محطة برايتون

كتب سام كارلسون
تعرض حديقة برايتون في شيكاغو مجموعة متنوعة من معدات الإشارات في 31 يناير 1996. أنت تنظر إلى الشمال الغربي.
جون روما لم يكن متشابكًا. كانت تلك الإشارات معادلة لعطاء التبديل الذي يعطي إشارة متابعة. نظرًا لأنه كان معبرًا غير متشابك ، كان على جميع القطارات التوقف بموجب القانون بغض النظر عن إشارة الإشارة.

الاستبدال ، الذي جاء منذ حوالي عقد من الزمان ، هو جهاز تحكم عن بعد متشابك ، وليس آليًا كما تم وصفه هنا.
سام كارلسون حسنًا ، ما الفرق بين "التحكم عن بعد" و "الآلي؟"
Jon Roma A المتشابكة في جهاز التحكم عن بعد يعني أن الإشارات يتم التحكم فيها بواسطة مشغل التحكم أو المرسل. في حالة برايتون بارك ، أعتقد أن المصنع يديره مشغل التحكم في NS 47th Street Yard.

التشابك التلقائي هو التحكم الذي تقوده الدائرة الحيوية نفسها. تمسح الإشارات المطلقة نفسها عند اكتشاف قطار في دائرة اقتراب ، بشرط أن تسمح الظروف (لا يوجد طريق محدد أو وقت تشغيل على طريق متعارض ، على سبيل المثال). لا يوجد عامل تحكم معني.

كما يمكنك أن تتخيل ، فإن تشابك جهاز التحكم عن بعد أكثر ملاءمة لموقع مثل حديقة برايتون من المصنع الأوتوماتيكي.
جون روما أيضًا ، سبب سيطرة NS على النبات له بعض الجذور التاريخية المثيرة للاهتمام. أفهم أنه عندما تم إنشاء وظائف switchtender عند المعبر في مكان ما في ضباب بعيد من الوقت ، دعا عقد العبور إلى توفيرها من خلال Chicago River & amp Indiana Railroad.

جون ماثيو خط أورانج وليس أحمر
جون مور جيمس أ
يقع Metra على مسارات GM & ampO السابقة متجهًا البوصلة جنوبًا إلى East St.
يقع المحرك الخلفي المواجه لأعلى على تقاطع شيكاغو السابق ، ومسار نيويورك المركزي يتجه شمالًا خارج NS Ashland ave الآن. حديقة منزل.
المحركات الأمامية التي تواجه UP و Wisconsin Central موجودة على B & ampOCT السابقة أيضًا تتجه شمالًا.
المسارات على اليمين هي كل ما تبقى من خط بنسلفانيا للسكك الحديدية. يقف المصور على يمين الطريق لعدة مسارات رئيسية تمت إزالتها تحت Conrail.
تم تحديث هذا التقاطع بالكامل بإشارات ضوئية ملونة جديدة وعناصر تحكم كاملة في المرسل في عام 2006 أو 2007 ، ولا أتذكر تواريخ تعليق الإشارة. الشيء الوحيد الذي بقي اليوم هو رافعات ارمسترونغ التي تتحكم في إشارات الإشارات ما زالت في الأعشاب عند الماس!
دينيس ديبرولر جون مور ميترا يتجه البوصلة الغربية. نظرًا لأن هذه مسارات CN ، فإنها تتجه جنوبًا. نظرًا لأنه مسافر ، فهو ذاهب إلى جولييت فقط. تقوم شركة أمتراك بتشغيل القطارات على هذا الطريق التي تذهب إلى سانت لويس وتكساس. هذه الصورة رائعة وتوضح أنها كانت معبرًا مهمًا في المدينة. https://www.google.com/. /@41.8267173،-87. / البيانات =! 3m1! 1e
أخذ دوغلاس دريكسيل ميتشل العديد من القيلولة الطويلة في المقلاة.
والدولف أورسين لسنوات ، كان هذا المفترق مأهولًا ، وكان محطة توقف إلزامية لجميع القطارات ، وكان يحتوي على إشارات. فقط خلال السنوات القليلة الماضية تم ترقيته كجزء من برنامج CREATE. هذا الموقع جزء من مشروع ممر غربي Ave ، وكان جزءًا من طريق PRR panhandle.
كان قطار ناثان ماكي ذا دبليو سي هو النقل الصباحي من بار يارد إلى شيلر بارك.
جلين أولبرمان لم يعد مشغولاً بهذا الشكل. أذهب إلى هناك أذهب إلى العمل. تقوم CN بتوجيه قطاراتها عبر EJ & ampE القديمة حول شيكاغو ، إلى Joliet و Chicago Heights و Griffith و Gary Indiana. يذهب البعض في التقاطع الجديد للذهاب مباشرة إلى Markham Yard ، والبعض الآخر يذهب مباشرة إلى Champaign IL.

نشر John David Larson مع تصحيح سطر CTA
في صيف عام 2000 ، زرت موقعًا في شيكاغو يسمى برايتون بارك. كان هذا التقاطع قطعة أثرية للأيام الماضية لأنها استخدمت إشارات إشارات قديمة لفترة طويلة. الإشارات هي إشارات تستخدم شفرات ترتفع لأعلى أو لأسفل للإشارة إلى القطارات (منذ استبدالها). هذا تقاطع مزدحم لأن العديد من قطارات الشحن التي تمر هنا يجب أن تشارك المعبر مع قطارات أمتراك وميترا. في هذا المشهد ، تنتظر ثلاث قطارات شحن بينما يزحف قطار ركاب عبرها. في الأعلى ، يمر "الخط البرتقالي" التابع لسلطة النقل في شيكاغو ، مما يجعل مشاهد مثل هذه ممكنة مع عرض خمسة قطارات في وقت واحد.
Steve Kraus ما كان لافتًا لم يكن مجرد إشارات ضوئية وحقيقة أن التقاطع لم يتم التحكم فيه عن بُعد من بعيد عبر CTC ولكن لم يكن متشابكًا على الإطلاق.

نشر جريج مروس زوجًا من قاطرات IC "نجمة الموت" تسحب وسائط متعددة في عام 1992.
كان لدى Todd Pearson BP لوحات توقف مشروطة في كل اتجاه. لقد اتصلت بالمفوضية هناك للحصول على طريق. كان يبطن الإشارات ويمنحك تصريحًا.
لم تكن أي من الإشارات متشابكة. يمكنك الحصول على إشارة المضي قدما في كل اتجاه.
قيل لنا دائمًا الانتباه إلى الحركات المتقاطعة.

تعليق على وظيفة
اعتدت أن أذهب بول موسلمان وألتقط صورًا لآخر تقاطع متشابك يتم تشغيله يدويًا في الولايات المتحدة. برايتون جانكشن في شيكاغو. يجب أن تتوقف جميع القطارات التي تقترب تمامًا ، وتنتظر "المضي قدمًا" من المشغل. يمكنك الوصول إلى هذا المعبر بالذهاب خلف برجر كنج. عندما جعلوه أخيرًا آليًا ، جلست مجموعة الرافعة حيث كان البرج ، تحت المطر.

نشر جريج مروس قطار كونريل. أعتقد أنه يتجه شمالا.

نشر Gerry Grzyb محركًا توربينيًا يلتقي بقاطرة ICG مع اثنين من إشارات التقاطع التي شوهدت بينهما.

نشر Chuck Guzik ست صور من 1 يوليو 2007.

نشر كروز مارتينيز أربع صور لما يبدو عليه اليوم.

أرتورو جروس فليكر لعام 1994 نورفولك الجنوبي. علق ستان قائلاً إن صورة أرتورو "إضاءة مناسبة في الربع الشمالي الشرقي".

محطة برايتون - التاريخ

مع بدء أعمال البناء في Gardenvale في عام 1906 ، تم إصدار برايتون ساوثرن كروس أشاد بها على أنها & ldquothe سندريلا من محطات برايتون & rdquo & ndash نفت منذ فترة طويلة ، ولكن الآن سمح لها أخيرًا بالوصول إلى الكرة.

إذا كان من الممكن القول أن القصة تحتوي على عرابة خرافية ، فإن أهل برايتون وكولفيلد هم الذين ناضلوا من أجل بناء station & rsquos ، وجمعوا غالبية الأموال اللازمة لبنائها ، وكان لهم رأيهم في تسميتها . من البداية إلى النهاية ، كانت محطة Gardenvale جهدًا مجتمعيًا.

افتتاح محطة Gardenvale في 4 ديسمبر 1906. المصدر: جمعية Glen Eira التاريخية. التجمعات المجتمعية

بدأت الدعوات لمحطة قطار بين شمال برايتون وإلستيرنويك في وقت مبكر من عام 1890 ، ولكن لم يتحد سكان البلديتين حتى عام 1904 حول هذه القضية. في اجتماع حضره حوالي 70 من السكان المحليين وأصحاب العقارات في Murphy Street Recreation Hall ، قرر أعضاء مجلس برايتون وكولفيلد العمل معًا للترويج لبناء محطة جديدة.

نقل الوفد القضية إلى مفوض السكك الحديدية توماس تايت ، الذي ، على الرغم من عدم حماسته ، أعطى موافقته المشروطة. لم يكن قسم السكك الحديدية على استعداد لدفع ثمن محطة جديدة ، ولكن إذا كان السكان المحليون على استعداد لتحمل تكاليف البناء & ndash المقدرة بإجمالي 2640 جنيهًا على الأقل & ndash ، فإن القسم سيشرف على المبنى ويتعامل مع قضايا الصيانة المستمرة.

بالنسبة للكثيرين ، كانت الإجابة جيدة مثل & lsquono & rsquo. ال الصليب الجنوبي قدّم نظرة قاتمة ، وخلص إلى أن هناك فرصة ضئيلة جدًا لزيادة المبلغ بين مالكي العقارات المهتمين ، ومن المحتمل أن يُسمح بإسقاط الأمر. & rdquo

كان التشاؤم واضحاً في الاجتماع التالي ، الذي لم يحضر سوى عدد ضئيل من الحضور. ومع ذلك ، قرر زعماء العصابة المضي قدمًا ، وتم تعيين نائب ثانٍ لاستدعاء برايتون آند رسكوس رئيس البلدية السابق ورئيس الوزراء الفيكتوري الحالي ، توماس بنت. هنا ، وجدوا استقبالًا أكثر تعاطفًا ، حيث وعدت شركة بنت بتقديمها و 1000 جنيهًا إسترلينيًا تجاه المحطة نيابة عن الحكومة.

بثت أخبار تعهد رئيس الوزراء ورسكووس حياة جديدة في الحركة. حيث كان من قبل & £ 2،640 بدا وكأنه مستحيل ، فجأة بدأ الهدف يبدو قابلاً للتحقيق. تم انتخاب لجنة ، وألقت بنفسها على الفور في أعمال جمع التبرعات.

شاهد الحشود أول محطة قطار في محطة جاردنفيل ، 4 ديسمبر 1906. المصدر: ملبورن بانش ، 13 ديسمبر 1906 ، عبر تروف.

لقد كانت عملية طويلة وشاقة. كان إقناع السكان بدعم المشروع هو نصف المعركة فقط لجعلهم يتخلون عن الأموال التي تعهدوا بها قد يكون أكثر صعوبة. حتى مع بدء أعمال البناء في أوائل عام 1906 ، كانت اللجنة لا تزال تطارد المؤيدين الذين لم يدفعوا بعد ما وعدوا به. أصبح سوء التفاهم بين اللجنة ودائرة السكك الحديدية مصدر إحباط مستمر ، ودُعي أكثر من مرة إلى رئيس الوزراء لحل المآزق.

However, several large donors helped to being the committee over the line. Henry Spink and John William Allee contributed land from the old Allee estate and spent nearly £1,500 on the construction of new streets, including the extension of Martin Street from Asling Street to Point Nepean Road. When fundraising appeared to have stalled £300 shy of the goal, Caulfield councillor John Lempriere stepped in to cover the shortfall.

By August 1906, the new station was coming close to completion, but there was still one thing that it lacked &ndash a name.

Unofficially, it had come to be known as South Elsternwick, but the Railway Commissioners were insistent that the name should reflect the immediate locality rather than a &ldquoportion of another place&rdquo. There was already enough confusion over the five Brighton stations (North, Middle, Beach, South and East &ndash the latter two were renamed Moorabbin and Bentleigh the following year) without adding a second Elsternwick into the mix.

The question was put to the public in a Brighton Southern Cross naming competition in August 1906, with a 1 guinea prize on offer for the winning suggestion. Over the course of three weeks, more than three hundred people mailed in their ideas. Most were Brighton, Caulfield or Sandringham locals, but suggestions came from as far afield as Frankston, Ferntree Gully, Macedon, Traralgon and Ararat.

Tommy Bent certainly won the popular vote. Source: Brighton Southern Cross, 25 August 1906, via Trove.

Many looked to the area&rsquos history. There were nods to large present and former local estates in names like Clonaig, Landcox, Kamesburgh and Garden Vale &ndash even Ozone in honour of the former Ozone Soap works, at one time a well-known landmark in the area. Briwick, Brightwick, Elbright, Elstbright and Elston were all offered as portmanteaus of the station&rsquos two closest neighbours.

Other entrants drew their inspiration from notable early citizens like Henry Dendy, Adam Lindsay Gordon, George Higinbotham and George Rusden. The names of living figures also appeared prominently, with suggestions like Allard, Lempriere, McBryde, O&rsquoNeill and Allee honouring the men who had actively campaigned for the station.

However, no name was more popular than that of the sitting Premier. Almost a quarter of all entries were some variation on &ldquoBent&rdquo, with suggestions including Bentville, Bentside, Bentleigh, Bentvale, Bentfield, Bentview, Bentford, Bentown, Bentington, Benthaven, Bentwood, Bentelwood, Bridgebent, Brightbent, Bentom and Tombent. Others were a little more of a reach: one entrant proposed &ldquoRainbow&rdquo in tribute to Bent, because it represented &ldquoa bent emblem of a promise fulfilled&rdquo.

Some suggestions were odder still. One reader put forward &ldquoOmega&rdquo, on the basis that the new station &ldquowill be the last station on the Brighton line, as there will be electric tramway offices in future&rdquo. A disgruntled Black Rock traveller proffered &ldquoOne More Stop&rdquo, &ldquoFive Minutes Wasted&rdquo and &ldquoEmbark Here for the Airship&rdquo.

Other names were perhaps simply before their time: one contestant&rsquos hopes for a &ldquoSouthern Cross station&rdquo would not be realised for another ninety-nine years.

Ultimately, the judges selected three suggestions for the Brighton Council to consider: Dendy, in honour of founding figure Henry Dendy Nepean, in reference to the nearby Point Nepean Road (now Nepean Highway) and Warrein, said to be a local Indigenous word for the sea.

The choices sparked considerable debate among the councillors, who struggled to reach any agreement on a name. Edmanson was set on Warrein, while Bishop liked Dendy. Weigall wanted Garden Vale, a suggestion overlooked by the judges, added to the short list. Wilson proposed calling it North Brighton and renaming the present North Brighton station simply &ldquoBrighton&rdquo. Bent (who retained his council seat despite being in State Parliament) didn&rsquot care for any of the options and brusquely questioned the authority of the &ldquoself-constituted committee&rdquo of judges. In the end, unable to agree, the council voted to forward all four options on to the Railway Commissioners.

In making their selection, the Commissioners looked back to their original criteria: they wanted a name clearly associated with the place. Dendy and Warrein were each linked with roads a mile or more away from the station. Point Nepean Road was nearby, but the name was linked to a number of other places, risking confusion.

Only Garden Vale carried a clear and unambiguous connection with the station&rsquos surrounds. Named for the Irish village of Gardenvale, Andrew Rowan&rsquos sprawling estate formerly covered two large blocks of land bounded by Glen Huntly Road and the Sandringham and Rosstown railway lines. The land was subdivided and auctioned in the late nineteenth century, but the association had remained, and for some years the local division of the Brighton state electorate was known as Garden Vale.

Thus, Gardenvale &ndash conflated to one word, for simplicity &ndash was announced the winner. &ldquoDid I hear somebody say &lsquoMarket Gardenvale&rsquo?&rdquo quipped one Southern Cross commentator. &ldquoI trust not. Jokes of that kind will be sternly resented with a stout stick.&rdquo The name even inspired the writer to verse:

Said the Victorian Commissioner of rail&mdash
&lsquoI think, as a name, Gardenvale
Whops Dendy, Nepean,
Or Mackenzie's Warrein.&rsquo
Just listen to Edmanson's wail!

Crowds gather for the grand opening on 4 December 1906. Source: Melbourne Punch, 13 December 1906, via Trove. As the station neared completion, new rumblings of discontent emerged, with locals complaining that the Railway Commissioners were not delivering on all that was promised. The original plan had included an underpass through the railway embankment, connecting the two sides of Martin Street for car and foot traffic this had been abandoned in favour of a less convenient but more cost-efficient pedestrian walkway built midway up the station ramps. As for the wooden platform buildings, the Southern Cross derided them as &ldquomiserable &lsquoportables&rsquo &hellip dumped on the platform to do duty for more decent structures&rdquo and hardly worth the £2,600 the project had cost.

But by the grand opening on December 6, all misgivings were (at least temporarily) forgotten. ال Southern Cross reported that about five hundred people attended, with special trains running from Sandringham and Flinders Street. The much-criticised buildings and platforms were &ldquoredolent of new paint, new asphalt, and a sense of newness pervaded the structure generally, colour being added by the liberal supply of flags&rdquo lent by the Brighton Yacht Club. The mayors of Brighton and Caulfield toasted to the success of the station and congratulations were shared around &ndash before Councillor Wood of Caulfield took the opportunity to remind everybody that the committee was still owed £400 in pledged donations and he would happily give receipts to anyone willing to pay up now.

Hundreds gather for the opening of the subway in 1928. Source: The Argus, 21 July 1928, via Trove. It would be another two decades before the promised Martin Street railway underpass was built, and when it finally happened it was again due to the hard campaigning of residents. The lack of road access through the embankment was long a source of frustration to locals, particularly Gardenvale traders, who were keen to open Martin Street up to more shoppers. The Railways Commission approved the tunnel in 1926, but once again it was contingent on the community to find the necessary funds. This time the Brighton and Caulfield councils, local residents and businesses raised £8130 between themselves, and construction was completed in 1928.

In the century since its debut, Gardenvale station has weathered wild storms, arson and reconstruction. Today it continues to stand, in the Southern Cross&rsquos words, as &ldquosomething of a monument to the push and perseverance of the residents of the locality&rdquo.

Uniform

In 1855 there was a change of uniform, the tailcoats being replaced by frock coats. The top hats were replaced in 1868 with helmets. The force had by now greatly increased to a total of one hundred men and during the following years regular increases to the Force was made. The records shows that by 1901 another 50 men had been added and still more men were added during the following years.

In 1956 the Force boasted a total of 256 Officers and Constables. The total number of officers for the Brighton Borough Police Force in 1967, on amalgamation with Sussex Police being 415 men and women, these include a few vacancies.

The History of Brighton

Brighton began as a Saxon village. The Saxons conquered Sussex in the 5th century AD. One of them was called Beorthelm. He owned a farm (in Saxon a tun) called Beorthelm's tun which, in time grew into the town of Brighton. As well as farmers there were fishermen in the village. Brighton overlooked a cliff and the fishermen's huts were under this cliff on the foreshore. The church of St Bartholomew was first mentioned in 1185. (Though it probably existed long before then).

In 1313 Brighton gained a charter. This was a document granting the merchants the right to form their own local government and certain other privileges. A fish market was held daily on the beach. There was also a weekly pig market and a weekly corn market as well as a general market where all kinds of goods were sold. Once a year there was a fair. (A fair was like a market but was held annually and attracted buyers and sellers from all over South East England).

The earliest map of Brighton shows a little town about one quarter of a mile square. There were 4 streets, North Street, West Street, East Street and South Street. In the middle of the 4 streets were allotments. The Lanes started as pathways between them. By 1500 Middle Street existed. There were also fishermen's huts along the shore. The 4 streets formed the boundaries of the town. The space between Middle Street and East Street was called the Hempshares and hemp was grown there for fishermen's nets. (The Lanes started as little paths between gardens or allotments).

Brighton suffered from the continuous erosion of the coast. In 1340 it was stated that the sea had recently 'swallowed' 40 acres of farmland.

The first fortification at Brighton was the bulwark, which was a tower built next to the town in 1497.

Brighton town council consisted of 12 men chosen from 'the most respectable, wealthier and discreeter' inhabitants, 8 fishermen and 4 landmen. They chose one of themselves to be the Constable, responsible for law and order for one year. When one of the 12 died the other 11 selected somebody to replace him.

The French burned down Brighton in 1514. This was easily done as nearly all the buildings were of wood, with thatched roofs. On the other hand, they could be easily rebuilt.

In 1545 the French returned. A writer said the French commander 'Came forth into the seas and arrived on the coast of Sussex before Brighthamstead (Brighton) and set certain of his soldiers on land to burn and spoil the country, but the beacons were lit (to warn people in the surrounding countryside and summon their aid) and the inhabitants thereabouts came down so thick, that the Frenchmen were driven to fly with loss of diverse of their numbers so that they did little hurt there'.

By 1580 there were 400 fishermen and 102 landmen living in Brighton. So it probably had a population of around 2,500. By the standards of the time Brighton was a fair sized market town. There were 80 fishing vessels.

In 1558 'there was granted to the inhabitants of that town by the Lords one parcel of land containing in length, 30 feet long and 16 feet in breadth'. This parcel of land was used to build the blockhouse. The blockhouse was a circular fort, 50 feet in diameter, 16 feet in height with walls 8 feet thick. It had 6 large guns and 10 small cannons. It stood near the Southern end of Middle Street. A wall 14 or 16 feet high, with placements for guns extended 400 feet eastwards to East Street and westward to West Street. There were 4 gates, East gate, Porters gate, Middle Gate and West gate.

Despite the building of the blockhouse in 1635 the local Justice of the Peace complained of the lack of defences at Brighton.

In 1651, shortly after the civil war, Charles II persuaded the Scots to invade England to help him regain his crown. The attempt was foiled. The Scottish army was defeated at Worcester and the king narrowly avoided capture. He made his way, in disguise to Brighton, and was smuggled abroad.

In the 17th century the fishing industry in Brighton suffered a decline. This was because of a series of wars with the French and the Dutch. Their navies prevented fishing vessels from going fishing, e.g. in 1694 a writer said 'Our poor town of Brighton has been this day suddenly surprised by 4 French ships and pestered by them since 11 am. As yet they have not done us much harm, having positioned themselves so near to us as to shoot over the town'. Two more French vessels arrived but the townsfolk armed themselves and assembled. Eventually the French sailed away.

The modern name of the town, Brighton, first appeared in 1660. By 1810 it was the official name of the town. In 1665 a free school opened in the town on the Hempshares. In the same year a Bowling Green opened on the Old Steine.

In 1703 England was struck by a severe storm. In Brighton it 'stripped a great many houses, turned up the lead off the church, otherthrew 2 windmills and laid them flat on the ground'. A second storm in 1705 demolished houses below the cliff, along the foreshore. In 1723 groins were built. However the two storms severely damaged Brighton, which was already suffering an economic depression. Brighton declined in size to perhaps 1,500 people in the early 18th century. And the ocean continued to erode the seashore. First it destroyed the houses under the cliff, then, by 1760 began to undermine the cliff itself. Brightons fortifications were slowly undermined and destroyed by the sea.

In 1730 a writer said 'If some speedy care be not taken to stop the encroachments of the ocean it is probable the town will, in a few years, be utterly depopulated, the inhabitants being already diminished by one third less than they were and those that remain are many of them Widows, Orphans, decrepit persons and all very poor'. Another writer described the people of Brighton as mostly very needy and wretched in their mode of living'.

But Brighton's fortunes were transformed in 1750 when Dr Richard Russell, a resident of Lewes, wrote a book in which he claimed that bathing in seawater was very good for your health. Rich people began to come to Brighton hoping to be cured of some illness by bathing in seawater. At first they were a trickle, but later became a flood. In 1783 the Prince of Wales and his friends visited Brighton which ensured its popularity.

Suddenly Brighton began to revive and prosper. The first theatre in the town opened in North Street in 1774. A second free school opened in Duke Street in 1779. The first grammar school in Brighton opened in 1789. By 1767 two assembly rooms were built (for dancing and playing cards) at the Old Ship Inn (Ship Street is named after it) and at the Castle Tavern (which stood on the south side of the Market Place). In 1773 a market house was built so covered markets could be held.

As well as these developments Brighton grew quickly in size. From a population of about 2,000 in 1750 it grew to about 4,000 in 1783, the year of the Prince's visit. Many new streets were built in the space between Middle Street and East Street and by 1792 many of the Lanes were built up. Between 1770 and 1795 635 new houses were built. New streets were built north and east of the town including Battery Place, Bond Street, Broad Street, Charles Street, Church Street, King Street, Manchester Street, Old and New Steine and Russell Street.

In 1793 2 new batteries were erected at Brighton. One was on East cliff near the bottom of Marine Parade. The other one was opposite Artillery Place. (Both were removed in the 19th century).

In 1787 the most famous building in Brighton, the Pavillion, was built for the first time, although it was originally built in classical style (i.e. it imitated ancient Greek and Roman buildings). The original building looked quite unlike the present oriental one.

In 1808 a row of houses was built east of the Steine and this area rapidly became built up. The pavillion was rebuilt in 1815. This time it was made to imitate an Indian palace. Brighton town council bought the pavillion in 1850.

Fishermen spread out their nets to dry on the open space known as the Steine. In 1799 someone wrote 'Fishing nets are daily spread from one end of the Steine to the other, so that the company while walking are frequently tripped up by entangling their feet'. In 1822 railings were erected around the Steine and the fishermen lost the right to do this.

In the 1820's 2 new areas were built. Thomas Kemp built Kemp Town to the east of Brighton and a man named Brunswick built Brunswick town to the west. In 1821 a newspaper started publication, the Brighton Gazette.

For centuries ships had simply moored off the coast of Brighton but in 1823 the chain pier was built. In 1824 a steam ship began operating between Brighton and France. In 1841 a railway to London opened which made it much easier for visitors to reach Brighton. By 1848 it was estimated that 250,000 people visited Brighton each year. West Pier was built in 1866. Palace Pier was built in 1899.

The population of Brighton rose rapidly from 40,000 in 1841 to 65,000 in 1861. Preston was engulfed by the growing town in the 1870s. The clock tower was built in 1888 Queen Victoria's golden anniversary.

An aquarium was built in 1872. A museum and library opened in 1874. Preston Park was opened in 1874. Brighton general hospital was built in 1867. In 1883 the electric railway, the first electric public transport in the world. The first telephone exchange in Brighton opened in 1882.

During World War I the pavillion was used as a hospital for Indian soldiers.

The first cinemas opened in Brighton in 1909. A boating pool was built in Brighton in 1925. A children's playground was laid out on The Level in 1927. The aquarium was rebuilt in 1929. A rock garden in Preston Park was laid out in 1936.

In 1928 the boundaries of Brighton were extended. In the 1930s a sea wall was built from Black Rock to Rottingdean to prevent erosion.

The task of clearing the slums in the centre of the town was undertaken in the 1930s. Many fishermen's villages, though they might look picturesque were actually, cramped, squalid and insanitary. A new market was built in Circus Street in 1937 on the site of demolished slums. Some of the slums were replaced with 4 storey flats. Meanwhile the council began building council houses. An estate was built at Whitehawk. In the late 1930s another council housing estate was built. Also in the 1930s The Western side of West Street was demolished to widen the road. There was also much building of private houses at that time, in Patcham, Falmer and Ovingdean.

Trams ran in Brighton between 1901 and 1939. In 1904 came the first motor buses. In 1939 the trams were replaced with trolley buses, which ran on electricity from overhead wires but did not use rails.

When World War II began in 1939 many schoolchildren from London were evacuated to Brighton to escape the bombing. Since Brighton was, of course, a seaside resort rather than a manufacturing town it was anticipated it would escape bombing. Most of the evacuees soon returned home, however. Yet Brighton was not as safe as people thought it would be and the town suffered considerable damage as a result of bombing. There were 56 raids in all and over 5,000 houses were damaged or destroyed.

After World War II the Lanes managed to escape the ravages of town planning but in the mid-1960s Churchill Square was laid out.

In the 1950s a new industrial estate was built at Hollingbury. Also in the 1950s and early 1960s a council estate was built at Hollingbury.

Sussex University was founded in 1962. Although Brighton continued to flourish as a seaside resort West Pier closed in 1975.The Brighton Centre, which is used for conferences, was opened in 1977. A marina opened at Black Rock in 1978.

Brighton and Hove was made a city in 2000. In December 2002 West Pier partly collapsed when severe weather hit Brighton. Unfortunately Brighton's other pier the Palace Pier was damaged by fire in February 2003. Today the population of Brighton is 141,000.

عن

Welcome to the new Brighton Model Railway Club website

We are Affiliated to The Model Ra ilway Clu b.

Clubrooms:- London Road Station, Shaftesbury Place, Brighton, BN1 4QS

Brighton MRC was founded in 1971 and will be celebrating it’s 50th birthday on the 5th of October 2021. We currently have around 20 members and will always welcome more. Anyone over the age of 18 is eligible to join, details on the membership page.

Meetings are every Tuesday night from 1930 to approx 2200 at London Road Railway station situated in Shaftesbury Place (off Ditching Rise ) in Brighton, East Sussex, UK. The clubrooms are in what were originally the Ladies waiting room. We have club layouts in OO and OO9. Our members have a wide variety of interests ranging from the London Brighton and South Coast Railway in O gauge through to American logging lines in HO and the West London Line in N gauge.

THE CLUB WILL REOPEN FROM TUESDAY 18TH MAY 2021…….THERE WILL BE LIMIT OF 12 PEOPLE IN THE CLUBROOMS AT ANYONE TIME, 6 IN THE HUT AND 6 IN THE MAIN CLUBROOM. IF YOU WOULD LIKE TO VISIT THE CLUB WITH THE INTENTION OF JOINING ETC, PLEASE LET US KNOW PRIOR TO YOUR VISIT. THANK YOU. STAY SAFE AND CARRY ON MODELLING.

LATEST UPDATES 29/6/2021, Club meetings restarted 18/5/21 . 2021 Sales Day and Exhibition updates added. Additional pictures added to club members layouts.

The council and the present day

The Brighton Corporation became the council and the railway has operated under local authority control ever since 1948. Today the VER is looked after by three permanent council employees and a summer season team of eight. The VER celebrated its125th year of existence in 2008. The railway runs for each summer season and remains the oldest electric railway in Britain, (as authenticated by the Guinness Book of Records).

شاهد الفيديو: برايتون جولة في محطة القطارات Station Trains to Brighton (قد 2022).

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