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WHICH EXPLAINS THE EVOLUTION OF THE FOOTPLATE GRADES AND THE HISTORY OF THEIR TRADE UNIONS AND THE STRUGGLES TO IMPROVE THEIR WORKING LIVES
In creating God in his own image, man had “alienated himself from himself.”
By creating another being in contrast to himself, he had been reduced to a lowly and evil creature dependent upon institutions like government and church to control and guide him.
Ludwig Feuerbach 1841,
The history of the railways has been well charted, but what do we know about the men who drove the locomotives on those
early lines? For those first primitive railway services were fuelled by the blood, sweat and unremitting hard labour of the men
who worked on them; the story of the railways is their story too.
With the rapid spread of the railway network brought prosperity for the railway companies, but only hardship and exploitation
for their employees. A footplateman’s time was considered the property of his employer and he could be summoned for duty at
any hour of the day and night.
THE LONDON & CROYDON RAILWAY
Opened in 1839 and in July 1846 merged with other railways to form the London Brighton & South Coast Railway
THE FORMATION OF THE L.B.S.C.R.
By the 1830s Brighton was the most popular seaside resort in Britain, with over 2,000 people a week visiting the town. After
the success of the Liverpool & Manchester Railway, a group of businessmen decided to build a railway between the town and London.
The London & Brighton Railway Company was set up and Robert Stephenson was asked to advise on the best possible route.
Six possible routes were initially proposed but eventually the choice was narrowed down to those of John Rennie and George
Bidder. Rennie suggested a direct line between London and Brighton, whereas Bidder favoured a route that avoided steep
gradients and tunnels. Stephenson eventually selected George Bidder's route, but the London & Brighton Railway Company
decided to ignore this advice and opted for Rennie's much shorter route.
George Rennie's proposals also made more use of existing track and only involved the construction of 39 miles of new
railway. However, Rennie's proposals did involve building four long tunnels at Merstham (2,180), Balcombe (800 yards),
Haywards Heath (1,450 yards) and Clayton Hill (1,730 yards). This route also required the building of a viaduct across the
Ouse valley near Ardingly.
In July 1837, Parliament gave permission for John Rennie's proposed railway. The London & Brighton Railway Company
appointed John Rastrick as the line’s chief engineer. Rastrick had been working on locomotives since 1814 and had been one
of the three judges at the Rainhill Trials. Rastrick had also worked with George Stephenson on several projects, including the Liverpool & Manchester Railway and Grand Junction Railway. However, George, like his son Robert, believed that John
Rennie's route was impracticable.
The building of the line started in July 1838. The directors of the London & Brighton Railway realised the importance of
linking Brighton with the harbour at Shoreham and a branch railway to it was constructed at the same time as the main line.
Extracted & adapted from
the Railway Magazine
October 1955
Painting by Michael Codd
THE FIRST LOCOMOTIVES ON
THE LONDON & BRIGHTON RAILWAY
(1837 - 1846)
The first locomotives on the London & Brighton Railway commenced in August 1838, when the directors met and decided to
hasten up the construction by the use of steam power. The first locomotive was appropriately named 'Brighton (1)’ (2-2-2)
which travelled south from the makers over the London & Birmingham Railway and reached Camden on the 8th January
1839. From Camden, horses hauled it by road to Shoreham, where it was employed on the construction of the Brighton to
Shoreham railway line. The second locomotive was named 'Shoreham (2)’ (0-4-2), and reached Camden on the 6th April,
1839, and later it travelled by road onto Shoreham, where it too was used to for construction of the line.
Three more locomotives (2-2-2) built by Sharp, Roberts & Co., were delivered ‘Merstham (3),’ which was delivered on the
11th July, 1839, to Merstham, this was followed by ‘ Coulsdon (4)’ August 1839, these locomotives were used in the
construction of the line from London to Brighton. The third locomotive ‘Kingston (5)' was delivered in November 1839, to
Worth which is about four miles north of the then uncompleted Balcombe Tunnel and the headquarters of the contractors.
A further two locomotives were delivered, the first being ‘Eagle (6)’ which was held back for the opening of the line, and the
second was 'Vulture (7)’ which was delivered on the 21st May 1840 and worked on the main line north of Brighton. One more
locomotive was acquired for ‘train engines' and arrived in July 1840, this locomotive was named 'Venus (8).’
During 1841 more locomotives were built at the locomotive works of Sharp & Roberts (12), Rennie (1) , Fairbairn (4), Bury
(6) and George Forrester (3). These locomotive along with the original eight locomotives made up a total of thirty-four
locomotives. The first six locomotives to arrive from the Sharp & Roberts works all carried the names only and were called
‘Jupiter,’ ‘*Mars,’ ‘ Saturn,’ ‘ Mercury,’ 'Orion’ & 'Sirius,’ as their preceding locomotives did. It was not until sometime in
mid 1841, that the London & Brighton Railway locomotives were given numbers as well as names, with the first record of
numbers to be given was at the inquiry into the Copyhold Cutting accident of October, 1841 involving a Fairbairns,
locomotive No.22 & a Bury locomotive No.17.
The new Rennie locomotive ‘Satellite,' was described in the Railway Magazine of 25th December, 1841:
The ‘Satellite’ Locomotive: We were on Wednesday invited to a private view of an engine, which has been constructed by
Messrs. Rennie for the the Brighton. It is a six-wheeled engine to be worked expansively, and is named 'Satellite,’ for climbing
inclines and for starting, it has hoppers, which by a lever can be made to convey dry sand to the driving wheels, thereby
giving them more adhesion on the rails. As a piece of workmanship, ‘Satellite’ is the finest locomotive which has ever been
turned out of a London workshop.
Between 1837 to 1847, locomotives had a dark green livery, with or without black bands. This was in general use during the
London & Brighton Railway days, although some engines ran in other liveries. For instance the Bury goods locomotives
entered traffic painted Indian Red. The locomotives on the London & Croydon Railway were painted in a Sea Green with a
black lining with the exception of their locomotive “Hercules” which was painted in a Pale Chocolate. In 1846 the L.B.S.C.R.
was painting their locomotives a Dark Bottle Green for the passenger locomotives, whilst their goods locomotives were
painted black unless they were regularly employed within sight of passenger platforms at Brighton or London Bridge. The
driver was responsible for seeing that his locomotive was smartly turned out daily before commencing work. All the bars other
metal work must be brightly burnished. Apparently this green varied in hue, it being found acceptable if well applied and
tastefully lined out. Some engines carried brass numerals on the chimney fronts, while others had painted figures on the buffer
beams. There was a similar lack of uniformly regarding other numerals, in some cases they were painted on the footplate side-
sheets and in others on the sides of the boiler barrels.
* Mars exploded in Brighton on the 17th March 1853
THE PIONEERING FOOTPLATEMEN OF BRIGHTON
The first record of the depot establishment at Brighton Locomotive shed comes from the L. B. S. C. R. records of employees
which show that in 1851, there was 46 Enginemen, Fireman and Cleaners were employed there. These records also show that
only 30% were Sussex-born, while over half came from distant parts of the country.
An Engiineman was a very skilled job and so when a new line was opened during the early years of the railway building era,
Enginemen were sometimes enticed from existing companies.
The L.B.S.C.R. acquired its first drivers in this way, only later training other men to join them. Engine drivers and firemen
were required to be reliable and have stamina and aptitude rather than formal education.
The system by the 1850s a chain of recruitment had been established which involved an untrained recruit, usually in his teens,
starting as an engine cleaner at pay 10-12s. a week. Then promotion to a fireman on a wage of 3s. 6d. a day (21s. per week,
assuming six-day working). After another five years or so, a fireman might be with eventual promotion to driver at 5s. to 8s.
per day depending on Seniority (30s. to 48s. per week assuming six-day working).
The London & Brighton Railway acquired a large number of its earliest Enginemen in this way, by offering very good wages
for a working-class man at that time, although the long hours (10 to 12 per day) and heavy responsibilities were a drawback.
Senior engine drivers were thus well paid and highly respected employees.
SOME OF THE EARLIEST ENGINEMEN OF BRIGHTON LOCO SHED
Two of the earliest Brighton Engine Drivers were James Jackson & Charles Goldsmith. Both Enginemen had previously
worked for the London & Birmingham Railway Company in 1837. Both of them had been discharged servants from this
company. It was later discovered that Driver Charles Goldsmith had never been an engine driver with his former company,
this recorded in the inquiry into the Copyhold Cutting in October 1841.
*Driver James Jackson had previously been employed as an engine driver since the early part of 1837, by the London &
Birmingham company. After being discharged from this company in c1838, Driver James Jackson later found employment
with the L.B.S.C.R., were he was originally employed driving construction trains on the Brighton to Shoreham line and later
working the first passenger train out of Brighton on Monday 11th May, 1840, with opening of the line.
According to the 1851 census there appears only one engine driver Jackson who was born in Burnage, Manchester about
c1829, and was living in White Cross Street (Cheapside area), Brighton, with wife Lilly, daughter Lilly aged 3, and their son
James aged 1.
Driver James Jackson was the driver that was involved in fatal derailment at Copyhold Cutting on the
2nd October 1841 which also involved Driver Charles Goldsmith, when they were working a double-headed train, Driver
Charles Goldsmith was in charge on the leading locomotive (the pilot locomotive) and Driver James Jackon was in charged
of the second locomotive.
On 6th June, 1851 a Driver Jackson died as result of the Newmarket Arch near Falmer derailment. It is wonder if this was the
same driver who worked the first train out of Brighton station on the 11th May, 1840, and was involved the above train crash.
Other pioneering Enginemen were:
Driver William Cavan who was recorded to be injured in a boiler explosion in December 1842 on the Brighton to Shoreham
line.
Driver, James Jones, come to Brighton from the Oxford in c1859 and had previously been engine driver for 19 years on the
Wolverhampton line.
Driver Robert Whaley and his Fireman John Wright, who were involved in an incident on the 5th November 1844.
LONDON & BRIGHTON RAILWAY Accident at Hooley Lane on Sunday 19th September 1841
On the Sunday 19th September, 1841, just a few days before the opening of the line through to Brighton on Tuesday 21st September, 1841, an incident happened which did nothing to dispel such concerns happened very close to the new Red-Hill and Reigate-Road station. News had came through that a train had failed to reach its destination. An hour elapsed, during which tales of multiple casualties circulated. The truth was that one engine with one single carriage containing an inspector and his wife had been sent out to deliver to railway policemen at wayside stations new signal flags for use on the opening day. The special train ran into a line of earth-moving wagons under horse power engaged on final work near Hooley Lane, smashing the trucks and derailing the locomotive. There were no injuries, but the line was blocked with mangled wreckage.
THE OPENING OF THE FIRST RAILWAY LINE INTO BRIGHTON
Extracted & adapted from the Railway Magazine October 1955
The London and Brighton Railway opened its first line into Brighton station on Monday 11th May 1840 linking Brighton with
Shoreham. The line ran from Brighton station to Shoreham a distance of six miles. The only major engineering works were the
New England Tunnel and the cuttings by which it was approached. The only trouble encountered was a strike at the Brighton
end, the cause was of which is obscure.
The building of the line aroused great interest of the inhabitants of Brighton and Shoreham, and a number of the availed
themselves of the opportunity of having a free ride on the engine as far as Southwick, then the termination of the permanent
track.
There were four engines at work on the line at the time of it’s opening, not three, as usually stated. These were named
“Brighton,” “Shoreham,” “Kingston” and “Eagle,” the last having arrived only a few days before the opening from the
works of George & John Rennie, together with one first class and one second class carriage and third class carriages and
luggage vans had already been delivered in readiness for traffic.
PHOTOGRAPHER UNKNOWN
Above the scene at Brighton Station on the opening of the Brighton to Shoreham line, on Monday 11th May, 1840.
In the background is locomotive “Kingston” departing with the first train to Shoreham,
which was driven by Driver James Jackson.
In the foreground locomotive “Eagle” who was used to assist the train on it’s journey to Shoreham.
The official opening of the Shoreham line was fixed for three o’clock on Monday 11th May, 1840. An hour or two before that
time the station at Brighton began to fill with tickets-holders for whom a thousand tickets had been issued, while large crowds
gathered along the side of the cutting and the top of New England Tunnel. Inside the station, the band of the 12th Lancers
struggled to make itself heard above the noise of escaping steam and excited people.
Soon afterwards, the first train was made up, and it was headed by a Sharp locomotive “Kingston,” which painted a bright emerald green* with vermilion lining, and consisted of two open third class carriages each containing about forty passengers mostly directors and local tradesmen, two second class and two first class carriages holding about twenty passengers each, and occupied by the ladies and finally three luggage vans containing temporary benches and accommodating about seventy people, making a total of about 230 passengers. The driver, named Jackson*, had previously been employed working the same engine during the construction of the line.
*This livery may have been the colour for the other early Sharp, Robert & Co. locomotives that were employed on the London
& Brighton Railway.
PHOTOGRAPHER UNKNOWN
At three o’clock precisely the all clear signal was given by the waving of a white flag and to strains of the National Anthem the train moved slowly off. Scarcely had the last carriage cleared the end of the station, however, when the train came to a standstill with the driving wheels of the engine slipping violent. On investigation it was found that the brake of the second carriage was locked on. This was soon set right, and at eleven minutes past three a second start was made, this time with the assistance from behind by the engine “Eagle.”
At Shoreham several hundred people assembles to see the arrival of the first train, and a fete was held at the famous Swiss Gardens to celebrate the occasion.
A second train, hauled by the engine “Eagle” left Brighton for Shoreham at nine minutes past four with a load of passengers, and two other trips were made during the course of the day, on the last of which the band accompanied the train. Altogether about a thousand passengers were carried during the day. In the evening a dinner was held to celebrate the great at the Old Ship Hotel, Brighton.
On Sunday 17th May, 1840, just a week after the opening of the line, a man named Atherall, while riding on the tailboard of a
luggage truck which had been pressed into service for the conveyance of passengers, was thrown off and killed between
Shoreham and Southwick. This was the first fatal accident on the London & Brighton Railway.
In March 1841, the Ouse Viaduct was completed and is one of the most elegant examples of early railway architecture, with its 37 tall arches and the four pavilions at each end of the viaduct. There was also an impressive viaduct just outside of Brighton that crosses the London Road.
The three longest tunnels on the line, Merstham, Balcombe and Clayton, were whitewashed and lit by gas. Small gas-works were established by the tunnels for this purpose. The lighting of the tunnels was an attempt to reduce the fears of the passengers travelling on the line.
The coal-burning locomotives made it impossible to keep the whitewashed tunnels clean. The passage of the trains also constantly blew out the gas jets that lit the tunnel. The tunnels were also lined with corrugated-iron sheeting to avoid water falling on open third class carriages.
The line between London and Brighton was completed in September 1841. Over 3,500 men and 570 horses were used to build the railway. It had taken three years to build at a total cost of £2,634,059 (£57,262 per mile).
The first train entered Brighton station on Tuesday 21st September 1841. At first, the railway company concentrated on bringing the rich to the coast in first class carriages. It was not long, however, before the company realised that by offering cheap third class tickets, they could increase the numbers of people using their trains. In 1843 the London and Brighton Railway reduced the price of their third class tickets to 3s. 6d. In the six months that followed this reduction in price, 360,000 people arrived in Brighton by train.
Extracted & adapted from
the Railway Magazine
October 1955
PHOTOGRAPHER UNKNOWN
The opening of the Brighton - London railway in 1841, as
seen at Wick viaduct in Brighton
The line between Brighton and Shoreham was extended west
in stages to Chichester being completed in November 1845.
The line Eastwards to Hastings being completed in June 1846.
PHOTOGRAPHER UNKNOWN
London Road Viaduct as seen in the mid 1840s
The London & Brighton Railway merged under an act of
Parliament of 27th July 1846, with the Brighton & Chichester
Railway and the Brighton, Lewes & Hastings Railway to
become the London Brighton & South Coast Railway. Over the
coming years many other lines where built in and around the
Sussex and Surrey area, with some lines being started but
never being completed.
PHOTOGRAPHER UNKNOWN
BRIGHTON BOILER EXPLOSION DECEMBER 1842
INVOLVING BRIGHTON DRIVER WILLIAM CAVAN
Extracted & adapted from the Railway Magazine October 1955
In December, 1842, the boiler of an engine named “Brighton” blew up shortly after passing Hove station with a train from
Brighton to Shoreham. The connection rods and other parts were blown a considerable distance by the force of the explosion,
and were picked up by the policemen from Hove police station, who arrived on the scene with other helpers attracted to the
scene by the report of the explosion. Brighton Driver William Cavan, was severely scalded about the legs and body, but the
fireman escaped injury, and so also did one of the railway engineers, named Meredith, who was travelling on the tender at the
time.
A NEAR HEAD ON COLLISION 1844
Extracted & adapted from the Railway Magazine October 1955
An indent occurred in 1844, which reveals the laxity that was then all to prevalent in the Brighton railway working. On the
evening in question a special boat train left Kingston station at 9 p.m. with passengers for Brighton and at the same time the
usual passenger train left Brighton for Shoreham. By some mismanagement, both trains were sent off on the same line and met
head-on between Hove and Southwick. Fortunately the drivers saw each other in time and shut off steam, and at the same time
signalled to their guards to apply their brakes, so that a collision was just averted. Both engines were carrying red lamps in
front, which seem to have given adequate warning to their approach.
Danger Signal by means of Gunpowder 1844
The Birth of the Detonator
Major-General Pasley recommending that a Circular Letter should be sent to Railway Companies, suggesting the
adoption of a new “Danger Signal” by means of Gunpowder.
Railway Department
Board of Trade, Whitehall,
18th April,1844.
My Lords,
Two fatal accidents, which it was my duty to inquire into, having occurred within the space of thirteen months, in both of
which one railway train, detained beyond its proper time, was run into by another train, causing the death of a passenger in
one case, and of an engine-man in the other, notwithstanding that the usual precaution had been taken of sending a man back
from the train that was delayed with a red lantern as a signal of danger, to meet and stop the approaching train, not only by this
signal, but also by calling out to the engine-man. In both cases this precaution proved in effectual, as the men sent back were
neither heard, nor were their red lanterns seen by the engine men of the approaching trains. In fact, I have myself observed,
more than once, that it is impossible for the engine-man or fireman of a railway train in motion to hear a person calling to him,
even from a very short distance, especially when the train is passing under a tunnel, which causes a louder rattling noise than
in the open air.
I therefore beg leave to bring under your Lordships’ notice a very ingenious arrangement adopted on the London and
Birmingham Railway, as a fog or danger signal, at the suggestion of Mr. Cowper, son of the King’s College professor of that
name. This consists in sending a man back to place a small flat circular tin box containing a charge of gunpowder, mixed with
a little fulminating powder, on the line of rails by which the next train is advancing; which box has two leaden fangs attached
to it for clasping the rail, which at other times are doubled flat down upon the box to save room. As soon as the wheel of the
locomotive engine of the approaching train passes over this box, it fires the charge, with an explosion sufficiently loud to be
heard in the most stormy night, or in going through a tunnel; but not powerful enough to injure the rails or the wheels of the
engine. Under the circumstances supposed, this arrangement as a signal of danger or caution, is preferable to a red light by
night, or in a tunnel, because no neglect or in attention on the part of the engineman or fireman of the coming train can render
it possible for them to pass without being aware of the explosion, which cannot fail to take place, and on hearing which, it
would be their duty to stop. The best way of proceeding would be for the man sent back to carry a red light also, and after
placing his explosion-signal-box on the rail, to return part of the way from whence he came, and remain there with his red
light to meet the train on stopping, and to explain to the engineman whatever may be necessary.
I shall conclude by observing, that I a m fully persuaded that the more perfect system of danger-signal just . if generally
adopted on railways, may be the means of saving lives hereafter; and therefore I request, should your Lordships concur in this
opinion, that you will be pleased to call the attention of the Directors of Railway Companies to the subject by a circular letter.
I have, &c.,
C. W. Pasley, Major-General, and Inspector General of Railways.
Opening of the Brighton to Worthing Railway Line 1845
On Monday, the 24th November 1845 saw the opening of the extension of the Brighton to Shoreham line to Worthing. The first
three trains from Brighton to Worthing and the first two trains from Worthing to Brighton operated without problems, but the
third returning train from Worthing met with an accident just to the East of Lancing station, at 12.55 p.m. Three horses
belonging to a contractor were pulling a train of earth wagons on a temporary line when the lead horse strayed onto the
permanent line just when the train was approaching. The tender was in front of the engine and knocked down the horse before
capsizing, falling onto the horse and killing one and lamed the other two. The engine also capsized but remained on the line.
Luckily the train was still going slow after leaving Lancing station so none of the passengers were injured and they were only
detained for about two hours before they were transferred to another train and conveyed to Brighton. Trains were delayed for
the rest of the day while the engine and tender were righted but that didn’t stop a celebration dinner being held at the Nelson
Hotel, Worthing to celebrate the opening of the line. The driver of the horses was arrested as he hadn’t been holding the bridle
of the lead horse and had not had sufficient control over them.
PHOTOGRAPHER UNKNOWN
Brighton, Lewes and Hastings Railway line opened on 8th June, 1946
POSTCARD
NEW LINES AND NEW LOCOMOTIVE SHEDS
Map of the L.B.S.C.R which does not include the railway lines on the Isle of Wight
With the ever increasing number of new railway lines,
brought the need for more locomotive depots to be built at
key locations.
The L.B.S.C.R. started to build Locomotive depots through
out Sussex at the following locations;
Lyminster (1843-1868), St. Leonards (1845), Chichester (1846-c1870), Haywards Heath (1847-1872), Newhaven (N) (1847-1963), Horsham (Hors) 1848, Three Bridges (3-B) 1848, Eastbourne (E) 1849, Lewes (1853-1870), East Grinstead (E-G) (1857-c1896), Uckfield (1858-1868), Hailsham (1858-1880), Petworth (1859-1866), Polegate (c1860-1900), Littlehamptom (Lton)(1863-1995), Bognor (Bog)(1864-1995), Bramley (Surrey) (1865 -1887), Midhurst, (Mid) (1866 -c1955) & Tunbridge Wells West (Kent) (T-W) (1866-1985).
(..) denotes shed codes on the LBSCR
Other Locomotive Sheds were opened in Sussex by a rival railway companies to the L.B.S.C.R., the London, South Eastern &
Chatham Railway opened the following depots in the County. Hastings (1851 - 1929) & Bexhill West (1902 - 1936).
The London & South Western Railway opened its own depot at Midhurst to severe it’s own branch between Midhurst and
Petersfield.
PHOTOGRAPHER UNKNOWN
LONDON & CROYDON RAILWAY
Regulations for the First Appointment of an Engineman.
1 The candidate must not be under twenty-one years of age, and must produce a certificate of a sound constitution and
steady habits.
2 He must be able to read and write, and if possible, understand the rudimental principles of mechanics.
3 It will be a great recommendation if he has served his time to any mechanical art, especially as a Fitter of Locomotive
Engines; and, if possible, he should produce testimonials stating his qualifications as such.
4 If the candidate has been a Fitter or a stationary Engine-man, he must, for several months at least, have been a Stoker
on a Locomotive Engine, under the direction of a steady and competent Engine-man; and before his appointment, he
should produce a testimonial from the Superintendent of Locomotives, or at least from an Engine-man under whom he
has served, stating full confidence in his acquaintance with the construction of an Engine and the principles of its
management.
5 If the candidate has not been a Fitter or a stationary Engine-man, he must have served as a Stoker for at least two
years, and produce the testimonials named in the preceding rules.
6 If require by the Board of Directors, for greater security, the candidate must undergo an examination from their
Engineer, Superintendent of Locomotive, or other competent person, as to his knowledge of an Engine and its
management, and the general result of this examination must be committed to paper, signed by the examiner, and
presented to the board.
7 The Engineer or Superintendent of Locomotives of the Railway to which the candidate is desirous of being appointed,
shall sign a certificate stating that he has conversed with him, has seen him drive and has confidence in his steadiness
and ability.
8 Before being allowed to take the entire charge of an Engine and train, the candidate must drive for several days under
the direction of an experienced Engine-man, who must be on his Engine, and certify to ability.
9 All certificates and testimonials must be deposited with the Secretary of the Company, who will restore them to the
owner on his leaving their service.
Framed by the then Mr C. H. Gregory, in his capacity as the Company’s Resident Engineer, and adopted by the Directors
of the L&C Rly in 1840.
The London & Croydon Rly &
the London & Brighton Rly
amalgamated on the
27th July 1846
PHOTOGRAPHER UNKNOWN
THE VICTORIAN GUIDE TO THE BRIGHTON LINE
INTRODUCTION OF GRADIENT BOARDS
In June 1844 the London & Brighton Railway starting to introducing gradient boards which order by the Locomotive
Committee, which were to be placed on the line side as warnings to drivers when running downhill. These were not, however,
appreciated by all loco crews, since the Punishment Register for August, 1844 shows Driver Meyrick and Fireman Taylor of
loco no. 58 were fined £2 2s.0d. each as a result of rekindling the fire of their engine with gradient boards and fencing.
* Depot of loco-men not known.
FATAL ACCIDENT ON THE LONDON AND BRIGHTON RAILWAY
The report below was published in the Sussex Advertiser on Tuesday 5th November 1844.
An inquest was held on Tuesday last, at the Station Inn Hayward’s Heath, by Alfred Gell, Esq., Deputy Coroner, on the
body of George Mitchell, a labourer, on the above railway, who met his death on Saturday, the 26th, in the awful
manner shown in the following evidence given at the inquest.
Robert Whaley, sworn-I am an engine driver on the London and Brighton Railway, and live at Croydon. I left Brighton
on Saturday night at half-past 11 o’clock with the engine No. 70 of the London and Brighton Railway Company, and
arrived at the place where the accident occurred a few minutes before 12. We were in the Folly Hill cutting in the
parish of Keymer, proceeding at the rate of 15 miles an hour when I felt a sudden jerk of the engine; I said to the
fireman that was with me, what is that, he said we had run over a man, I said that can’t be, he said he was sure of it for
he saw a man’s hat fly past the engine, by this time we had stopped the engine and we went back about 30 yards but I
could see nothing, my mate said here he is, and I then saw the deceased lying in the ditch which carries the water off
from the line; we took him out and placed him by the side of the line, and started off to Hayward’s Heath station for
assistance; we then took the body back to the Station Inn; this was about quarter past 12; It was a moonlight night and
I could see a long distance before me; I am sure the man was not walking on the line or I must have seen him; my
opinion is that he was lying down on the line; it was on the left hand side of the line from Brighton; the deceased was
quite dead when we took him out of the ditch; we had our usual signals on the engine and the deceased must have
heard us coming had he not been asleep.
John Wright sworn: I am a fireman or stoker on the London and Brighton Railway; I was with the last witness at the
time of the accident, in Folly Hill cutting; I felt the engine jerk and at the same instant saw a man’s hat fly past the
engine; I said we have run over a man and Whaley said, “surely not,” we stopped the engine, took the lamp and found
the deceased in the ditch.”-This witness corroborated the evidence of the engine-driver in most particulars.
Thomas Spry Byass sworn: I am a surgeon and reside at Cuckfield; about twenty minutes past one, on Sunday
morning, I arrived at Hayward’s Heath Station; deceased was quite dead when I got there; I found a large wound in
the abdomen, the intestines protruding, which was quite sufficient to cause sudden death; It appeared as if a heavy
weight had pressed upon the body; I have no doubt but that deceased was dead in an instant after the accident
happened.”
George Pratt sworn: I am a labourer and I live at St. John’s common; I saw deceased at Ellis’s Beer Shop, at Burgess
Hill about nine o clock on Saturday night, and we drank together, he had one pint of beer when he first came in and
had one glass with me; we then went to another beer shop, the New Anchor, kept by Agate, also at Burgess Hill; we
stopped there till ten o’clock, during which time we had three pints of ale between us; I walked with deceased to Cants
Bridge, which crosses the Railway; I asked him if he was going home and he said yes, but he did not want to get home
till mid-night as there was a warrant out against him for poaching, and he has been away from home some time. He
was working on the Line between Burgess Hill and The Hassocks; the deceased’s wife and family live at Balcombe,
and I last saw him walking in that direction, on the Line, about two miles from Folly Cutting. He did not appear to be
a bit worse for what he had to drink; I have known him for some years.”-
Verdict: that deceased was accidentally killed by the engine No. 70, of the London and Brighton Railway Company,
passing over his body, and that there was no evidence to shew in what position deceased was in at the time the engine
came up to him. Fine one shilling on the engine.
Im[med]iately after the inquest, a subscription was entered into by the coroner and Jury on behalf of the widow and
six orphan children of the deceased, who are left in a most deplorable state of distress. The subscription list is lying at
the Station Inn, and Mr. John Bennett, junior, landlord, will be happy to receive donations on behalf of the bereaved
family.
PHOTOGRAPHER UNKNOWN
PHOTOGRAPHER UNKNOWN
Sharps Single
The main line to London and the branches to Shoreham and Lewes were constructed by the London and Brighton Railway
Company. Mainly owing to financial considerations, the London, Brighton and South Coast Railway Company was formed
under an Act of Parliament of July 1846 by amalgamating the London and Brighton; London and Croydon; Croydon and
Epsom; Brighton, Lewes and Hastings; and the Brighton and Chichester railway companies. The London, Brighton and South
Coast had 457 miles of track, covering most of Sussex and much of south London and Surrey,
THE GREAT SNOW STORM 1847
The great snow storm on the evening of Tuesday ----- th ------ 1847 (early 1847), the north eastern counties were visited by a
tremendous snow storm for nearly 12 hours’ duration and the traffic on the London & Brighton Railway was stopped for much
longer period. During the first few hours of the fall the up and down trains passed through the most with little difficulty, but
after that time the line become wholly impossible, especially to this district, where the drifts from the hills into the cuttings
were exceedingly great. It was the same with the old coach roads. Most of them blocked up, and the snow for miles around lies
two to three feet in depth. So great has the fall been in the locality of the Balcombe parish that at 10.0 p.m. on Tuesday ---- th -
---- 1847, the station was found almost buried in snow. The first train from train from London in the evening that was stopped
was the 5.0. p.m. express, containing a number of passengers, amongst who were Captain Hotham, Mr. Rowland Hill, and one
or two of the Directors of the London & Brighton Railway. On arriving from London, the fall of the snow became so thick as
to prevent the engine driver scarcely seeing the length of the train, and shortly it was brought to a standstill. The engine
driver, the stoker and the guards got down, and with shovels and implements proceeded to clear the snow off the rails to some
distance, thinking the great mass was confined to the cutting they were in. On the engine starting again it was brought to a
dead stoppage at the end where the snow had been cleared. The men continued their labours as before, and vigour attempts
were made to force the train, but were of trifling avail, as the wheels of the engine and the carriages were completely blocked
with ice and snow.
There being no prospect of a passage being made through the snow as the snow was still falling heavily and had partly put out
the fire, Mr Rowland Hill made known the unfortunate conditions of the train and passengers; and it being obvious that it so
continued far sometime even it could be forward, the chilled passengers alighted from the carriages and returned to the
station at Three Bridges, which, with a small inn adjacent is the only habitation for miles around. Here they remained the
night, and in the morning returned to London. The exertions during the night to effect a passage that with the same result, one
end of Balcombe tunnel being filled up with the drift. At an early hour four powerful engines arrived from town, accompanied
by the company’s engineer, Mr. Hood, and these firmly coupled, started at a rapid pace in the hope of hope of cutting through
the snow. This proved a failure, for the snow penetrated the fireboxes, the fires were extinguished and the engines rendered
useless. As express was then forwarded back to London for the whole staff excavators the company’s employ. In due course of
time a large army of “Navies” armed with spades and pick axes, and were immediately put to work. The company not having
the benefit of the electric telegraph, and the old coach road, being like the line. Impossible for communications with Brighton
and other parts down by the coast was consequently cut off. This continued until 4.0 p.m on Wednesday afternoon, last where
the down line was sufficiently cleared to allow the passage of trains, but the up line still remained covered. Near to Brighton
the railway is understood to have been in the same conditions, and that all trains on the previous night that left the metropolis
were compel to return.
PHOTOGRAPHER UNKNOWN
PHOTOGRAPHER UNKNOWN
Jenny Lind Class
Brighton Engine men with Brighton locomotive No. 65 Jenny Lind in c1847.
PHOTOGRAPHER UNKNOWN
PHOTOGRAPHER UNKNOWN
PHOTOGRAPHER UNKNOWN
Engine Driver Sam Fry standing next to a John Chester Craven’s Locomotive No.12,
photographed at the Lover's Walk Railway Depot, Brighton in May 1858.
DERAILMENT AT STREATHAM COMMON
29TH MAY 1863
On 29th May, 1863, 'Craven West End Well Tank Loco' No. 131 was working the Victoria portion of the 5 p.m. Brighton express bunker foremost from East Croydon. About a quarter of a mile before Streatham Common station on the tight curve at the foot of the 1 in 126 bank the engine began oscillating so violently that it left the road. After running 224 yards along the ballast it fell on its right side and then turn upside down before stopping with wheels in the air. So far the damage was remarkably slight, but then the dome disintegrated with an explosion heard several miles away, which killed the driver and three passengers, and injured fifty-nine others. Before the accident the sixteen coaches forming the train had been extended for 112 yards, but when inspected afterwards they were all collected within half the distance, some being upright on the track, others on the ballast and a few on the adjoining track in addition to the normal complement of passengers, two companies of Grenadier Guards and their baggage made the train heavier than usual, probably about 200 tons.
PHOTOGRAPHER UNKNOWN
GETTING THE POINT ACROSS
The maker’s of locomotives always used best quality materials and often substituted more expensive items than those required
by John Chester Craven, Locomotive Superintendent for the L.B. & S.C.R. Generally this was to the Company’s advantage,
although in the case of the footplate floor boards on the Standard Craven Passenger Locomotives 2-4-0’s, this was definitely
not so, for pitch pine replaced oak planking. This was beautifully grained, and as long as it remained dry greatly improved the
appearance of the footplate, but a drop of water turned the flooring into a skating rink. Craven discovered this when travelling
on loco No. 187 from Croydon to Brighton with the 4 p.m. express in c1864.
Near Horley track repairs necessitated the up line being used for several hundred yards and when the driver entered the loop
at 25 to 30 M.P.H. the whole party slid across the footplate to end up in an untidy pile of arms and legs, the floorboards
having been well swept and watered in honour of Craven’s presence. Scrambling hurriedly to their feet, all forgot that the loop
has two ends and as the engine it the second crossover the jerk sent them again flying across the footplate. Craven broke his
collar bone and the fireman his wrist, which left the driver to keep the train running to Brighton. First-hand knowledge is a
wonderful thing, and within ten days all of the class had oak planking, which, if less decorative, gave firm footing come rain
or shine.
* Depot of loco-men not known
PHOTOGRAPHER UNKNOWN
THE WILLOW WALK SHUNTERS
In January 1866, Locomotive Superintendent John Chester Craven, designed a pair twin 0-6-0 saddle tanks locomotives, with
a coupled footplate to footplate for working heavy main line goods trains up New Cross bank, and thereby avoiding the
expense of employing pilot engines. The fuel was carried in bankers alongside the two fireboxes, which left the footplates free
from obstructions and offered the possibility of one crew handling both engines with subsequent saving in wages and man-
power. However, when the loco-men heard of this, they flatly refused to work them unless given double wages, and when this
was refused by Craven. Craven then realised the scheme was impracticable and redesigned the this loco into two independent
loco to carry out shunting duties and local goods traffic.
PHOTOGRAPHER UNKNOWN
The view of Brighton station and locomotive works in the foreground
PHOTOGRAPHER UNKNOWN
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