, a passenger train derailed between Tunbridge Wells and Tunbridge Junction, killing the driver and injuring the fireman and a passenger.[126]
• On 25 October 1859, almost 250 yards (230 m) of track was washed away between St Leonards and Bexhill, affecting the Hastings line.^[127]
• 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.^[128]
• 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 262 yards (240 m) east of the station. Eleven of the 40 passengers were injured.^[129]
• On 22 February 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.^[130]
• On 29 August 1896, the locomotive of a Charing Cross to Hastings train was derailed near Etchingham when it collided with a traction engine and threshing machine using an occupation crossing.^[131]
• 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.^[132]
• On 6 January 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.^[133]
• On 23 December 1958, 6L unit 1017 collided with 6B unit 1035 at Tunbridge Wells Central. Eighteen people were injured, with three of them admitted to hospital.^[109][110]
• On 8 November 2010, a passenger train operated by Class 375 unit 375 711 failed to stop at Stonegate station due to maintenance errors in respect of the train's sanding apparatus. The train overran the station by 2 miles 36 chains (2.45 mi; 3.94 km). Following the incident, Southeastern reduced the interval that the sand hoppers were to be refilled from seven days to five days.^[134] The company was fined £65,000 and ordered to pay £22,589 in costs.^[135]
• 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.^{[136][137][138][139][140]} Southeastern was criticised by Hastings and Rye MP Amber Rudd over poor customer service during this period.^[141] By 12 March, the section between Wadhurst and Robertsbridge had reopened,^[142] with full service being restored on 31 March.^[143]

Notes

1. ^ Information for this route-map of the Hastings line was compiled from various sources.^{[144][145][146]}
2. ^ The modern spelling of "Tonbridge" was not adopted as the official spelling until 1870.^[147]
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 1 May 1868.^[148]
5. ^ Mayfield was reached by railway in 1880, with the opening of the Cuckoo Line.^[149]
6. ^ Trains designated as "fast" did not call at every station. "Slow" trains called at all stations.

Footnotes

References

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External links

Wikimedia Commons has media related to Hastings Line.

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