Rye

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.

1975

Rye: 1975

The main station building is seen prior to the brickwork being cleaned up. We can just about see the bracket of the ''down'' starting semaphore, at the end of the platform and, in the foreground to the left, an alternative station exit via a gate when the booking office was closed. Note that the goods shed still existed at this time; it is seen just beyond the station building. © Roger Goodrum

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 site had become 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