British Rail Classes 201, 202 and 203

The Hastings Line was built by the South Eastern Railway between 1845 and 1852 across the difficult terrain of the High Weald. The line connected Tunbridge[lower-alpha 1] and Hastings via Tunbridge Wells.[3] Due to lax supervision of the contractors who built the tunnels, these were built poorly, with an insufficient number of rings of bricks lining the bore. The solution was to add additional rings of bricks inside the tunnels affected. This led to a restricted loading gauge in the tunnels. Consequently, rolling stock built to this loading gauge had to be used on the line. Between Tonbridge and Grove Junction, "Restriction 1" stock could be used. Between Grove Junction and Battle, "Restriction 0" stock had to be used. From Battle to Bopeep Junction, "Restriction 4"[lower-alpha 2] stock could be used.[5]

From 1931, the Southern Railway[lower-alpha 3] Schools class steam locomotives were introduced to work the Hastings Line.[6] Six Pullman carriages had been built in 1926 for use on the line. A further 104 carriages were built to Restriction 0 between 1929 and 1934. The first proposals to electrify the Hastings Line were put forward in 1937. Two electric locomotives built to Restriction 0 were ordered in that year. A third locomotive of the class was built at a later date than the first two. The April 1937 electrification proposal was deferred, with an alternative proposal being made in October of that year. The Second World War intervened before the scheme could be revived.[4] In 1946, various electrification schemes were at the planning stage.[7]

Post-war, the Southern Railway became part of the new British Railways on 1 January 1948, becoming the Southern Region of British Railways. Work planned by the Southern Railway on the various electrification schemes was not put into effect.[8] The carriages built for the Hastings Line were refurbished at a cost of £100,000 in the early 1950s with the intent of giving them a further ten years' service.[7][9] Approval for the construction of four new sets of eight carriages was given at this time. These vehicles were to be built to the same length as existing stock in use on the Hastings Line, 56 feet 11 inches (17.35 m). The underframes were to be built at Ashford Works.[9] In 1955, the electrification of railway lines in the south east was decided upon. Lines from the London termini to Dover and Folkestone were given priority. It was decided not to electrify the line between Tonbridge and Hastings. The operating department objected to single line sections in tunnels which would have been needed to operate rolling stock built to the standard loading gauge.[7] Further objections were on the grounds of cost and that the necessary works would disrupt traffic on the line for a year.

Due to its extensive experience with electric traction, the Southern Region favoured diesel electric trains. Although these came with a higher initial cost, it was thought that they would be more economic to operate and maintain.[10] Twenty-three six-coach units were to be built.[11] They took set numbers 1001-07 (6S), 1008-19 (6L) and 1031-37 (6B), formerly used by two-car trailer sets used with the pre-war 3SUB electric multiple units.[12] Taylor Woodrow built a new depot at St Leonards-on-Sea, East Sussex, where the Hastings Units were to be serviced and maintained.[13]

All units were powered by two English Electric 4SRKT Mark II diesel engines.[14] These were a development of the 4SRKT diesel engines fitted to diesel multiple units supplied by English Electric to Egyptian State Railways in 1947. The 4SRKT designation stood for 4-cylinder Supercharged Redesigned K-Type for Traction use.[15] Cylinders were 10 inches (254 mm) bore by 12 inches (305 mm) stroke. A Napier MS100 turbocharger was fitted to each engine. An English Electric Type 824/1B generator was driven by the diesel engine. It had a continuous rating of 330 kilowatts (440 hp), 600A at 550V. This supplied power to the traction motors. English Electric 507 or 511s being used. They were freely interchangeable with those in use on Southern Region electric multiple units.[16]

The 6S units were delivered in January 1957, outshopped in the standard green livery, including the ends of the motor coaches. A series of trial running began, based at Eastleigh. The first trial run took place on 17 January 1957. Unit 1001 running from Eastleigh to Fareham. The next day, it ran a circular trip Eastleigh – Andover Town – Basingstoke – Woking – Alton – Eastleigh. On 25 February, unit 1003 made a demonstration trip from Waterloo to Bournemouth West, where it was declared a failure due to an overheated bearing on one of the traction motors. It was returned to Eastleigh for repairs.[28]

The intention was that the Hastings Units would be introduced to traffic during June 1957. However, on 5 April 1957 a fire destroyed the signal box at Cannon Street station in London, severely curtailing services operating in to and out of the station. Following the commissioning of a temporary signal box on 5 May the 6S units entered service the next day, working the 06:58 and 07:26 Hastings – Cannon Street, and the 17:18 and 18:03 Cannon Street to Hastings Services. The first three 6L units, 1011–13, were delivered in May 1957. From 17 June, the Hastings Units were in daily service.[29]

The rest of the 6L units (1014–19) were built in late 1957 and early 1958.[30] The Hastings Units operated almost all passenger trains on the Hastings Line from April 1958. The 6B units (1031–37) were then constructed, with unit 1031 making a test run to Weymouth on 14 May 1958. All were in service by August of that year.[30] From 1962, small yellow warning panels were painted on the ends of the motor coaches. Unit 1018 bring the first so painted.[31]

In 1964, the buffet carriages were removed from units 1031–32. They were replaced by TSOs from unit 1007, which was reduced to four cars and used on Ashford – Hastings services. The two withdrawn buffet cars were stored at Micheldever, Hampshire.[28] Units 1002-04 were disbanded in 1964.[32] This was to allow steam locomotives to be withdrawn from the Tonbridge – Redhill – Reading route.[33] Six new three-car diesel-electric multiple units were formed by using the motor carriage and a second class carriage from the disbanded Hastings Unit and a driving trailer from a 2EPB unit.[32] The first eleven of which had been built to take Buckeye couplers. The engines were uprated to 600 horsepower (450 kW). The new units thus formed were designated 3R (3-car, Reading Line). Due to the difference in body widths between the Hastings Line and EPB stock the quickly gained the nickname "Tadpoles". This name appearing in official documents. The 3R units entered service on 4 January 1965. 6S unit 1007 was lengthened to six carriages at this time.[34]

From mid-1966, the Hastings Units were repainted in an all-over blue livery as they went through the works for repairs. The motor coaches gained full yellow ends from early 1967. A few units, such as 1037, gained full yellow ends whilst still in green livery. Blue and grey livery was introduced in 1967.[35]

In May 1979, two of the 3R units were disbanded, allowing unit 1002 to be reformed, albeit with only five carriages. It regained the sixth in October following the disbandment of two more 3Rs and their replacement on the Tonbridge – Reading service by Class 119 diesel multiple units. The remaining two 3R units were used on Ashford – Hastings services.[36]

Buffet facilities were withdrawn from the 6Bs in May 1980. The buffet car on the 18:45 Charing Cross – Hastings train was specially manned. Such facilities not normally being available on a Sunday. The buffet cars were withdrawn between October 1980 and January 1981 and stored at Basingstoke. They were subsequently scrapped by Mayer Newman at Snailwell, Suffolk. The 6B units were then designated 5L.[37]

On 28 October 1983, it was announced that the line was to be electrified and the Hastings Units would thus be withdrawn from service.[22] The Hastings Units were showing their age, and apart from the first ten sets built, had blue asbestos, which British Rail was committed to eliminating from its trains by the end of 1987.[38] Electrification of the Hastings Line was to cost £23,925,000. Track through four of the tunnels was to be singled.[39] The Hastings Units ran in public service for the last time on 11 May 1986, although unit 1011 ran as a four-car unit until October 1986. Three motor coaches and two carriages remained in service past May 1986 in 3D and 3H units.[40]

• British Rail Class 201
• British Rail Class 202
• British Rail Class 203

• Hastings Diesels Ltd website