Rye

South Eastern Division

Rye remains as a fine example of SER architecture, existing as a reminder of the finesse achieved at stations, before this company’s ‘’economical’’ clapboard approach became standard policy. The origins of the route across the bleak Romney Marsh lay with the Brighton Lewes & Hastings Railway (BL&HR), which received Parliamentary approval in 1845 for a coastal route from Lewes to Ashford, via Hastings. Royal Assent had already been granted to an earlier-formed concern in 1837, for the Brighton to Lewes section, but this scheme had fallen on stony ground, and was subsequently absorbed into the plans of the BL&HR. Seemingly ‘’invading’’ SER territory, the latter company submitted its own proposals to Parliament, which outlined an inland route to Hastings, leaving the Weald of Kent main line at Headcorn, and passing through Tenterden. The SER was partially successful in this attempt: Parliament decreed that the route of the BL&HR was still preferable, for it was strategically located in light of invasion from the Continent; however, it was decided that the SER should build and operate the section of route from Ashford to what later became ‘’Bopeep Junction’’, a short distance west of Hastings. From Bopeep onwards, to Brighton, building work was to be undertaken by the BL&HR.

The double-track line between Brighton and Lewes opened on 8th June 1846, quickly followed by the opening of a single-track extension to Bulverhythe (located 2¼-miles west of Hastings) on 27th of the same month. SER construction was slower, and the Ashford to Hastings route was not opened to passenger traffic until 13th February 1851, Rye coming into use on this date. The station completed here was the antithesis of those wooden fabrications that became associated with the SER throughout its history, but the layout nevertheless demonstrated features typical of the company. The double-track line was served by a pair of staggered platforms, an arrangement synonymous with rural stations on the SER network. The platforms were linked at their ends by a track foot crossing, and the positioning of the surfaces ensured that passengers only ever walked behind a stabled train, reducing the risk of people being struck by a departing service. The ‘’down’’, Hastings-bound platform was host to the main building, a splendid three-storey-high symmetrical structure. Designed by architect William Tress (whom was also responsible for a number of those stations on the latterly opened SER Hastings route via Tunbridge Wells), the building was to an Italianate design, worthy of the historic town of Rye. It was constituted of red brick, was lined on its outer edges by stone, and comprised a main three-storey-high central section, flanked on either side by smaller two-storey-high appendices. The structure was 55-feet in length, comprised three slated pitched roof sections, and must have been an impressive spectacle in the days when it was reached by means of a head-on tree-flanked approach road. Despite the grand nature of the main building, the ‘’down’’ platform lacked a canopy, and the ‘’up’’ surface was similarly without any form of protection from the elements. Both platforms were backed at their rears by timber fencing, as per those which continue to be so treated at Pluckley.

The station was conveniently sited for this important town, which had become a ‘’Cinque Port’’ in 1336. As a result, goods facilities here became somewhat extensive, sidings existing either side of the ‘’down’’ platform. An 80-foot-long goods shed, of red brick construction with a slated pitched roof, was established 35 yards south of the main station building. This was a through affair, and served one of two Hastings-facing sidings which terminated behind the ‘’down’’ platform, against the wall of the station structure. A third, Ashford-facing siding also existed on the same site, although access to it required a headshunt manoeuvre onto the goods shed track. Directly opposite the yard, on the ‘’up’’ side of the line, existed a 135-yard-long Ashford-facing siding, and this in turn also acted as a headshunt facility for a shorter, 25-yard-long Hastings-facing stub. At the Ashford end of the station layout, across the running lines from the ‘’up’’ platform, existed a second goods yard site. This was host to four sidings, three of which were Hastings-facing, the longest extending for 150-yards in length. Like the aforementioned ‘’up’’ side stub, the fourth siding was a shorter affair, access being acquired by means of a head shunt manoeuvre. The stub terminated at a wagon turntable, which not only led to an additional pair of short sidings, but also provided a direct link to the ‘’up’’ side stub, by means of a track running perpendicular across the two running lines (this appears to have doubled-up on the same site as the track foot crossing). The yard was, without doubt, comprehensive: a dedicated coal depot was in evidence; a three-storey high water tower, with a timber-clad base, was provided; finally, there was a plethora of cattle pens – in fact, a cattle market was established beside the yard. The tank supplied a water column situated adjacent to the ‘’down’’ line, opposite the ‘’up’’ platform.

The layout was initially signalled by the SER, and no less than two of this company’s trademark timber signal boxes, complete with sash-style windows, were in evidence at the site. Level crossings were present immediately north and south of the layout, and each became host to the aforementioned signal cabins. The crossing at the Hastings end of the layout boasted a standard two-storey SER cabin, whilst that at the Ashford end of the layout was a much smaller hut-like affair. Further reflecting the extensive nature of the site, each crossing keeper was provided with his own house, positioned immediately adjacent to their respective level crossings. In 1893, Saxby & Farmer was drafted in to re-signal the Ashford to Ore (exclusive) line. As a result, Rye became host to a third signal box, positioned beside the ‘’up’’ line, immediately opposite the ‘’down’’ side station building. This was built to a standard Saxby & Farmer design, complete with a brick base, a timber upper half, and a gabled slated pitched roof (examples of this design also appeared on the SER’s Canterbury line at Sturry and Wye, to name but two). The then new signal box comprised a frame of thirty levers, but the existing SER cabins were retained as gate boxes at the level crossings. A separate ground frame of nine levers was brought into use at the junction with the Rye Harbour branch, which resided just under half a mile to the south, and had a trailing connection with the ‘’down’’ line.

The SE&CR Joint Managing Committee formally came into effect on New Years Day 1899, and within its first few years of existence, improvements were made at Rye. These included the installation of a 55-foot-long sloping-roofed platform canopy on the ‘’down’’ side, attached to the main building’s western elevation and running for its full extent. This was adorned with the attractive clover-patterned valance first pioneered under the SER (the rebuilt Grove Park and Chislehurst stations being fitted with this very design in the same era). The ‘’up’’ platform became host to an attractive 30-foot-long waiting shelter, which demonstrated a mild backward-sloping roof, and came complete with an attractive canopy – the valance of the latter was of the same ilk as that on the ‘’down’’ side. Attached to the shelter’s Ashford elevation was a gentlemen’s toilet, whilst within the structure itself could be found a diminutive office for the Station Master. Finally, the SE&CR installed a lattice footbridge across the running lines immediately south of Ferry Road Level Crossing, at the Hastings end of the layout.

The station came under the control of the Southern Railway in 1923, and during this decade, the company installed its standardised swan neck gas lamps, complete with ‘’Target’’ name signs. As at many stations, these lamps were simply formed by retaining the wrought-iron post of the ex-SER diamond-shaped lamp, and changing the lamp head to the swan neck design. Circa 1930, the ‘’down’’ side main building was subject to a 45-foot single-storey extension from its Ashford elevation. This was built in sympathy with Tress’ structure, and comprised red brick similarly lined with stone. Complete with a slated pitched-roof, the extension came into use as a parcels office. In 1939, an air raid shelter was commissioned to the east of the main station building; by this time the diminutive wagon turntables had been removed.

Under British Railways, the ‘’Target’’ name signs were replaced with the then standard ‘’Totems’’. As part of the Kent Coast Electrification Scheme, approved in February 1956, proposals outlined extending third rail from Ore, along the whole of the line across the Romney Marsh, to join up with those lines radiating out of Ashford, which were also to be electrified. The SR had previously launched scheduled electric services between Brighton and Ore on 4th July 1935. Since there was little space to stable electric stock at Hastings, third rail was taken beyond to Ore, where room was available for the building of an EMU shed. This ensured that empty stock did not take up much needed platform capacity at the rebuilt Hastings station. Preparation work for the BR scheme began in 1960, and involved the erection of a prefabricated concrete footbridge between the platforms at Rye, replacing the existing track foot crossing. As a consequence, a banner repeater signal was installed for ‘’down’’ services, now that the footbridge served as an obstruction to the signalling. Despite these modifications, a subsequent reappraisal of the electrification scheme saw the scrapping of the Ashford to Ore electrification. Previously, on 9th June 1958, a diesel service operated by four two-vehicle Hampshire/Berkshire DEMUs had commenced along the route, and these proved to be successful. Degrading of the layout at Rye ensued thereafter, commencing with the closure of the goods shed building on 9th September 1963. Decommissioning of the ‘’up’’ siding, complete with stub, occurred on 4th October 1966. The closure of the siding which fed the goods shed followed two years later, on 9th November 1968, but the ‘’down’’ sidings, alongside the cattle pens, remained in existence.

Infrastructure cutbacks were made along the route during 1979: on 29th April of that year, work began on singling that section of line in-between Appledore and Ore. A passing loop was retained at Rye, and the opportunity was taken at this time to install colour light signalling. Track simplification at the station involved the removal of the trailing crossover at the Hastings end of the ‘’down’’ platform – previously there had been a further two trailing crossovers, these having been decommissioned on 26th September 1966. Singling was formally deemed complete on 30th September 1979, on the commencement of single line working based on a Tokenless Block system. The level crossings either side of the station became automatic, complete with warning lights and full lifting barriers, resulting in the abolition of traditional crossing gates and the SER cabins. Swan neck lampposts, complete with BR Totems, were still in evidence in 1975, although it is doubtful as to whether they survived up until the 1979 singling works. In their place were installed metal lampposts and plain BR black and white signs. Demolition of the substantial goods shed occurred in August 1983.

Rye today remains as an attractive station, retaining Tress’ historically important station building, in addition to the Saxby & Farmer cabin of 1893. Recent enhancements have included the installation of traditional-looking lampposts, supporting electric lighting. These were commissioned during 2007, and augment the still extant SE&CR ‘’down’’ platform canopy and ‘’up’’ waiting shelter.

March 1989

A Hastings-bound view from the prefabricated concrete footbridge of 1960 shows that the single-track section

commences before Ferry Road Level Crossing. The vacant strip of land in-between the Saxby & Farmer signal

box and the running lines is the former site of the ''up'' siding. On the left is William Tress' masterpiece, whilst

on the extreme left, lower, is the Southern Railway's parcel depot extension. The SE&CR platform canopy, now

roofed with tarmac, still retains its attractive clover-patterned valance. The goods shed was positioned just

beyond the station building, its site now becoming part of an enlarged approach road. © David Glasspool Collection

March 1989

An Ashford-bound view shows a still extant ''down'' siding, the SE&CR waiting shelter, and the prefabricated concrete

footbridge of 1960. The track foot crossing had been retained for staff, although was gated. Immediately behind the

footbridge, on the right, can be seen a banner repeater signal, and calling at the ''up'' platform is a Hampshire / Berkshire

DEMU. In the distance is Grove Road Level Crossing, which was automatically controlled by lifting barriers by this time.

The crossing keeper's house had, however, been retained. © David Glasspool Collection

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