View source for Marshlink line

{{Short description|Railway line in South East England}}
{{good article}}
{{Use dmy dates|date=February 2024}}
{{Infobox rail line
| box_width        = 
| name             = Marshlink line
| other_name       = 
| color            = 
| logo             = 
| logo_width       = 
| logo_alt         = 
| image            = Southern Diesel Trains serve Rye Station - geograph.org.uk - 1452175.jpg
| image_width      = 
| image_alt        = Two trains alongside each other at a station
| caption          = Two trains stand in the station and passing loop at {{rws|Rye|East Sussex}} at the mid point of the single-track section of the line
| type             = [[Heavy rail]]
| system           = [[National Rail]]
| status           = Operational
| locale           = [[Kent]]<br>[[East Sussex]]<br>[[South East England]]
| start            = {{rws|Ashford International}}
| end              = {{rws|Hastings}}
| stations         = 9
| routes           = {{rws|Ashford International}}–{{rws|Hastings}}<br>branch line to Dungeness (freight only)
| daily_ridership  = 
| ridership2       = 
| planopen         =
| open             = {{Start date|1851|02|13|df=y}}
| event1label      = 
| event1           = 
| close            = 
| owner            = [[Network Rail]]
| operator         = [[Southern (train operating company)|Southern]]
| character        = [[Rural]]
| depot            = {{rws|Ashford International}}<br/>[[Selhurst Train and Rolling Stock Maintenance Depot|Selhurst]]
| stock            = [[British Rail Class 171|Class 171 "Turbostar"]] (2003–)
| linelength       = {{convert|26|mi|21|ch|km|2|lk=on}}
| tracklength      = 
| tracks           = 2 ({{rws|Ashford International}}–{{rws|Appledore|Kent}})<br>1 ({{rws|Appledore|Kent}}–{{rws|Rye|East Sussex}})<br>2 (Passing loop at {{rws|Rye|East Sussex}})<br>1 ({{rws|Rye|East Sussex}}–{{rws|Ore}})<br>2 ({{rws|Ore}}–{{rws|Hastings}})<br>(Branch line to Dungeness also has 1 track)
| gauge            = {{RailGauge|sg|allk=on}}
| old_gauge        = 
| load_gauge       = 
| minradius        = 
| racksystem       = 
| routenumber      = 
| linenumber       = 
| electrification  = None (Ashford International to Ore)<br>750 V DC third rail (Ore to Hastings)
| speed            = {{convert|60|mph|km/h|abbr=on|lk=on}} maximum
| elevation        = 
| website          = 
| map              = [[File:Marshlink line.png|frameless]]<br>([[:commons:File:Marshlink line.png|Click to expand]])
| map_state        = uncollapsed
}}
{{Marshlink Line RDT|collapse=y}}
The '''Marshlink line''' is a [[railway line]] in [[South East England]]. It runs from [[Ashford, Kent]] via [[Romney Marsh]], [[Rye, East Sussex|Rye]] and the Ore Tunnel to [[Hastings]] where it connects to the [[East Coastway line]] towards [[Eastbourne]] and [[Brighton]].

The line was constructed by the [[South Eastern Railway (UK)|South Eastern Railway]] (SER) in the late 1840s as a priority for military traffic. The SER clashed with the rival [[London, Brighton and South Coast Railway]], leading to disputes over the route, planning and operation. After delays, the line opened in February 1851, followed by branch lines to [[Rye Harbour]] in 1854, [[Dungeness (SER) railway station|Dungeness]] in 1881 and [[New Romney]] in 1884. The line struggled to be profitable and it seemed likely that it would close as recommended by the [[Beeching Report]]. All branch lines were closed to passengers by 1967 but the main line was kept open because of poor road connections in the area, and the branch to Dungeness remained open for freight. Though the line has been partially [[single-track railway|single-tracked]] and was slow to be modernised, it has survived into the 21st century.

The Marshlink line is one of the few in South East England that has not been [[electrification (rail)|electrified]], despite regular proposals to do so, and uses [[British Rail Class 171]] DMUs.

==Name==
The name "Marshlink" was first used in the 1970s by the Southern region of [[British Rail]] in an attempt to improve marketing. Some trains had the name painted on the side. The line from {{rws|Tunbridge Wells}} to {{rws|Hastings}} was branded the "1066 line" at the same time.{{sfn|White|1992|p=211}}

==Route==
The line starts at {{rws|Ashford International}}, a major interchange in Kent connecting it to [[High Speed 1]] and the [[South Eastern Main Line]]. Services run southwards from Platforms 1 and 2. Following a brief section of [[single-track railway|single-track]] immediately after a branch from the South Eastern Main Line, the line is then double-track. After {{convert|6+1⁄2|miles}}, it descends on a {{railway gradient|100}} gradient towards {{rws|Ham Street}} (previously Ham Street & Orlsetone), crossing the [[Royal Military Canal]] and entering [[Romney Marsh]] towards {{rws|Appledore|Kent}}.{{sfn|Course|1974|p=66}}{{sfn|Bridge|2017|p=13}}{{efn|The station's formal name includes (Kent) in its title,<ref>{{cite web|url=http://www.nationalrail.co.uk/stations_destinations/APD.aspx|title=Appledore|website=National Rail Enquires|access-date=26 August 2016}}</ref> although [[Appledore (North Devon) railway station|Appledore (Devon)]] station closed in 1917.{{sfn|Barnes|Richards|Barnes|2013|p=82}}}} The next 13 miles through Romney Marsh and the [[River Brede|Brede Valley]] are level track, aside from a handful of river crossings.{{sfn|Course|1974|p=66}}

South of Appledore, a freight-only branch line diverges to serve [[Dungeness nuclear power station]]. The branch originally served [[New Romney]], {{rws|Brookland Halt}}, {{rws|Lydd Town}}, {{rws|Lydd-on-Sea Halt}}, {{rws|Greatstone-on-Sea Halt}}, {{rws|New Romney and Littlestone-on-Sea}} and [[Dungeness railway station (SER)|Dungeness]].{{sfn|Gray|1990|p=228}}{{sfn|White|1976|p=100}}

Beyond Appledore, the line reduces to single-track and crosses the [[River Rother, East Sussex|River Rother]] to {{rws|Rye|East Sussex}} where there is a disused branch to [[Rye Harbour]].{{sfn|Gray|1990|p=211}} The mainline continues to {{rws|Winchelsea}} along the Brede Valley, then climbs uphill at {{railway gradient|90}}.{{sfn|Course|1974|p=66}} It passes through the former {{rws|Snailham Halt}} (closed in 1959),{{sfn|Butt|1995|p=214}} {{rws|Doleham}} and {{rws|Three Oaks}} before entering the {{convert|1402|yards|adj=on}} Ore Tunnel.{{sfn|Body|1984|p=40}}

After the tunnel, the line is double-track and electrified (originally for access to the carriage sidings at Ore but since their removal the lines are used by scheduled trains). After {{rws|Ore}}, the line enters the {{convert|230|yards|adj=on}} Mount Pleasant Tunnel before a {{railway gradient|60}} descent towards Hastings.{{sfn|Course|1974|p=66}}{{sfn|Body|1984|p=106}} From here, the track becomes the [[East Coastway line]].{{sfn|Le Vay|2014|pp=253–254}} Throughout, the line does not follow any particular main vehicle route.{{sfn|Course|1974|p=67}}

==Services==
[[File:Doleham railway station 1.jpg|thumb|right|[[Doleham railway station]] has a very limited service on the Marshlink line.|alt=View of an unstaffed station platform]]
Passenger services are operated by [[Southern (train operating company)|Southern]],<ref>{{cite magazine|url=http://www.railtechnologymagazine.com/Rail-News/mcloughlin-to-join-rail-summit-on-marshlink-line-electrification|title=ESRA comments on new Thameslink/Southern franchise|magazine=Rail Technology Magazine|date=January 2012|access-date=10 March 2015}}</ref> while freight services to Dungeness are run by [[Direct Rail Services]].<ref>{{cite magazine|url=https://www.railmagazine.com/news/rail-features/exclusive-inside-direct-rail-services|title=Inside Direct Rail Services|work=Rail Magazine|date=8 January 2018|accessdate=8 February 2024}}</ref> Trains run hourly between Ashford International and Hastings, stopping at Ham Street, Appledore, Rye, Winchelsea and Three Oaks.<ref>{{Cite web |title=Marshlink Line timetable |url=https://timetables.southernrailway.com/SN/#/timetables/2107/Table%20U |access-date=25 May 2023 |website=Southern}}</ref> The latter two stations were served every two hours alternately until a timetable upgrade in May 2023.<ref>{{cite web|url=https://www.southernrailway.com/travel-information/plan-your-journey/latest-on-our-rail-service|title=Latest on our rail service| website =Southern|date=31 March 2023|accessdate=25 May 2023}}</ref> Doleham (between Winchelsea and Three Oaks) is served by just three or four trains per day each way.<ref>{{cite web|url=https://timetables.southernrailway.com/SN/#/timetables/2398/Table%20U/|title=10 : Hastings to Ashford (timetable)|website=Southern|access-date=25 August 2016}}</ref> 

Trains then stop at Ore and Hastings before continuing on the East Coastway line towards {{rws|Eastbourne}}.<ref name="eastbourneherald.co.uk">{{cite news|url=https://www.eastbourneherald.co.uk/news/plans-to-axe-unpopular-two-carriage-eastbourne-train-service-1-8039111|title=Plans to axe unpopular two-carriage Eastbourne train service|newspaper=Eastbourne Herald|date=4 July 2017|access-date=30 May 2019}}</ref><ref name="sussexexpress.co.uk">{{cite news|url=https://www.sussexexpress.co.uk/news/lewes-losing-out-under-new-rail-timetable-1-8500379|title=Lewes 'losing out' under new rail timetable|newspaper=Sussex Express|date=16 May 2018|access-date=30 May 2019}}</ref> Ore station, in addition to Ashford-Eastbourne services, receives services to Brighton and [[London Victoria station|London]] (hourly to each), which start or terminate there.<ref name=377s>{{cite news|url=http://www.southernrailway.com/southern/news/news-archive/2015/02/southerns-class-377-refurbishment-programme-completes/|title=Southern's Class 377 refurbishment programme completes|work=Southern Railway News|date=25 February 2015|access-date=25 August 2016|archive-url=https://web.archive.org/web/20160915160050/http://www.southernrailway.com/southern/news/news-archive/2015/02/southerns-class-377-refurbishment-programme-completes/|archive-date=15 September 2016|url-status=dead}}</ref>

Ham Street, Appledore and Rye have staggered platforms; passengers could originally cross the line between them, but this was disallowed for safety reasons.<ref>{{cite magazine |title=Staggered Platforms |magazine=Railway Magazine|volume=137|year=1991 |page=221 |date=March 1991 |issue=1079 |editor-first=Peter |editor-last=Kelly |publisher=IPC Magazines |department=Why & Wherefore }}</ref>{{efn|The last crossing over the line at Ham Street was replaced by a footbridge in 2014 after several accidents.<ref>{{Cite web|url=https://www.networkrailmediacentre.co.uk/news/temporary-footbridge-for-ham-street-station-after-level-crossing-incidents|title=Temporary footbridge for Ham Street station after level crossing incidents|website=Network Rail Media Centre|date=22 September 2014|access-date=24 October 2019}}</ref><ref>{{Cite web|url=https://www.networkrailmediacentre.co.uk/news/work-to-improve-access-for-all-at-ham-street-station-in-kent-gets-under-way|title=Work to improve access for all at Ham Street station in Kent gets under way|website=Network Rail Media Centre|date=16 January 2017|access-date=24 October 2019}}</ref>}} Platforms at Three Oaks and Doleham can only accommodate a single carriage and passengers wishing to alight must travel in a particular carriage of the train.<ref name=rus>{{cite web|url=http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/kent/consultation%20responses/b/bexhill%20rail%20action%20group.pdf|title=Letter from Bexhill Rail Action Group to RUS Programme Manager|website=Network Rail|year=2009|page=6|access-date=26 August 2016}}</ref>

==History==

===Construction===
[[File:171 725 Marshlink line.jpg|thumb|right|The Marshlink line passing through countryside near {{rws|Winchelsea}}|alt=Shot of a field with a train running along a straight track in the distance]]

The line was proposed by the [[Brighton, Lewes and Hastings Railway]] (BLHR), founded in June 1844 to construct a link between those three towns in association with the [[London and Brighton Railway]] (LBR). The [[South Eastern Railway (UK)|South Eastern Railway]] (SER) wanted to construct a line between [[Headcorn]], [[Rye, East Sussex|Rye]] and Hastings, but the Parliamentary Select Committee thought there would be insufficient traffic. After an Act of Parliament was passed to construct the Brighton–Hastings line (now the East Coastway line), the LBR thought it would be useful to extend it towards Rye and Ashford, an area otherwise dominated by SER plans.{{sfn|Gray|1990|p=193}} The SER conducted their own survey from Ashford to Rye in the hope that they would be allowed to construct and own the line instead.{{sfn|Gray|1990|p=194}}

During the 1844–45 parliamentary session, the Board of Trade decided to approve the BLHR's plans. The SER were unhappy about this arrangement and during the summer of 1845 abandoned their Headcorn–Rye–Hastings scheme, focusing on Hastings–Rye–Ashford instead.{{sfn|Gray|1990|pp=194,208}} The two companies reached a compromise, by which the BLHR were authorised to build the line from Hastings to Ashford, with a caveat that the SER could take over operation if they wished. The proposed line passed through countryside with only Rye as a significant settlement, so the SER easily persuaded the BLHR to hand over construction rights.{{sfn|Gray|1990|p=208}}

Parliament deemed that the line was of strategic military importance and ordered that it was to be completed before the extension of the [[Hastings line]] from Tunbridge Wells to Hastings.{{sfn|Gray|1990|p=208}}{{sfn|Beecroft|1986|p=7}} As part of the contract, the SER had to pay £10,000 towards refurbishing Rye Harbour, and took responsibility for drainage of the Royal Military Canal which ran close to the line along Romney Marsh.{{sfn|Dendy Marshall|1963|p=290}}

On 27 July 1846, the LBR and BLHR amalgamated with several other lines to form the [[London, Brighton and South Coast Railway]] (LB&SCR).{{sfn|Baldwin|2017|p=22}}{{sfn|McCarthy|McCarthy|2007|p=34}} They became rivals with the SER and complained about a lack of progress.{{sfn|Gray|1990|p=208}} The SER were unhappy about the proposed line from Rye to Hastings via Ore, which they viewed as too expensive compared to the alternative route via [[Whatlington]]. The LB&SCR objected to this route as it was longer, and consequently the SER dropped their proposals that November.{{sfn|Gray|1990|pp=208–209}}

In July 1847, [[George Robert Stephenson]] designed a bridge across the Royal Military Canal near [[Warehorne]], while [[Peter W. Barlow]] designed a [[swing bridge]] over the Rother at Rye. However, the specific route continued to be debated by the SER throughout early 1848.{{sfn|Gray|1990|p=209}} Work from the Ashford–Rye section started in earnest that summer, but subsequent heavy rain slowed construction. Workers propped the line up with hand spikes to prevent rails sinking, and test trains heeled over in the wind.{{sfn|Gray|1990|p=211}} The line was planned as single-track, though this was changed to double-track in June 1850.{{sfn|Gray|1990|p=210}}

The line was planned to be opened on 28 October 1850 by Thomas Farncombe, Lord Mayor of London, who inserted the last brick in both the Ore and Mount Pleasant tunnels. Work on the line was not complete owing to a lack of locally available ballast, so the full ceremony was postponed.{{sfn|Gray|1990|pp=210,211}}<ref>{{cite news|title=The Ashford, Rye, and Hastings Railway|newspaper=The Times|date=29 October 1850|page=5|url=http://tinyurl.gale.com/tinyurl/ByXkq1|access-date=21 October 2019}}{{subscription required}}</ref> The opening date was moved to 1 January 1851, but this was cancelled following signalling problems.{{sfn|Gray|1990|p=211}} The line eventually opened on 13 February 1851, though this was hampered by the rivalries between the companies. The SER blocked LB&SCR trains entering Hastings, not recognising them as the legal successors to the BLH.{{sfn|White|1992|pp=34–35}} After a court case the two companies agreed to share the station's facilities for both lines.{{sfn|Le Vay|2014|p=257}}{{efn|Because of this rivalry, Hastings station only opened with one through platform. The station was rebuilt in 1931 to allow more services.{{sfn|Mitchell|Smith|1987|loc=fig. 1}}}} Even after opening, there were complaints in early 1852 that the line was not completely finished, and it was still marked "nearly complete" in March 1853.{{sfn|Gray|1990|p=211}} The dispute between the SER and the LB&SCR was not fully resolved until 5 December 1870, when the former was allowed to run trains to {{rws|St Leonards Warrior Square}}.{{sfn|White|1992|p=35}}

The railway opened with four intermediate stations between Ashford and Hastings at Ham Street, Appledore, Rye and Winchelsea.{{sfn|Course|1974|p=66}} There were almost no other places of significance along the line.{{sfn|Course|1974|p=67}} Some stations were not near the settlement they served; for example, Appledore station is around {{convert|1.5|miles}} from the village itself.{{sfn|White|1976|p=97}} Four trains per day ran each way on the line, reducing to two on Sundays.{{sfn|Mitchell|Smith|1987|loc=Passenger Services}} Few changes were made to the railway during the 19th century, aside from minor signalling work and some additional buildings.{{sfn|Gray|1990|pp=212–213}} It was not declared profitable by the SER until 1895.{{sfn|Gray|1990|p=214}}

To make money and boost traffic on the line, the SER agreed to hold unlicensed [[boxing]] matches on Romney Marsh. On 29 January 1856, a special train ran from {{rws|London Bridge}} to Appledore for a prize fight between [[Tom Sayers]] and [[Harry Poulson]]. Sayers won the fight, which was reportedly rigged by the SER for £1,000. The company was accused of "aiding and abetting a breach of the peace".{{sfn|Gray|1990|p=212}}

===Branches from Rye===
In 1846, a short branch was proposed from Rye station towards Rye Harbour. It was {{convert|3/8|miles}} long and only used for freight, ending by the River Rother at a pier.{{sfn|White|1976|pp=137–138}} The line opened in March 1854.{{sfn|Dendy Marshall|1963|p=290}} It was almost derelict by 1955, and closed on 29 January 1960.{{sfn|White|1976|p=138,171}}{{sfn|Mitchell|Smith|1987|loc=fig. 40}}

The [[Rye and Camber Tramway]] was a separate {{convert|3|ft}} gauge line the other side of the river. It was proposed in 1895 with an initial budget of £2,800.{{sfn|McCarthy|McCarthy|2007|p=49}} A {{convert|1+3/4|miles|adj=on}} section from [[Rye (R&CT) railway station|Rye]] to Golf Links Halt opened on 13 July 1895, followed by a {{convert|1/2|miles|adj=on}} extension to [[Camber Sands]], opening on 13 July 1908. The line was closed in 1939 following competition from bus services and was temporarily part-converted to road during the war. It was returned to railway after hostilities ended, but the line was impractical to repair to full use and hence closed permanently.{{sfn|White|1976|pp=146–147}}

In 1901, the [[East Sussex Light Railway]] proposed a connection from {{rws|Northiam}} on the [[Kent and East Sussex Railway]] to Rye. The SECR objected, and it was abandoned.{{sfn|Gray|1998|p=96}}

===Branch to Dungeness and New Romney===
[[File:Footpath crosses a dismantled railway near Lade (geograph 2248026).jpg|thumb|An obsolete stile over the former 1937 realignment of the line from Lydd to New Romney, closed since 1967|alt=A stile over open fields]]
The SER had tenuous plans to build a cross-channel passenger ferry terminal at Dungeness, which would provide a dedicated route from London to Paris.{{sfn|Mitchell|Smith|1987|loc=Historical Background}} In 1859, the Town Clerk of New Romney suggested a line should be built from Folkestone to Rye via Dymchurch and Lydd, but the SER was not interested. However, in 1866 they became favourable about a branch line from Appledore, as it could support their international train proposals. An Act of Parliament to build the line was obtained on 30 July that year, which included a branch to [[Denge Beach]]. On 5 August 1873, the SER were authorised to extend the line to Dungeness with a {{convert|100|yards|adj=on}} pier and landing stage. Progress stalled on the line in the 1870s and the SER were in danger of a rival railway taking over construction.{{sfn|Gray|1990|p=227}}

{{Infobox UK legislation
| short_title           = Lydd Railway Act 1881
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for making a Railway from Appledore to Lydd, in the county of Kent, and for other purposes.
| year                  = 1881
| citation              = [[44 & 45 Vict.]] c. v
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 8 April 1881
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/44-45/5/pdfs/ukla_18810005_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Lydd Railway (Extensions) Act 1882}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1882
| citation              = [[45 & 46 Vict.]] c. clv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 24 July 1882
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/45-46/155/pdfs/ukla_18820155_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Lydd Railway (Extension) Act 1883}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to authorise the Lydd Railway Company to make a Railway from Loose to Headcom in the County of Kent to raise further money and for other purposes.
| year                  = 1883
| citation              = [[46 & 47 Vict.]] c. cli
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 2 August 1883
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Lydd Railway (Various Powers) Act 1885}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to confer upon the Lydd Railway Company further Powers with reference to their own undertaking and for other purposes.
| year                  = 1885
| citation              = [[48 & 49 Vict.]] c. lxxxiii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 16 July 1885
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/48-49/83/pdfs/ukla_18850083_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
The development of the artillery range at Lydd increased the potential for traffic, so the newly formed '''{{visible anchor|Lydd Railway}}''' proposed their own bill to work on the Appledore–Lydd branch line, which was passed as the '''{{visible anchor|Lydd Railway Act 1881}}''' ([[44 & 45 Vict.]] c. v). The Lydd Railway Company was promoted by [[Robert William Perks]].<ref>See [https://www.rwperksproject.com.au/life-family/crane-ch4/ Chapter 4 of the "Denis Crane" 1909 Biography of Perks], p. 74.</ref> Construction began on 8 April 1881, with [[Thomas Andrew Walker]] as the Contractor for the work, and the line opened to Dungeness on 7 December that year.{{efn|The line was freight-only beyond Lydd; full passenger services to Dungeness opened on 1 April 1883{{sfn|Mitchell|Smith|1987|loc=Historical Background}}}} Most trains ran through to Ashford, though a few services terminated at Appledore.{{sfn|Mitchell|Smith|1987|loc=Historical Background}} An act for the northward branch to New Romney was granted on 24 July 1882, the line opening on 19 June 1884.{{sfn|Gray|1990|p=228}}{{sfn|White|1976|p=97}} The line was not a financial success, and the Lydd Railway was absorbed into the SER in 1895.{{sfn|Gray|1990|p=228}}

By the early 20th century, trains were running direct from Charing Cross to New Romney via Ashford and Appledore on summer Sundays.{{sfn|White|1976|p=99}} The branch line became important during World War I, when camps were established on the shingle wasteland between Lydd and Dungeness. During this time, the line catered for both infantry and horse traffic.{{sfn|Mitchell|Smith|1987|loc=figs. 67–69}} A passing loop past Appledore was removed in 1920. At the New Romney end, one of the sidings adjoining the station was extended to serve the [[Romney, Hythe and Dymchurch Railway]].{{sfn|White|1976|p=98}}

The line was realigned to be closer to the coast in the 1930s, to attract holiday traffic along the coast between Dungeness and New Romney. The rerouted line opened on 4 July 1937, and included new stations at Lydd-on-Sea and Greatstone-on-Sea.{{sfn|McCarthy|McCarthy|2007|pp=67,68}} At the same time, the branch to Dungeness was closed to passengers.{{sfn|White|1976|p=98}} By 1952, nine trains a day were serving New Romney from Appledore, with two further through trains from Ashford. After electrification of the South East main line in 1962, direct services from Charing Cross were discontinued, and the remaining services were run on diesel-electric stock.{{sfn|White|1976|pp=99–100}}

===Later improvements===
Hastings was poorly served by the railway, as many of the residential areas to the east of the town centre were some distance from the station. In 1872, the SER considered building a new station, but progress stalled until July 1886, when a local landowner offered £1,000 (£{{inflation|UK|1000|1886|fmt=c}} in {{inflation-year|UK}}) to build a station near Ore Tunnel. Ore railway station opened on 1 January 1888.{{sfn|Gray|1990|pp=212–213}}

The original swing bridge over the River Rother east of Rye was proposed to be replaced by a fixed bridge in 1881. The SER were amenable to this as the [[Monk Bretton Bridge]] (that now carries the [[A259 road|A259]] east of Rye) was in planning stages, though the replacement bridge did not open until 1903.{{sfn|Gray|1990|p=213}} In 1899, the SER and the [[London, Chatham and Dover Railway]] created the [[South Eastern and Chatham Railway]] (SE&CR) as a joint operation.{{sfn|McCarthy|McCarthy|2007|p=66}}

In 1907, a [[British steam railcars|steam railcar]] service was introduced on the line in an attempt to increase local traffic. Three additional halts were constructed between Winchelsea and Hastings; Three Oaks, Guestling (later renamed Doleham) and Snailham, all of which opened on 1 July.{{sfn|Course|1974|pp=66–67}}{{sfn|Butt|1995|pp=110,214,229}} Snailham Halt was inaccessible by public road, and could only be reached by a rough track. The station was never modernised, and retained its original wooden platforms.{{sfn|Course|1974|p=67}} Steam railcar services were withdrawn in February 1920 and replaced with [[tank engine]]s.{{sfn|Bradley|1980|pp=32}}{{sfn|Mitchell|Smith|1987|loc=fig. 4}} Snailham Halt closed on 2 February 1959.{{sfn|Course|1974|p=67}}{{sfn|Butt|1995|p=214}}

Following World War I, plans were put forward to construct a chord linking the line eastwards at Ashford towards {{rws|Dover Priory}}. This would allow trains to run between Hastings and Dover without having to reverse. The plans stalled at the design stage and the link was never constructed.{{sfn|Course|1974|p=67}}

At the start of 1923, the SER, LCDR and SE&CR amalgamated with other railways to form the [[Southern Railway (UK)|Southern Railway]] as part of the [[Railways Act 1921]].{{sfn|McCarthy|McCarthy|2007|p=66}} The line was [[electrification (railway)|electrified]] from Hastings to Ore in 1935, and electric services began on 7 July. This was done in order that trains could be serviced in a siding away from the centre of Hastings. The siding closed in May 1986.{{sfn|Mitchell|Smith|1987|loc=fig.6}} It was revived for the Kent electrification scheme Phase 2 of the [[British Railways Modernisation Plan]] in the early 1960s, which included some preparatory work such as a footbridge at Rye. The plans were later dropped.{{sfn|Mitchell|Smith|1987|loc=fig. 50}}

A regular hourly service was introduced in 1959, with additional peak services. This schedule has been largely unchanged.{{sfn|Mitchell|Smith|1987|loc=Passenger Services}}

===Threatened closure===
[[File:Winchelsea Railway Station.jpg|thumb|left|Since the Marshlink line was single-tracked in 1979, [[Winchelsea railway station]] has only used one platform.|alt=Station platform alongside a track]]
The line was recommended for closure by [[Richard Beeching|Dr. Richard Beeching]] in the 1963 [[Beeching Report]] as it attracted less than 10,000 passengers a week.{{sfn|Beeching|1963|p=106}}{{sfn|Beeching|1963|loc=Map 1 & 9}} Like other lines threatened with closure, there was strong opposition, and the route survived because the nearby road network made it impractical to run a replacement bus service.<ref>{{cite news|url=https://www.pressreader.com/uk/kent-messenger-maidstone/20180329/281848644153876|title=Kent train lines fall victim to Beeching report|work=Kent Messenger|date=29 March 2018|access-date=20 October 2019}}</ref> The parallel A259 from [[Hastings]] to [[Brenzett]] had several [[level crossing]]s over the line and a [[hairpin bend]] at [[Winchelsea]], all of which remain as of the 21st century.<ref name=mag/>

The local member of parliament for [[Rye (UK Parliament constituency)|Rye]], [[Bryant Godman Irvine]], made a significant Commons speech complaining about the decision to close the line. As well as the A259, he complained that a lack of rail service would cause problems for holidaymakers, children getting to school, and freight. He also discovered a bus took an hour to travel {{convert|19|miles}} between Rye and Ashford.<ref name=rbo_beeching>{{cite news|url=https://www.sussexexpress.co.uk/news/how-the-rye-railway-lineescaped-dr-beechings-axe-2704549|title=How the Rye railway line escaped Dr Beeching's axe|newspaper=Rye and Battle Observer|date=4 April 2013|access-date=5 June 2019}}</ref><ref>{{cite web|url=https://api.parliament.uk/historic-hansard/commons/1963/apr/30/railways#S5CV0676P0_19630430_HOC_322|title=Railways|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=30 April 1963|access-date=25 August 2016}}</ref> To save money and prevent closure, the main line was temporarily single-tracked between Appledore and Ore from June 1965, which lasted until September 1966.<ref>{{cite news|title=Hastings–Ashford to be single line|newspaper=The Times|date=30 April 1965|page=9|url=http://tinyurl.gale.com/tinyurl/ByYAT0|access-date=21 October 2019}}{{subscription required}}</ref>

On 23 February 1966, the Ministry of Transport confirmed the branch to New Romney would close to passengers, which happened on 6 March 1967.{{sfn|White|1976|p=100}} It was kept open for freight as far as a [[nuclear flask]] loading and unloading point just outside [[Dungeness (headland)|Dungeness]].{{sfn|Course|1974|p=68}} This branch continues to run a regular service for this purpose, and occasional special passenger trains have been run for rail enthusiasts.{{sfn|Oppitz|2003|p=82}}{{sfn|Gammell|1986|p=25}} Shortly afterwards, [[John Morris, Baron Morris of Aberavon|John Morris]], [[Parliamentary Under-Secretary of State]] for the Ministry of Transport, said that the remaining line was under review and would not close without further advice.<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/written-answers/1967/may/05/ashford-ore-line-closure#S5CV0746P0_19670505_CWA_16|title=Ashford-Ore Line (Closure)|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=5 May 1967|access-date=20 October 2019}}</ref> Transport minister [[Michael Heseltine]] said a condition of the line closing would be improvements to buses from Ashford to Ore.<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/written-answers/1970/nov/26/rye-ashford-area-public-transport#S5CV0807P0_19701126_CWA_206|title=Rye-Ashford Area (Public Transport)|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=26 November 1970|access-date=25 August 2016}}</ref>

[[File:Railway Track - geograph.org.uk - 522685.jpg|thumb|The Marshlink line is mostly [[single-track railway|single-track]] between {{rws|Appledore}} and {{rws|Ore}}. At the [[River Tillingham]] bridge in Rye shown, it is clear where the second track once ran.|alt=Close up picture of a railway track over a bridge]]
In 1969, ''[[Railway Magazine]]'' wrote that the line would close completely at the end of the year. In 1971, the ''Kent Messenger'' stated the same,{{sfn|White|1976|p=101}} as did ''The Times'', which also reported the railway was losing around £130,000 a year.<ref>{{cite news|title=Rail closure plea|newspaper=The Times|date=2 August 1971|page=2|url=http://tinyurl.gale.com/tinyurl/ByYmB9|access-date=21 October 2019}}{{subscription required}}</ref> The Mayors of Rye and Winchelsea disputed these figures and pointed out that the line was the fastest connection between the Channel ports and the Sussex coast, and the figures did not include passengers buying tickets at other stations and using the line for part of their journey.<ref>{{cite news|url=https://link.gale.com/apps/doc/CS219641185/TTDA?u=kccl&sid=bookmark-TTDA&xid=4f165b7b|title=The Hastings Line|newspaper=The Times|date=1 November 1971|page=13|accessdate=17 January 2024}}{{subscription required}}</ref>

In December 1973, the Secretary of State for the Environment, [[John Peyton, Baron Peyton of Yeovil|John Peyton]] said the line's future was being discussed with the local county councils.<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/written-answers/1973/dec/05/ashford-ore-railway|title=Ashford–Ore Railway|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=5 December 1973|access-date=20 October 2019}}</ref> On 31 July the following year, the ministry recommended the line for closure but stated that services would run indefinitely for the foreseeable future.{{sfn|White|1976|p=101}}

The line was single-tracked between Appledore and Ore on 1 October 1979, leaving a [[passing loop]] at Rye, in order to reduce maintenance and operational costs. At Winchelsea, the down platform was removed; trains in both directions now stop on the former up platform.{{sfn|Network Rail|2016|p=19}} The overall line speed was reduced from 85&nbsp;mph to 60&nbsp;mph.<ref>{{cite news|url=https://www.ryenews.org.uk/news/aboard-high-speed|title=All aboard the High Speed?|work=Rye News|date=15 June 2017|accessdate=19 January 2024}}</ref> Long-term speed restrictions were put in place, including 40&nbsp;mph between Doleham and Ore<ref name=marshlink_future/> and 20&nbsp;mph across a half barrier level crossing at Winchelsea.{{sfn|Mitchell|Smith|1987|loc=Fig.36}} The restrictions mean that services along the Marshlink line do not make optimum use of the rolling stock, which has a top speed of {{convert|100|mph}}.{{sfn|Network Rail|2016|p=19}}

The construction of the [[Channel Tunnel]] reopened discussions about electrification. In 1990, [[Network Southeast]] hoped to have work complete within four years.<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/lords/1990/may/02/channel-tunnel-road-and-rail-links|title=Channel Tunnel: Road and Rail Links|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=2 May 1990|accessdate=18 January 2024}}</ref> In January 1992, the Minister for Public Transport, [[Roger Freeman, Baron Freeman|Roger Freeman]], announced plans for British Rail to start electrification by 1995.<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/written-answers/1992/jan/16/hastings-ashford-line#S6CV0201P0_19920116_CWA_10|title=Hastings-Ashford Line|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=16 January 1992|access-date=21 October 2019}}</ref>

===Privatisation===
Following the [[privatisation of British Rail]], the line was operated by [[Connex South Eastern]] from 1996, later transferring to [[Connex South Central]].<ref name=connex/><ref>{{cite report|url=http://data.parliament.uk/DepositedPapers/Files/DEP2008-1359/DEP2008-1359.pdf|title=South Central Franchise Consultation|work=Department for Transport|date=May 2008|access-date=5 June 2020}}</ref> After [[Eurostar]] services began stopping at Ashford International in 1996, direct services were introduced on the Marshlink line beyond Hastings to Eastbourne and Brighton for the first time in 60 years.{{sfn|Mitchell|1996|p=95}}

By 1998, traffic on the line had improved by around 17–20%.<ref name="connex">{{cite news|url=https://www.railwaygazette.com/news/connex-consolidates-after-performance-wobbles/28179.article|title=Connex consolidates after performance wobbles|work=Railway Gazette|date=1 May 1998|access-date=21 October 2019}}</ref> In 2000, Connex lost its rail franchise following criticism of its management and performance.<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/uk/988016.stm|title=Connex loses rail franchise|work=BBC News|date=24 October 2000|accessdate=12 March 2024}}</ref> [[Norman Baker]], MP for [[Lewes (UK Parliament constituency)|Lewes]] described a Marshlink service as "a 1954 diesel train, which shunts along like Thomas the Tank Engine at about 10 mph from Ashford to Hastings."<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/westminster-hall/2001/oct/31/rail-services-east-sussex|title=Rail Services (East Sussex)|first=Norman|last=Baker|author-link=Norman Baker|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=31 October 2001|access-date=21 October 2019}}</ref> The franchise was awarded to Govia, taking over operations in 2001, and rebranding as Southern two years later.<ref>{{cite web|url=https://www.southernrailway.com/about-us/company-information|title=Company information|website=Southern|accessdate=12 March 2024}}</ref>

The line closed for nine weeks between January and March 2012 for essential repair work to Ore tunnel, which was at risk of seeping water. The embankment between Ashford International and Ham Street was repaired, and the bridges next to Doleham and Three Oaks were rebuilt. There was also maintenance to signals to increase train speeds along the line. Network Rail planned to complete the work before patronage increased during the summer.<ref>{{cite news|url=https://www.bbc.co.uk/news/uk-england-15083796|title=Ore Tunnel work to close Marshlink rail line|work=BBC News|date=27 September 2011|access-date=21 October 2019}}</ref><ref>{{cite news|url=https://www.bbc.co.uk/news/uk-england-16466819|title=Ashford-to-Hastings rail line closes until March|work=BBC News|date=9 January 2012|access-date=21 October 2019}}</ref> The closure was criticised by MPs whose constituencies the line ran through, who questioned why the entire line had to close in one go as opposed to individual sections at a time.<ref>{{cite news|url=https://www.bbc.co.uk/news/uk-england-15416087|title=MPs join forces over Ashford to Hastings rail closure|work=BBC News|date=22 October 2011|access-date=21 October 2019}}</ref> A peak-time shuttle service between Ashford and Rye was cancelled in 2020.<ref>{{cite news|url=https://www.kentonline.co.uk/ashford/news/trains-cancelled-120756/|title=Train cancellations between Rye and Ashford International|work=Kent Online|date=17 February 2017|access-date=30 May 2019}}</ref><ref>{{cite news|url=https://www.ryenews.org.uk/community/shuttle-returns-for-the-day|title=Shuttle returns – for the day|work=Rye News|date=1 June 2023|accessdate=19 January 2024}}</ref>

From 2001, there were proposals to build an additional station at {{rws|Park Farm}}, between Ashford International and Ham Street. These were strengthened by the development of the new [[Finberry]] estate to the southeast of Ashford.<ref>{{cite news|url=https://www.kentonline.co.uk/ashford/news/new-train-station-still-on-119479/|title=Optimism growing over new train station in Park Farm, Ashford|work=Kent Online|date=25 January 2017|access-date=28 October 2019}}</ref> In December 2018, Ashford Borough Council concluded it was not economically viable or practical to build the station.<ref>{{cite web|url=https://ashford.moderngov.co.uk/documents/s4647/Kingsnorth%20Rail%20Halt.pdf|title=Kingsnorth Rail Halt|website=Ashford Borough Council|date=11 December 2018|access-date=28 October 2019}}</ref>

In May 2018, Southern announced that services to Brighton would terminate instead at Eastbourne. The company said it would improve capacity between Eastbourne and Hastings, and remove a two-carriage diesel service from the electrified and often overcrowded Brighton – Eastbourne line, but it was criticised by various councillors whose wards lay on the route.<ref name="eastbourneherald.co.uk"/><ref name="sussexexpress.co.uk"/>

==Listed buildings==
The Marshlink line contains several [[listed building]]s along its route, which show architectural or historical merit. The original station buildings were designed by [[William Tress]] for the SER and constructed in an Italianate style.<ref name=nhle1252164/><ref name=he/><ref name=nhle1391381/> As Rye was planned to be a main stop, its station is larger than others along the line.{{sfn|Course|1974|p=68}}  
{|class="wikitable sortable"
!
! Location
! Grade
! scope="col" style="width: 130px;" | Date listed
! Notes
|-
|[[File:Queens Road railway bridge, Hastings (geograph 6043878).jpg|frameless|upright=0.7|alt=Railway bridge over a main road]]
|Queen's Road Bridge, Hastings
|II
|14 September 1976<ref>{{NHLE|num= 1043419|desc=Railway Bridge, Queen's Road|access-date=15 October 2019}}</ref>
|Constructed in 1898 to replace the original SER road tunnel which restricted traffic<ref>{{cite web|url=https://www.gracesguide.co.uk/Queen%27s_Road_Bridge_(Hastings)|title=Queen's Road Bridge (Hastings)|work=Grace's Guide|access-date=15 October 2019}}</ref>
|-
|[[File:Rye Station 01.jpg|frameless|upright=0.7|alt=Front of a station building]]
|Rye railway station
|II
|11 April 1980<ref name=nhle1252164>{{NHLE |num=1252164 |desc=Rye Railway Station |access-date=4 October 2019}}</ref>
|
|-
|[[File:Gatekeepers Cottage Rye.jpg|frameless|upright=0.7|alt=Front of a cottage]]
|Gatekeeper's cottage, Rye
|II
|22 September 1987
|The cottage is to the northwest of the Rope Walk level crossing, east of Rye railway station.<ref>{{NHLE|num=1252167|desc=Gatekeeper's Cottage|access-date=4 October 2019}}</ref>
|-
|[[File:AppledoreRailwayStation.jpg|frameless|upright=0.7|alt=View of a track alongside a station building]]
|Appledore railway station and goods shed
|II
|2 July 2001
|At the time of listing, the main station building had been boarded up and was largely architecturally unchanged since its original 1851 build.<ref name=he>{{NHLE |num=1245943 |desc=Appledore Railway Station |access-date=2 October 2019 |fewer-links=yes}}</ref><ref>{{NHLE|num=1245944|desc=Goods Shed at Appledore Railway Station|access-date=15 October 2019}}</ref>
|-
|[[File:Ham Street station. - geograph.org.uk - 934043.jpg|frameless|upright=0.7|alt=View of a station building]]
|Ham Street railway station
|II
|9 May 2005<ref name=nhle1391381>{{NHLE |num=1391381|desc=Hamstreet and Orlestone Railway Station|access-date=15 October 2019|fewer-links=yes}}</ref>
|
|-
|[[File:Rye Station 05.JPG|frameless|upright=0.7|alt=A signal box]]
|Rye signal box
|II
|18 July 2013
|One of only two [[Saxby & Farmer]] Type 12 signal boxes still standing (the other is at {{rws|Wateringbury}})<ref>{{NHLE |num=1415163 |desc=Rye Signal Box |access-date=4 October 2019 |fewer-links=yes}}</ref>
|}

==Accidents and incidents==
:''Accidents occurring at Ashford and Hastings stations are not covered''.
* On 30 April 1852, driver John Hadley was killed at Ham Street station when he went to inspect a locomotive boiler which exploded as he approached it.{{sfn|Gray|1990|p=212}}
* On 27 December 1898, eight passengers were injured when a [[horse box#Railway horse boxes|horse box]] was roughly shunted and collided with the passenger train it was to be attached to at Appledore.<ref name=Appledore1898>{{cite web |url=http://www.railwaysarchive.co.uk/documents/BoT_Appledore1898.pdf |title=(Extract for the Accident at Appledore on 26th December 1898) |author=Board of Trade |access-date=24 November 2016}}</ref>
* On 14 March 1980, an empty stock train comprising five [[British Rail Classes 201, 202 and 203|Hastings Unit]] vehicles derailed at Appledore due to excessive speed through a set of points. The driver was killed. A motor coach was consequently withdrawn from service due to extensive damage.{{sfn|Beecroft|1986|p=63}}
* On 26 April 1984, a train carrying a nuclear flask on the Dungeness goods branch hit a car on an open level crossing close to Brookland. The line had a speed limit of {{convert|5|mph}} and no damage was done to the flask, though the carrying locomotive was slightly damaged. The occupants of the car did not suffer any serious injuries.<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/commons/1984/apr/27/nuclear-waste-level-crossing-incident|title=Nuclear Waste (Level Crossing Incident)|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=27 April 1984|access-date=20 October 2019}}</ref>

==Rolling stock==
[[File:Winchelsea 8 82 copy.jpg|thumb|right|A {{brc|206}} at Winchelsea station in 1982|alt=A diesel train with an old station building in the background]]
[[File:171721 at Ashford International.jpg|thumb|A [[British Rail Class 171|Class 171]] [[Diesel Multiple Unit]] with [[Southern (Govia Thameslink Railway)|Southern]] livery at {{rws|Ashford International}}|alt=A train waiting at a built-up station platform]]
Since the Marshlink line is not electrified from Ashford to Ore, it uses different rolling stock from most of the nearby rail network. The line was originally operated by [[4-4-0]] locomotives. When the railmotor service was introduced, it used stock from [[Kitson and Company]]; following the failure of this service, the line switched to using a variety of tank engines.{{sfn|Mitchell|Smith|1987|loc=Figs.2,4,12}} By 1962, "Thumper" diesel units had been introduced, replacing steam services.{{sfn|Haresnape|1986|pp=17–19}}{{sfn|Robertson|Abbinnett|2012|pp=28,45}} By the late 1970s, [[British Rail Class 206]] units were running on the line.{{sfn|Welch|2004|pp=22–25}}

Southern planned to withdraw this rolling stock after completing electrification of its remaining diesel lines, but the [[Strategic Rail Authority]] rejected the £150 million cost as prohibitive.<ref>{{cite news|last=Webster|first=Ben|title=Nationalised rail network a step closer|newspaper=The Times|date=30 August 2002|page=8|url=http://tinyurl.gale.com/tinyurl/ByZ2A7|access-date=21 October 2019}}{{subscription required}}</ref> Instead, the company introduced [[British Rail Class 171|Class 171]] "[[Turbostar]]" [[Diesel Multiple Unit]]s.{{sfn|Law|2021|p=157}}<ref name=RouteMapA>{{cite web|url=http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2010/Route%20A%20-%20Kent.pdf|title=Network Rail Route Plan A 2010|website=Network Rail|access-date=9 May 2012|archive-url=https://web.archive.org/web/20121001082458/http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2010/Route%20A%20-%20Kent.pdf|archive-date=1 October 2012|url-status=dead}}</ref> The short section from Ore to Hastings is electrified, and in addition to the Class 171s, sees services using [[electric multiple unit]]s such as [[British Rail Class 377|Class 377s]].<ref name=377s/>

The mostly diesel-only line prevents other rolling stock being used, including the [[British Rail Class 375|Class 375]] trains used elsewhere on the South East Mainline, and the [[British Rail Class 395|Class 395]] "Javelin" trains on High Speed 1.{{sfn|Network Rail|2016|p=22}} In the event of a breakdown, the lack of available Class 171s can mean disruption or cancellation of services.<ref>{{cite news|url=https://www.hastingsobserver.co.uk/news/traffic-and-travel/hastings-and-ashford-international-rail-services-to-be-disrupted-for-hours-1-9059216|title=Hastings and Ashford International rail services to be disrupted for hours|work=Hastings Observer|date=4 September 2019|access-date=22 October 2019}}</ref> The Class 171s are maintained at Southern's depot in [[Selhurst Train and Rolling Stock Maintenance Depot|Selhurst]], some distance away from the line.<ref name=mag/> In November 2017, the Chief Operating Officer of [[Hitachi Rail|Hitachi Rail Europe]] suggested the line could use [[British Rail Class 802]] [[electro-diesel multiple unit]] trains, allowing direct running between HS1 and Hastings.<ref>{{cite journal|url=https://www.pressreader.com/uk/rail-uk/20171122/283399127100006|title=New Hybrid Trains for HS1?|journal=Rail UK|date=22 November 2017|access-date=8 February 2018}}</ref>

==Future==
In 2015, [[Amber Rudd]], Member of Parliament for Hastings, campaigned for electrification to start within the next two years, which planned to reduce times to London from Hastings to 68 minutes, and from Rye to under an hour.<ref>{{cite news|url=http://www.hastingsobserver.co.uk/news/local/renewed-calls-for-high-speed-train-services-at-rail-summit-1-6565080|title=Renewed calls for high speed train services at rail summit|newspaper=Hastings Observer|date=6 February 2015|access-date=8 March 2015}}</ref><ref>{{cite news|url=http://www.kentonline.co.uk/kent-business/county-news/new-seaside-service-in-five-15153/|title=High speed service to run between Ashford and Hastings from London after Transport Secretary Patrick McLoughlin attends rail summit|work=Kent Business|date=2 April 2014|access-date=8 March 2015}}</ref> This would require remodelling Ashford International to connect the Marshlink line to HS1, installing power systems, and adding a grade-separated diversion from Rye to the west, in addition to new trains.<ref name=rbo>{{cite news|url=http://www.ryeandbattleobserver.co.uk/news/local/high-speed-for-rye-is-on-track-1-5975013|title=High speed for Rye is on track|work=Rye and Battle Observer|date=4 April 2014|access-date=9 March 2015}}</ref> An alternative proposal was put forward in 2016 that involved [[Electro-diesel locomotive|bi-modal trains]] which would not require electrification on the Marshlink line.<ref>{{cite news|url=http://www.hastingsobserver.co.uk/news/hybrid-trains-alternative-to-electrifying-1066-country-railway-1-7285132|title=Hybrid trains alternative to electrifying 1066 country railway|newspaper=Hastings Observer|date=18 March 2016|access-date=30 July 2017|archive-url=https://web.archive.org/web/20150924093044/http://www.ryeandbattleobserver.co.uk/news/local/high-speed-for-rye-is-on-track-1-5975013|archive-date=24 September 2015}}</ref> The two level crossings with the A259 have been criticised as being inadequate, and a decision would be required with the [[Highways Agency]], who manage the road, as to what work is required to make the upgrades go ahead.<ref>{{cite news|url=http://www.ryenews.org.uk/news/more-give-than-take-on-marshlink|title=More Give Than Take on Marshlink|work=Rye News|date=3 February 2015|access-date=20 August 2016}}</ref>

The Marshlink Action Group is a volunteer group set up in 2003 in the interests of passengers using the line.<ref name=marshlink_future>{{cite news|url=https://www.ryenews.org.uk/opinions/marshlink-future|title=Marshlink future|work=Rye News|date=20 December 2018|access-date=20 January 2020}}</ref> The group are concerned about the line's future, particularly the use of Class 171 DMUs. They have reported that a high proportion of children and the elderly use the line compared to others in the south east, and a lack of additional rolling stock.<ref name=mag>{{cite web|url=http://www.networkrail.co.uk/browse%20documents/market%20studies/london%20and%20south%20east%20market%20study%20consultation%20responses/m/marshlink%20action%20group.pdf|title=Market study response by Marshlink Action Group|website=Network Rail|date=21 July 2013|archive-url=https://web.archive.org/web/20150402114203/http://www.networkrail.co.uk/browse%20documents/market%20studies/london%20and%20south%20east%20market%20study%20consultation%20responses/m/marshlink%20action%20group.pdf|archive-date=2 April 2015}}</ref> In 2016, Rudd chaired a working group to look at short and long-term plans for upgrading the Marshlink line, including the potential accommodation of Class 395 rolling stock.<ref>{{cite news|url=http://www.hastingsobserver.co.uk/news/working-group-set-up-to-bring-high-speed-rail-to-1066-country-1-7249232|title=Working group set up to bring high-speed rail to 1066 country|newspaper=Hastings Observer|date=3 March 2016|access-date=22 November 2016}}</ref> A report from Network Rail in 2016 suggested that third-rail electrification would cost around £100–250 million, and overhead electrification would cost between £250 and £500 million.{{sfn|Network Rail|2016|p=20}}

In May 2018, the Department for Transport allocated £200,000 for further electrification design, with the possibility of completion in 2022 when the existing track life-expires. This provided the possibility of travelling from Ashford to Hastings in 20 minutes.<ref>{{cite news|url=https://www.kentonline.co.uk/ashford/news/new-high-speed-plan-revealed-183829/|title=Plan for high-speed trains from Ashford to Hastings|work=Kent Online|date=31 May 2018|access-date=30 May 2019}}</ref>

In early 2021, Kent County Council wrote a strategic outline business case (SOBC) to the government for electrifying the line and track changes at Ashford.<ref>{{cite report|url=https://www.kent.gov.uk/__data/assets/pdf_file/0014/13811/Kent-Rail-Strategy.pdf|title=Kent Rail Strategy 2021|work=Kent County Council|p=24|date=March 2021|accessdate=8 February 2024}}</ref> Later that year, Network Rail made two proposals; one with diesel bi-mode trains estimated at £153m – £198m, the other recommending third-rail electrification costed at £434m – £557m. An extra platform at Ashford International, 2a, was included in these plans. Both proposals required closing the Ore Tunnel for six months.<ref>{{cite report|url=https://www.railfuture.org.uk/display2790|title=Kent & East Sussex Coastal Connectivity Programme|pp=5–6|work=Network Rail|date=August 2021|accessdate=8 February 2024}}</ref>

==References==
'''Notes'''
{{notelist}}
'''Citations'''
{{reflist|30em}}
'''Sources'''
{{refbegin|30em}}
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{{refend}}

==External links==
*[http://www.infotransport.co.uk/trains/route/120 Route information]
*[http://www.railfuture.org.uk/Marshlink Railfuture article] on the Marshlink line
*[https://www.youtube.com/watch?v=JB6D0dO5qkw Hastings to Ashford International – DEMU cab ride] – Hastings Diesels Ltd
*[https://twitter.com/marshlinktrains Marshlink trains] Twitter feed

{{Railway lines in South East England}}

[[Category:Rail transport in Kent]]
[[Category:Rail transport in East Sussex]]
[[Category:Transport in Hastings]]
[[Category:Transport in the Borough of Ashford]]
[[Category:Railway lines in South East England]]
[[Category:Railway lines opened in 1851]]
[[Category:Standard gauge railways in England]]
[[Category:1851 establishments in England]]