London and Brighton Railway

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Railways in the South East of England in 1840

The London and Brighton Railway (L&BR) was a railway company in England which was incorporated in 1837 and survived until 1846. Its railway ran from a junction with the London and Croydon Railway (L&CR) at Norwood – which gives it access from London Bridge, just south of the River Thames in central London. It ran from Norwood to the South Coast at Brighton, together with a branch to Shoreham-by-Sea.

Background

During the

English Regency, and particularly after the Napoleonic Wars, Brighton rapidly became a fashionable social resort, with more than 100,000 passengers being carried there each year by coach.[1]

Early schemes

A proposal by William James in 1823 to connect London "with the ports of Shoreham (Brighton), Rochester (Chatham) and Portsmouth by a line of Engine Railroad[2]" was largely ignored.[3] However, about 1825 a company called The Surrey, Sussex, Hants, Wilts & Somerset Railway employed John Rennie to survey a route to Brighton, but again the proposal came to nothing.[4]

In 1829 Rennie was commissioned to survey two possible railway routes to Brighton. The first of these, via Dorking and Horsham and Shoreham was undertaken for him by Charles Blacker Vignoles, the other more direct route, via Croydon Redhill and Haywards Heath, was by Rennie himself.[5] This latter route would have started at Kennington Park. However both of these schemes were abandoned due to lack of support in Parliament.

These schemes were revived in 1835, which generated further proposals so that by 1836 there were six possible routes under consideration.[6] These were:

Eventually it became a battle between the supporters of Rennie's direct route (which was the most difficult and expensive to build), and Stephenson's (which was longer but involved less civil engineering work). After prolonged campaigns by the supporters of the different proposals, a bill for Stephenson's route was approved by the

South Eastern Railway as part of its projected route to Dover, which had not been part of Rennie's plan.[7][8]

The final agreed route therefore consisted of a new line from a junction with the London and Croydon Railway (then under construction) at

Croydon, Merstham and Godstone Iron Railway. The expenditure associated with the Parliamentary contest in choosing the route was estimated to be more than £193,000.[10]

Construction

The London and Croydon Railway line ran from London Bridge to West Croydon and was opened in 1839. The engineer for the Brighton extension was

stationary engines were employed.[12]

The new main line included substantial earthworks and five tunnels through the North Downs at Merstham, the Wealden ridge near Balcombe and at Haywards Heath, and the South Downs at Patcham and Clayton. The railway also had a 1,475 ft (449.6 m) long, 96 ft (29.3 m) high viaduct over the River Ouse near Balcombe.

The

transshipped by road for what was, in the first year, an isolated stretch of railway. After the formation of the LBSCR the branch was successively extended to Portsmouth, becoming the Brighton to Portsmouth line
.

The main line was opened in two sections, since major earthworks delayed completion in one piece. The Norwood Junction – Haywards Heath section was opened on 12 July 1841 and the remainder of the line from Haywards Heath to Brighton on 21 September 1841.[14]

The branch line to

Brighton Lewes and Hastings Railway.[15]

Architecture

The railway employed the architect

Croydon, Godstone Road, Red Hill and Reigate Road, Horley, Crawley, Haywards Heath, Hassocks Gate and Brighton. Only Mocatta's station at Brighton is still standing (which also incorporated the railway offices), but his building is now largely obscured by later additions.[16] Mocatta also designed the eight stone and brick pavilions and a stone balustrade which embellish Rastrick's brick viaduct over the River Ouse.[17]

The L&BR built fully equipped locomotive depots and workshops at Brighton in 1840 and Horley in 1841. Horley was originally intended to serve as the principal workshop of the railway, but John Chester Craven decided in 1847 to develop Brighton railway works instead.[18]

Locomotives

Main article: List of early locomotives of the London Brighton and South Coast Railway

The L&BR acquired 34 steam locomotives between January 1839 and March 1843, the first two of which were a

Edward Bury and Company, four by William Fairbairn, and three by G. and J. Rennie. The last three locomotives were 2-4-0 supplied by George Forrester and Company
between October 1842 and March 1843. Initially these locomotives were the responsibility of the civil engineer and his assistant, but this arrangement was ended after an unfavourable report on their safety in 1843. From 1842 the L&CR had pooled its locomotive stock with the
Locomotive Superintendent of the L&BR and in April the company gave notice of withdrawal from the arrangement from January 1846, when the pooled locomotives were divided between the companies.[19]

Following the dispersal of the pool in March 1845, the L&BR acquired 44 locomotives, some of which it had previously owned, and the remainder from the SER, L&CR, or else those purchased by the Joint Committee.

Amalgamation

On 27 July 1846, the L&B amalgamated with the L&C, the

Brighton Lewes and Hastings Railway to form the London, Brighton and South Coast Railway. The amalgamation had been brought about by shareholders in the L&CR and L&BR who were dissatisfied with the early returns from their investment.[20]

References

Wikisource has original text related to this article:
  1. ^ Bradley, (1975)
  2. ^ James (1823) pp. 9–12
  3. ^ Gray. (1977) pp. 5–6
  4. ^ Marshall/ Kidner (1963) pp. 193–194
  5. ^ Gordon (1910). p. 142
  6. ^ Gordon (1910). p. 143
  7. ^ Turner (1977), pp. 113–114
  8. ^ Gordon (1910). p. 146
  9. ^ Whishaw (1842) p. 269
  10. ^ Whishaw (1842) p.270.
  11. ^ Templeton (1841) p. 96
  12. ^ Bradley (1975) p. 4
  13. ISBN 0-7134-0275X
    .
  14. ISBN 0-7134-0275X
    .
  15. ISBN 0-7134-0275X
    .
  16. ^ Turner (1977) p. 128
  17. ^ Ryall et al. (2000) p. 702
  18. ^ Griffiths (1999) p. 79
  19. ^ Bradley (1963) pp. 13–16
  20. ^ Turner (1977) pp. 253–271

Sources

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