London, Brighton and South Coast Railway facts for kids

Quick facts for kids
London, Brighton and South Coast Railway

1920 map of the railway
The LB&SCR armorial device
Technical
Track gauge	4 ft 8 1⁄2 in (1,435 mm)
Length	457 miles 20 chains (735.9 km) (1919)
Track length	1,264 miles 32 chains (2,034.9 km) (1919)

The London, Brighton and South Coast Railway (LB&SCR) was a railway company in the United Kingdom that operated from 1846 to 1922. It was also known as the Brighton line or the Brighton Railway. Its network covered a large area, like a triangle, with London at the top. The base of this triangle stretched along almost the entire coastline of Sussex, and it included a big part of Surrey.

The LB&SCR was known for having the most direct routes from London to popular seaside towns like Brighton, Eastbourne, and Worthing. It also served important ports such as Newhaven. In London, it had a complex network of suburban lines that started from London Bridge and Victoria stations. The company was created in 1846 by joining five smaller railway companies. In 1923, it merged with other railways in southern England to form the Southern Railway.

How the Railway Started

The London, Brighton and South Coast Railway (LB&SCR) was officially formed on 27 July 1846. This happened when several smaller railway companies joined together. These included:

• The London and Croydon Railway (L&CR), which started in 1836.
• The London and Brighton Railway (L&BR), which started in 1837.
• The Brighton and Chichester Railway, which opened in stages from 1845 to 1846.
• The Brighton, Lewes and Hastings Railway, which opened in 1846.
• The Croydon and Epsom Railway, which was still being built.

At first, the people in charge of these companies didn't want to merge. But the shareholders (people who owned parts of the companies) were not happy with how much money they were making. So, they pushed for the companies to combine.

The LB&SCR operated for 76 years. On 31 December 1922, it became part of the new Southern Railway. This was due to a big change in British railways called the Railways Act 1921.

Original Train Routes

When the LB&SCR was created, it had about 170 miles (274 km) of railway lines already built or being built. These included three main routes and several smaller branch lines.

The main line to Brighton from London Bridge opened in 1841. Parts of this line were shared with another company, the South Eastern Railway (SER). There were also two branch lines being built: one from Croydon to Epsom and another from Three Bridges to Horsham.

The West Sussex coast line started with a branch from Brighton to Shoreham in 1840. By 1846, it reached Chichester, and was being extended to Havant. The goal was to reach Portsmouth.

The East Sussex coast line from Brighton to Lewes and St Leonards-on-Sea opened in June 1846. It had branches to Newhaven and Eastbourne.

A short line for goods trains was built from New Cross to Deptford Wharf in 1849. This line was only for goods, not passengers, because of an agreement with the SER.

London Train Stations

The main London station for the LB&SCR was London Bridge. It was originally built by another company in 1836. For the first few years, LB&SCR trains used shared tracks to get into London. By 1849, the railway had its own tracks into London Bridge.

The LB&SCR also used a smaller goods station called Bricklayers Arms. It wasn't good for passengers, so it closed in 1852 and became only a goods station.

In Croydon, the LB&SCR owned three stations: East Croydon, Central Croydon, and West Croydon.

Atmospheric Railway Experiment

The London and Croydon Railway had tried a special way of moving trains called the "atmospheric principle" on part of its line. This system used air pressure to pull trains. However, it had many problems, so the LB&SCR stopped using it in 1847. This allowed the company to build its own lines into London Bridge.

Growing the Railway: 1846–1859

When the LB&SCR was formed, it was a difficult time for railway investments. So, it was hard to get money to build new lines, except for those already started. The LB&SCR often had disagreements with its neighbour, the SER, especially where they shared tracks or stations.

In 1849, Samuel Laing became the new chairman of the LB&SCR. He was very good at his job and helped make an agreement with the SER. This agreement helped both companies know which areas they would serve and how they would share lines.

The LB&SCR also worked with the London and South Western Railway (L&SWR) to build a shared line to Portsmouth. This was important because Portsmouth had a big naval dockyard.

Laing also approved some smaller expansions, like a branch line from Three Bridges to East Grinstead in 1855.

Crystal Palace Branch Line

Some of the LB&SCR directors were involved with moving The Crystal Palace (a huge glass building from a famous exhibition) to Sydenham Hill. This new location was near the London to Brighton main line. The Crystal Palace became a very popular tourist spot.

The LB&SCR built a special branch line from Sydenham to the Crystal Palace, which opened in 1854. They also made London Bridge station bigger to handle all the extra passengers. This new line was a huge success, carrying thousands of passengers every day.

Fast Growth: 1856–1866

In 1855, Samuel Laing left, and Leo Schuster became the new chairman. Schuster decided to quickly expand the railway network across south London, Sussex, and east Surrey. Many new lines were built by the LB&SCR itself, or by smaller companies that planned to sell their lines to the LB&SCR later. This led to 177 miles (285 km) of new lines being built or approved between 1857 and 1865.

Reaching West London

Schuster also supported another company, the West End of London and Crystal Palace Railway. This company built a new line that curved around south London, connecting the Crystal Palace branch to Wandsworth and Battersea. The LB&SCR later leased this line and made it part of its own system.

Between 1858 and 1860, the LB&SCR was a major owner in the company that built the Grosvenor Bridge over the River Thames and the line to Victoria Station. This created a route from its main line near Croydon to a major station in the West End of London. A new shortcut line was built in 1861-1862, making the journey from East Croydon to Victoria shorter.

New Lines in South London

The LB&SCR also helped build the West London Line, which allowed goods and passenger trains to travel across London. In 1863, the LB&SCR and L&SWR jointly opened a large station called Clapham Junction, which became a very busy interchange.

The West Croydon to Wimbledon Line opened in 1855. The LB&SCR leased it in 1856 and bought it in 1858.

The LB&SCR also worked with another company to create the South London Line, connecting its London Bridge and Victoria stations.

New Lines in Sussex

During this period, new branch lines were built in Sussex. A line from Lewes to Uckfield was built in 1858, and later extended to Tunbridge Wells. The Newhaven branch was extended to Seaford in 1864.

In West Sussex, the Horsham branch was extended to Pulborough in 1859. In 1861, a direct line from Horsham to Shoreham was built, connecting directly to Brighton. Branches were also built to seaside towns like Littlehampton (1863) and Bognor Regis (1864).

A new line was built in 1863 from near Pulborough to Ford, providing a shorter route from London to Portsmouth for the LB&SCR.

New Lines in Surrey

The LB&SCR worked with the L&SWR to share a line from Wimbledon through Epsom to Leatherhead. The LB&SCR also bought a line being built from Sutton to Epsom Downs for the Epsom Downs Racecourse, which opened in 1865.

The LB&SCR wanted to connect Horsham with important towns in Surrey. In 1865, it opened a line between West Horsham and Guildford. A line from Leatherhead to Dorking opened in 1867, and then continued to Horsham. These new lines gave the LB&SCR alternative routes from London to Brighton and Portsmouth.

Newhaven Harbour

After the line to Newhaven opened, the LB&SCR wanted to create a shorter route to Paris via Dieppe. This would compete with other ferry routes. The LB&SCR built docks and warehouses at Newhaven and paid for the harbour to be made deeper. In 1863, the LB&SCR and a French railway company started a passenger ferry service between Newhaven and Dieppe.

Growth of London Suburbs

Because of the railway, the countryside between New Cross and Croydon quickly became built up with houses. The population of Croydon grew hugely during the LB&SCR's time. In the 1860s, the LB&SCR started to get a lot of business from people who lived in the south London suburbs and traveled to work in central London every day.

As part of this suburban growth, the LB&SCR built a new line from Peckham Rye through places like Tulse Hill and Streatham to Sutton and Epsom Downs, which opened in 1868.

Problems with the South Eastern Railway

The relationship between the LB&SCR and the SER continued to be difficult. They often disagreed about shared lines and agreements. One big problem was with the Caterham Line. Both companies argued over who should operate it, which caused delays and problems for passengers.

The shared line between East Croydon railway station and Redhill was very busy. This improved after 1868 when the SER opened a new line that bypassed this section for its main services.

Financial Troubles and Recovery: 1867 onwards

In 1866-1867, a big financial crisis hit, and the LB&SCR almost went bankrupt. A report showed that the company had spent too much money on large projects, and its passenger profits had suddenly dropped. Some new country lines were losing money. The report criticized the company's leaders, who then resigned.

Samuel Laing returned as chairman. With his help, and a new general manager, the LB&SCR slowly got back on its feet in the early 1870s.

Because of the financial problems, all new line construction was stopped. Three big projects were abandoned. For the next ten years, the company only built small additions to its network or worked with other railways on small projects.

The LB&SCR also joined a group of six railway companies to build the East London Railway. This line reused the Thames Tunnel, which was built under the River Thames. It was mainly for moving goods between railways, but the LB&SCR also ran passenger services on it.

Late 19th Century Developments

By the mid-1870s, the LB&SCR was financially stable again. It focused on using its lines more efficiently and cutting costs. Its income grew, and it started building new lines and improving its stations again. Even if some new lines went through quiet areas and weren't very profitable, the LB&SCR felt pressure from local communities who wanted a railway connection.

The main reason for the company's financial recovery was the growth of London suburban traffic. By the late 1880s, the LB&SCR had the largest suburban network of any British railway. It earned more money from season tickets (for daily commuters) than any other British railway.

New Routes and Station Upgrades

The plan to link Eastbourne with Tunbridge Wells was restarted in 1879. This line later became known as the Cuckoo Line.

Another line, the Lewes and East Grinstead Railway, was built and later taken over by the LB&SCR. This line became known as the 'Bluebell line'. Today, a part of it is preserved as the Bluebell Railway, a heritage railway.

In West Sussex, a link between Midhurst and Chichester was opened in 1881. Minor improvements were made around Littlehampton.

The LB&SCR also worked with the SER to build a joint line between South Croydon and Oxted. Beyond Oxted, the LB&SCR built its own lines to connect to East Grinstead and Tunbridge Wells. These lines opened in 1884.

Brighton railway station was rebuilt and made bigger in 1882–83 with a new roof. Eastbourne station was also rebuilt in 1886 to handle more trains.

Traffic Jams and Slow Trains

In the 1880s and 1890s, the LB&SCR was criticized for trains often running late and being slow. This was partly because of the huge amount of traffic, especially in South London, and the complicated network of junctions and signals. Also, the LB&SCR shared 11 miles (18 km) of track between Redhill and East Croydon with the SER, which often gave its own trains priority.

The Quarry Line

The best solution was for the LB&SCR to build its own line between Coulsdon North and Earlswood, bypassing Redhill. This new line became known as the 'Quarry line'. It involved big construction work, including new tunnels. The Quarry line opened for passengers in 1900, helping to ease the congestion.

The 20th Century

In its last 20 years, the LB&SCR didn't open many new lines. Instead, it focused on improving its main line, London stations, and electrifying its London suburban services.

After the Quarry line was finished, the busiest part of the main line moved further south. There were plans to add more tracks along the whole line, but only 16 miles (26 km) from Earlswood to Three Bridges were completed between 1906 and 1909. The money was then used for electrification.

The LB&SCR had to share its London stations, London Bridge and Victoria, with other railway companies. As more people commuted, there was an urgent need to expand the stations. During the early 1900s, the line to Victoria was widened, and the station was rebuilt to be much larger. London Bridge station was also made bigger.

Locomotive Shortage

Between 1905 and 1912, the LB&SCR had a serious shortage of locomotives (train engines). Its main workshop at Brighton couldn't keep up with repairs and building new engines. This problem was fixed by building a new workshop at Lancing Carriage Works and reorganizing the Brighton Works.

The First World War

During the First World War, the British government took control of all railways, including the LB&SCR. Before the war, the LB&SCR carried little heavy goods, but this changed dramatically. The LB&SCR became responsible for moving most of the supplies and weapons to British troops in Europe, mainly through its port of Newhaven. This included millions of tons of goods and explosives.

Newhaven harbour also received injured soldiers on hospital ships, and the railway provided special ambulance trains. Many army camps were in LB&SCR territory, so the railway ran thousands of troop trains.

To handle this extra traffic, major improvements were made at Newhaven harbour, including new warehouses and tracks. A large goods sorting yard was built at Three Bridges. Passing loops were added at Gatwick and Haywards Heath so that fast passenger trains wouldn't be held up by slower goods trains.

Thousands of LB&SCR staff joined the armed forces, leading to staff shortages. Women were hired for office jobs and cleaning carriages. The railway put up a War Memorial at London Bridge in 1920 to honor the 532 staff who died.

The End of the LB&SCR

By 31 December 1922, the LB&SCR stopped being an independent company. It had 457 miles (735 km) of railway lines. The company was known for being unique in its strengths and weaknesses.

Train Services

The LB&SCR mainly carried passengers, with goods traffic being a smaller part of its business. At first, it was a main route connecting London, Croydon, and the south coast. But soon, towns and villages along the line, like Haywards Heath, also started to generate traffic. After 1870, the growth of London's suburbs greatly changed the railway's services. The development of Newhaven harbour also boosted both passenger and goods traffic.

In the 1890s, the LB&SCR was often criticized for its slow and unpunctual trains. This was partly due to the complex system in London with many junctions, and sharing tracks with the SER. However, the LB&SCR slowly improved its reputation in the 20th century by upgrading its main lines and electrifying suburban services.

Fast Passenger Trains

The company didn't have very long-distance express trains, with journeys usually no more than 75 miles (121 km). Still, frequent express services ran to important coastal towns from both London Bridge and Victoria. Money from season tickets, especially for travel between Brighton and London, was very important for the LB&SCR's finances. The morning rush hour trains were among the busiest in the world in the 1880s.

The LB&SCR was one of the first in England to use special Pullman cars, starting in 1875. It even launched the first all-Pullman train in England, the Pullman Limited Express, in 1881. This train had the first electrically lit coaches on a British railway.

In 1898, the Brighton Limited train was introduced. It ran on Sundays and was advertised as "London to Brighton in one hour." In 1902, it made a record run in 54 minutes. Later, it even completed the journey in under 50 minutes! The Southern Belle, launched in 1908, was called "the most luxurious train in the World."

Stopping Trains

Slower passenger trains between London and the south coast often split at East Croydon to serve both London stations. East Croydon was a very important hub for these trains.

Slip Coaches

The LB&SCR seems to have invented the idea of "slipping" coaches from the back of express trains at stations. This allowed parts of the train to go to branch lines or smaller stations without the whole express train having to stop. The first recorded example was at Haywards Heath in 1858. This practice continued until the main line was electrified in 1932.

London Suburban Traffic

After 1870, the LB&SCR strongly encouraged people to commute into London. It lowered the prices of season tickets and introduced special "workmen's trains" for manual workers. By 1890, the company ran more trains into its London stations each month than any other company. This growth changed the railway a lot and influenced its train designs and services. When steam trains couldn't handle the traffic anymore, the London suburban network was electrified.

Holiday and Excursion Trains

Special trains for holidays and day trips from London to the South Coast and Sussex countryside started in 1844. The LB&SCR regularly advertised special fares for summer Sundays and bank holidays. It also ran special trains for events at Crystal Palace.

After 1870, the LB&SCR worked to develop the holiday business. It promoted other south coast resorts like Hayling Island and the Isle of Wight using attractive posters. In the 1900s, it ran Sunday trains for London cyclists to explore the countryside. By 1905, the railway offered day trips to Dieppe in France.

The LB&SCR served important Horse racing tracks, and special race day trains were a big source of income during the summer.

Rail Motor Services

In the early 1900s, the LB&SCR looked into using steam or petrol-powered railcars for shorter, less busy routes. They tried two steam railcars and two petrol railcars. However, these were not very successful because they weren't powerful enough and often broke down. Instead, the company found that older steam locomotives could be adapted to run as "motor trains" (like a push-pull train), which worked better. This gave a new life to some older steam engines.

Freight Services

Freight (goods) traffic was a relatively small part of the LB&SCR's business for its first 50 years. It carried farm goods, general merchandise, wine, and food from France. In the 1890s, goods traffic grew quickly due to new industries like petroleum, cement, and brick making. This led to the building of new goods locomotives.

The main London goods depot was at 'Willow Walk' near Bricklayers Arms. There were also freight facilities at Battersea and Deptford Wharves, and a large sorting yard at Norwood Junction.

Electrification

In 1900, proposals for an electric railway from London to Brighton failed, but they made the LB&SCR think about using electricity. Also, competition from new electric trams in London caused a big drop in passenger numbers on some of its lines. Since the LB&SCR had many commuters traveling short distances, it was a good candidate for electrification.

The LB&SCR decided to use a high-voltage overhead power system (6,600 volts AC). This was different from other London railways that used a "third rail" system. The LB&SCR chose this because it planned to electrify its main lines all the way to Portsmouth and Hastings in the future.

The first electric section was the South London Line, connecting London Bridge with Victoria, which opened on 1 December 1909. It was called 'The Elevated Electric' and was an instant success. Passenger numbers on that line jumped from 3 million to 10 million journeys per year! Other routes were electrified soon after.

Because of the success, the LB&SCR decided in 1913 to electrify all its remaining London suburban lines. However, the start of the First World War delayed these plans. By 1921, most inner London suburban lines were electric.

The 'Elevated Electric' was a technical and financial success. However, when the LB&SCR merged into the Southern Railway in 1923, the Southern Railway decided to use the "third rail" system everywhere. So, in 1926, all the LB&SCR's overhead lines were converted to third rail. The last overhead electric train ran on 22 September 1929.

Accidents and Safety

The LB&SCR used semaphore signalling (signals with arms) and signal boxes from its early days. In its first few years, there were some serious accidents, often due to communication problems. However, the LB&SCR improved its safety record in the 1860s by introducing interlocking (a system that prevents signals and points from being set incorrectly) and early air brakes. Given how busy its network was, the LB&SCR had a good safety record in its later years.

Here are some notable accidents that happened on the LB&SCR:

• On 6 June 1851, a train derailed at Falmer Bank because of something on the line.
• On 27 November 1851, a passenger train crashed into a goods train near Ford because it went past a red signal.
• On 21 August 1854, an accident at East Croydon caused three deaths and eleven injuries.
• On 25 August 1861, in the Clayton Tunnel rail crash, one train crashed into the back of another inside Clayton Tunnel. This was due to a signal not working correctly and mistakes by staff. It was the deadliest accident in the UK at that time, with 23 people killed and 176 injured.
• On 29 May 1863, a train derailed at Streatham Common, killing four people and injuring 59.
• On 23 June 1869, two trains collided at New Cross Gate due to driver and guard errors, injuring 91 people.
• On 1 May 1891, a cast-iron bridge collapsed under a train at Norwood Junction, injuring six people.
• On 23 December 1899, a train passed a red signal in thick fog and crashed into another train at Keymer Junction. Six people died and 20 were injured.
• On 29 January 1910, an express passenger train broke apart and derailed at Stoat's Nest due to a faulty wheel. Seven people were killed and 65 were injured.
• On 21 October 1913, a worker was severely burned while cleaning overhead electrical lines at London Bridge station and died 19 days later.

Signalling and Signal Boxes

The LB&SCR was one of the first railways to use interlocking systems, which made train movements much safer. In 1856, John Saxby, an LB&SCR carpenter, invented a way to manually interlock points and signals. He later left the company to form his own signalling company, Saxby & Farmer. The LB&SCR used Saxby & Farmer for most of its signalling until around 1880.

The LB&SCR inherited some of the world's first signal boxes. After 1880, it developed its own designs for signal boxes. When Victoria Station was rebuilt, it was equipped with a new electromechanical system for controlling points and signals, allowing for smaller, more efficient signal boxes.

Trains and Carriages

For most of its history, the LB&SCR used steam locomotives to pull its trains. It didn't own any diesel or electric locomotives. The electric lines were operated by electric multiple units (trains made of several carriages that are powered by electricity).

The LB&SCR was one of the first railways in Britain to use the Westinghouse air brake after 1877. This was much more effective than the vacuum brakes used by other companies.

Steam Locomotives

The LB&SCR inherited 51 steam locomotives and built or bought 1,055 more. When it merged into the Southern Railway in 1923, it handed over 620 locomotives.

The LB&SCR became famous for using the Jenny Lind locomotive in 1847, which was a very popular design used by many other railways. John Chester Craven, the Locomotive Superintendent from 1847 to 1869, designed many different types of locomotives for specific tasks. While many were good, having 72 different classes was not very efficient.

William Stroudley took over in 1870 and greatly simplified this, reducing the number of main classes to 12. He designed many very successful and long-lasting locomotives, like the A1 ('Terrier') and D1 tank engines, and the powerful B1 'Gladstone' class express passenger locomotives. Stroudley's locomotives were known for being limited to six wheels and not using bogies (swiveling wheel sets), partly because of the size of the turntables at stations like Victoria.

R. J. Billinton, Stroudley's successor, continued to standardize locomotive parts, which helped reduce maintenance costs. He introduced eight-wheeled designs and very versatile tank engines for both passenger and freight duties.

D.E. Marsh designed even larger locomotives, including the H1 class express passenger locomotives. He also improved some older designs.

The last Chief Mechanical Engineer was L.B. Billinton, who designed powerful K class mixed-traffic locomotives and the L class tank engines. These designs were successful, but his career was cut short by the First World War and the railway mergers. Many LB&SCR locomotives were very long-lived, with a high percentage still in use when British railways were nationalized in 1948.

Electric Trains

The electrified lines used electric multiple units (EMUs). These were originally three-car units, but later became two-car units. New types of EMUs were developed for each electrified line, such as the South London stock and the Crystal Palace stock.

Coaching Stock (Carriages)

The LB&SCR was not always at the forefront of carriage design for its regular passenger trains. In the 1860s, it was still building open-sided third-class carriages. Stroudley introduced four-wheeled and then six-wheeled designs that lasted for 40 years. He also pioneered dynamo-driven electric lighting and communication cords on trains. The LB&SCR was one of the first to offer breakfast cars on its main business trains.

Later, bogie carriages (with swiveling wheel sets) were introduced for mainline trains in 1905. However, suburban services often used "block trains" of six-wheeled carriages that were permanently linked together. Many of these were still in use in 1923.

Sixteen LB&SCR carriages have been preserved today, mostly on the Bluebell Railway and the Isle of Wight Steam Railway.

Wagons

Sixteen wagons that belonged to the LB&SCR still exist today. Many were transferred to the Isle of Wight by the Southern Railway and remained in use there until the 1960s.

Train Colors (Liveries)

After 1870, the LB&SCR was known for its attractive locomotives and carriages, and the good condition of its country stations.

Before 1870, passenger locomotives were painted hunter green. Goods locomotives were black. Some engines had boilers covered with polished mahogany wood or painted in green and red stripes.

From 1870 to 1905, the famous "Improved Engine Green" livery was used. This was a golden ochre color. Passenger locomotives had olive green borders with black, red, and white lines. The frames and buffer beams were red. Cab roofs were white. Goods engines were all olive green. This livery was very distinctive and is still remembered fondly. Carriages were painted to look like mahogany wood, with white roofs.

From 1905 to 1923, express locomotives were a dark shade of umber (brown). Secondary passenger locomotives used a similar color but with yellow paint instead of gold. Goods engines were glossy black with red lines. Carriages were initially olive green, then changed to plain umber.

Ferry Services and Ships

The LB&SCR invested in ferry services across the English Channel, first from Shoreham to Dieppe. After the line to Newhaven opened in 1847, it improved Newhaven harbour and started a ferry service to Dieppe in 1853.

In 1862, the LB&SCR was given permission to own and operate its own steam ships. In 1863, the LB&SCR and a French railway company agreed to jointly operate the Newhaven–Dieppe passenger service. This was advertised as the "shortest and cheapest" route to Paris. During the First World War, Newhaven harbour was taken over by the military, and the ferries were used for war efforts.

The LB&SCR also operated ferry services from Littlehampton to Jersey and Honfleur.

In 1880, lines connected the Ryde Pier and Portsmouth Harbour ferry terminals. The LB&SCR and L&SWR formed a joint company to buy the ferry operators.

The LB&SCR operated many ships on its own, jointly with the French railway, and as part of the joint ferry company.

Buildings and Structures

The LB&SCR inherited or built many important structures, including:

• Bridges and Viaducts: like the famous Ouse Valley Viaduct and the London Road viaduct.
• The Norwood Junction flyover, which was the world's first railway overpass (a bridge that carries one railway line over another).
• Tunnels: such as Merstham, Balcombe, and Clayton.
• Stations: Many stations were built using standard designs, like those at Brighton, Croydon, and Three Bridges.

Stations

The LB&SCR had 20 main stations, including big ones in London (London Bridge, Victoria), Brighton, Portsmouth Harbour, and Eastbourne. Important junction stations included Clapham Junction and East Croydon.

Later, many country stations were built with elaborate, decorated designs, especially on the Bluebell and Cuckoo Lines.

Workshops and Engine Sheds

The LB&BR (one of the companies that formed LB&SCR) set up a repair workshop at Brighton in 1840. Over 1,200 steam locomotives were built there. It also had smaller repair facilities in London.

By the early 1900s, Brighton works couldn't handle all the repairs and building of both locomotives and carriages. So, in 1911, the LB&SCR built a new carriage and wagon workshop at Lancing Carriage Works.

The railway had many engine sheds (places where locomotives were stored and maintained) across its network, including at Brighton, New Cross, and Three Bridges.

The main offices of the LB&SCR were at Brighton railway station until 1892, when they moved to the former Terminus Hotel at London Bridge.

Hotels

The LB&SCR opened the Terminus Hotel at London Bridge and the Grosvenor Hotel at Victoria in 1861. The London Bridge hotel wasn't very successful and became railway offices. The Grosvenor Hotel was rebuilt and made bigger in 1901. The LB&SCR also owned the Terminus Hotel next to Brighton station and operated the London and Paris Hotel at Newhaven.

Notable People

Many people helped run the LB&SCR throughout its history. Here are some of the key leaders:

Chairmen of the Board of Directors

• Samuel Laing (1848–1855 and 1867–1896)
• Leo Schuster (1856–1866)
• Earl of Bessborough (1908–1920)

General Managers

• John Peake Knight (1870–1886)
• Sir Allen Sarle (1886–1897)
• William de Guise Forbes (1899–1922)

Chief Engineers

• Robert Jacomb-Hood (1846–1860)
• Frederick Banister (1860–1895)
• Charles Langbridge Morgan (1895–1917)

Locomotive Superintendents (in charge of engines)

• John Chester Craven (1847–1870)
• William Stroudley (1870–1889)
• R. J. Billinton (1890–1904)
• D. E. Marsh (1905–1911)
• L. B. Billinton (1912–1922)

Famous Fireman

• Curly Lawrence, a very well-known designer of model steam locomotives, worked as a fireman on the LB&SCR when he was young. He even used a shortened version of the railway's initials as his pen name (LBSC).

Working Conditions

For its time, the LB&SCR was considered a good employer. In 1851, it created a fund to help staff who became unable to work. From 1854, it operated a savings bank for its employees. In 1867, there was a two-day strike by drivers and firemen over their working hours, which was resolved through talks. In 1899, a pension fund was set up for all staff.

However, relations between the railway management and staff at the Brighton works became difficult between 1905 and 1910, leading to some strikes. This improved under the next Locomotive Superintendent.

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