the Brighton–Hastings line (now the East Coastway line), the LBR thought it would be useful to extend it further towards Rye and Ashford, which was an area otherwise dominated by SER plans. 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. 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. 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 managed to persuade the BLHR to hand over construction rights. In June 1846, 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. 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. On 27 July 1846, the LBR and BLHR amalgamated with several other lines to form the London, Brighton and South Coast Railway (LB&SCR). They became fierce rivals with the SER and complained about a lack of sufficient progress. The SER were unhappy about the proposed line from Rye to Hastings via , 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. 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 River Rother at Rye. However, the specific route continued to be debated by the SER throughout early 1848. Work from the Ashford–Rye section started in earnest that summer, making quick progress. The land over Romney Marsh was unstable, and test trains were seen to tip over in heavy winds. The line was planned as single-track, though this was changed to double-track in June 1850. The line was intended to be