The year 2003 is nearly as significant for the station as 1931. At this time, a major rebuild commenced in the spring, as part of a council redevelopment of the goods yard area. This began with the dismantling of the western-most footbridge, which had provided lift access to the platforms since 1931. The canopies were subsequently cut back by 15-feet at their western ends, to the limits of the remaining passenger footbridge, and their valances completely renewed. The footbridge was extensively altered: it was truncated at its southern end, losing the connection with the main station building, and lift shafts installed, compensating for the loss of the second footbridge. The dock platform, which still retained its SR W-shaped canopy, was abolished, and its site taken over as part of the goods yard redevelopment. The project had been initiated by ‘’Railtrack’’. At the time, the company claimed that the existing Georgian main building of 1931 required restoration at an unjustifiable cost. As a consequence, this structure was bulldozed during 2004, and the distinctive V-shaped outline of the original SER site lost forever. A replacement building, making extensive use of glass, metal, and crème brick, was erected on a new site, sandwiched in-between the old main building and goods yard, running parallel with the platforms. To complement the new building, it was decided to restore a fishing boat and place it upon a landscaped area in front of the station. This arrived at the site by lorry on the morning of Sunday 20th August 2006, and it was thought it would make an ideal central feature to promote Hastings’ maritime heritage. Today, the signal box and prefabricated concrete platforms are all that remain of the 1931 station – the canopies and footbridge have been rebuilt.


Hastings Station: Regulations [Office of Commissioners of Railways, Whitehall, 4th January 1851]


  1. No train to pass signal No. 1 until a white light, or ‘’all right’’ signal, be shown, which will indicate that the previous train has passed through the tunnel, and South Eastern St Leonard’s station.

  2. No train to enter the Hastings Tunnel unless the white light, or ‘’all right’’ signal, is shown at signal No. 2, indicating that the previous train has passed the tunnel, and the points at the junction at the entrance of the Hastings station.

  3. All trains to reduce their speed to four mile an hour before arriving at the points, to go into the platform used by the South Eastern or Brighton Companies, at the Hastings station.

  4. No train to travel between the South Eastern Company’s Hastings station, and the Brighton Company’s station at St Leonard, over any part of the distance at a greater velocity than ten miles an hour.

  5. All trains arriving from Ashford and Rye to be stopped at a ticket platform, at the foot of the incline of 1 in 60, 300 yards from the Hastings station, in order to prevent any train passing down the incline running beyond the points at the junction.

  6. No train to be allowed to leave the Hastings station for St Leonard until a telegraphic communication has been received, indicating that the Hastings tunnel and South Eastern St Leonard’s station are clear.

  7. No train to pass the South Eastern St Leonard’s station signal until a white light is shown, or the ‘’all right’’ signal, to indicate that the passing of the previous train through the tunnel has been telegraphed to the St Leonard’s station.

  8. It is proposed that a signal be placed at the entrance of the Brighton Company’s St Leonard’s station, at least 200 yards to the east of the booking office, to indicate to a train passing out of the St Leonard’s tunnel towards that station, that the station is clear; the speed not exceeding ten miles an hour – the train can thus be stopped if requisite.


Hastings to St Leonards: Regulations over this Section as Recommended by LB&SCR


  1. A distance signal should be provided at the east end of the Hastings tunnel, to be worked from the Hastings station for its better protection, as the junction signal No. 3 will not be visible to a train approaching the station until it has emerged from the tunnel.

  2. As regards the proposed mode of working the signals and telegraphic communication, this appears to the Directors of the London, Brighton, and South Company to be unnecessarily complicated; but they do not wish to make any objection, provided it be distinctly specified that the proposed system of signalling is to be worked only for the bona fide object which the Directors of the South Eastern Company have doubtless in view, of ensuring safety without causing any unnecessary obstruction to the regular trains.


Additional LB&SCR Regulations [Not brought into effect]





Below the semaphore arms are shunt signal discs. These were produced by Westinghouse Brake & Signal

Company, which provided the 84-lever frame for the signal box. A primary use of shunt signals is to permit

movements into and out of sidings, when the ''stop'' signal indicates that the line ahead is not clear. These

shunting movements take place within one block section. When the ''stop'' signal is at ''danger'', but the shunt

signal at ''clear'', a driver can proceed, but at a restricted speed which would allow the train to stop short

of any obstruction which comes into view. In the above photograph, both the semaphore arms and disc

signals are in the ''stop'' position. Bob Fairman


31st December 2004


The semaphore signals remained in 2004, still controlled from the adjacent signal box. The road bridge had

been completely rebuilt, the lattice span being replaced by one of plate girder construction. David Glasspool


31st December 2004


Beyond the road bridge existed, on the left, a staff walkway, and in the background a pair of berthing sidings

and a still operational semaphore signal gantry. The latter, once boasting three signal arms, has now been

reduced to just a pair of semaphores. David Glasspool



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