The How section of the website introduces the societal, historical and construction developments of the Cab Road.
The Cab Road was principally constructed to serve the new railway lines to Brighton and the developing Brighton Railway Station, with the Shoreham line opening 11th May 1840, with goods from Shoreham Harbour to Brighton. The lines served initial routes to and from Shoreham, London, Lewes, and Newhaven Harbour.
The Cab Road was initially an open road which ran up the east side of the station, allowing horse-drawn cabs to avoid the steep incline at the top of Trafalgar Street. It was later covered during an extension of the station, creating a tunnel.
This cavernous underworld is unknown to many passengers and Brighton residents. Today, it is largely dormant except for storage and the eerie rumble of trains approaching and departing on the busy platforms and station above.
Throughout the Victorian reign the Cab Road was a bustling, busy thoroughfare used mainly for horse-drawn ‘flys’ (cabs), ferrying passengers to the mainline station above.
The inclined road connected Trafalgar Street to the station concourse, emerging at Platform 8, in a two directional return under the station tracks. Allowing cab drivers to drive up from Trafalgar Street and enter the station to collect passengers.
The structure of the Grade II* listed terminus station above is supported by 80 bold cast-iron columns. These support the original vast roof spans above the platforms. Columns were later added as part of the eastward extension in 1882-83, which hold up the east side of walls of the Cab Road.
The early 19th century was a period of empirical growth and the Industrial Revolution heralded huge societal transformation and infrastructure expansion.
Along with the rest of the nation at the time there was competing demand for resources as the population, industry, transport and housing expanded into former agricultural areas.
Impressively, such developments occurred with basic tools and equipment, construction being mainly reliant on itinerant labour, raw materials and horses.
However, working conditions and safety were not priorities and workers would have endured long hours for low wages. In 1840, life expectancy in England was 42 years and it is unlikely that railway labourers would have lived as long as this.
By 1850, 50 trains a day were arriving in Brighton. The station was enlarged to the east and the open road enclosed with platforms and offices above.
The old Goods Tunnel runs diagonally (west-east) beneath the railway station, which was used to transport goods from Shoreham Harbour to Brighton Railway Station’s goods yard. The Goods Tunnel was transformed in the 1940s, becoming the War Rooms which were possibly used by the Home Guard during World War II. Many stations having their own Home Guard at this time. The Rifle Range was possibly added to the Goods Tunnel at the same time, where the Brighton Railway Rifle Club still shoots today.
With the limited plans and primary source info found to date, there must remain some speculation on my interpretations below.
001 View from Trafalgar St looking at SE corner of station All the visible structures are likely to date from the 1882 extension.
002 Inside Cab Rd looking up tunnel The 1874 1:500 OS map shows an open space here, so this arch is likely to date from the 1861 expansion work.
003 Inside Cab Road looking towards Trafalgar Street Looking in the opposite direction you can clearly see the curved wall on the right. This is the original retaining wall for the station concourse plateau. The left hand (eastern) wall would have been constructed with the Cab Rd incline but must have been raised with the 1861 extension work.
004 Looking up the Cab Road You can see the curved western wall on the left. The cobbled may be from the original surface. On the right blocked up windows suggest there would have been windows when the Cab Road was enclosed.
005 Cab Road arch over the Goods Tunnel This shallow ring of 5 courses of bricks is much wider than the width of the Goods Tunnel below. The sudden narrowing of the Cab Rd and a 1925 plan suggest this section was constructed to provide a support for columns above. Contemporary plans would be required. to confirm this.
006 Looking up the final slope of the Cab Road The final ramp after the turn is only 2.4m / 8ft wide. The recesses are also only 2.4m wide.
007 Low level of Goods Tunnel showing sleeper indentations This image clearly shows sleeper positions through the centre of the tunnel. The tunnel is 6.6m / 21 ft wide and could have accommodated two lines but there is speculation as to whether this ever happened. An 1852 LBSCR report discussed the difficulties of moving trucks across the station and down the goods tunnel either manually or by horse.
008 Goods Tunnel wartime HVAC system An undated plan describes this room as Air Conditioning Plant. The ducting fed to other rooms but the adjacent room has a separate duct going in the opposite direction. This might suggest it was a later addition.
009 Goods tunnel wartime telephone cabling The two cables in the lower compartment appear to be two 100 pai r lead cables, which would have been ‘paper core’ requiring a constant air supply to keep the telephone cables dry. This is standard telephone technology from the era and is difficult to date but the size of the cabling does suggest a quite robust system was installed.
010 Entrance into Goods Tunnel area Constructed as part of the 1882 expansion, the closest girders at the top would be from that era. The white walled building in the centre is a toilet block and is not shown on a 1938 drawing confirming this and the associated girders are all very late 1930s / SWW.
011 High level view of Trafalgar Arches All the buildings in this view date from the 1882 expansion. There still lots of questions regarding their history and locating contemporary documents would greatly assist in telling their story.
012 Looking at the sealed exit of the Cab Road This view shows where the Cab Road exit ramp emerged onto platform eight. It is now covered and used for storage.
Mike Anton worked as a volunteer researcher on the Underworld heritage project during 2024 and 2025.
Brighton Station map annotated, compiled and derived by Michael Sherred from older maps, 2025 (open image in a new tab to zoom in fully)
This historical map of Brighton Station and its associated coal and goods yards, as they existed in 1855, provides a fascinating insight into the station’s early infrastructure. Produced by Michael Sherred in 2025, the hand-drawn map highlights key railway features, including the Lower Goods Yard, coal storage areas, and major rail connections that played a crucial role in Brighton’s economic and industrial growth.
Key Features of the Map:
Coal Yards and Trade: Coal was the driving force behind the development of railway connections to Brighton. The goods yards handled significant coal imports and building materials from Shoreham, supplying industries and homes across the city.
The Cab Road Tunnel (Green Line): This tunnel, added in 1841 as a road and later covered, was designed to reduce the gradient of the approach for cabs, preventing a steep incline that would have made horse-drawn vehicles difficult to manoeuvre. The initial route from Trafalgar Street to platform level was a ramp up the side of the east side of the station called The Approach, because the top end of Trafalgar Street was too steep for horses. With the eastward extension to the station in 1861, this became enclosed as a tunnel. In 1883, to reduce the gradient, the Cab Road was lengthened, necessitating a tight, hairpin bend as show on the map.
Goods Tunnel (Red Dotted Line): The goods tunnel brought freight from the Shoreham line to the lower goods yard. This ran beneath the passenger platforms, allowing movement of freight without interfering with passenger services. “The Chasm”, as it was known by railway workers, was the cutting that brought the line down into the goods tunnel.
Railway Connections: The Lower Goods Line, which opened in 1854. Today, this route has been repurposed into the “Greenway”, a modern pedestrian and cycle path.
Turntables and Railway Infrastructure: The map marks several turntables, used for manually rotating locomotives and wagons, as well as the locations of key station buildings, the Station Master’s House, and other support structures.
Queens Road Expansion: Built in 1846 to improve access to the station, Queens Road was later widened in the 1870s and 1880s, creating better connections between the station and the city. The opening of Queens Road, and the later introduction of motorised cabs, eventually led to the disuse of the Cab Road in the 20th century.
This detailed interpretation of Brighton Station in 1855 captures the complexity of railway operations at the time, illustrating how coal, freight, and passenger transport were intricately linked. The annotations provide valuable historical context, revealing how Brighton’s railway landscape evolved over time to accommodate growing industrial demands and passenger needs.
Above images – Left: Representative staff, Brighton Station, 1928. Right: Railway Athletic, circa 1921. Both images courtesy of Brighton & Hove Museums.
The Who section of the website delves into the lives of those who shaped and sustained Brighton Railway Station’s ecosystem – cab drivers, fly proprietors, station workers, and those who built and maintained the infrastructure.
The station’s Cab Road was more than a transport hub; it was a microcosm of Brighton society. Figures like William Steers and Samuel Mewett, both fly proprietors, provided essential transport for passengers arriving in the city. John Fabian, a master builder, played a crucial role in shaping the physical structure of the Cab Road, ensuring smooth operations for the carriages and their drivers. The industry was tough, with long hours and unpredictable wages, and cab drivers often had to navigate changing regulations, competition, and disputes over fares.
Brighton’s cab trade also had its share of intrigue and crime. James Jackson, for example, found himself at the centre of a major scandal involving stolen railway oil. Meanwhile, debates over horse welfare and working conditions highlighted the broader social and economic changes affecting cab drivers and their steeds.
The role of women in the cab trade evolved over time. Though once considered unsuitable for women, by the late 19th century, it became more common to see female cab drivers, reflecting shifts in social norms and economic necessity. Through census records, newspaper reports, and personal stories, this section reveals some of the histories of those who lived and worked in and around Brighton Railway Station’s Cab Road.
This photograph of Terminus Road dates from late 19th century, the time period when William Steer would have been a fly proprietor. Apart from the long line of horse cabs the road has changed but little since then. Courtesy of The Regency Society.
Biography of William Steers (1832-1879)
William Steers was a prominent fly proprietor and publican in 19th-century Brighton, whose life was closely interwoven with the vibrant history of the town during the Victorian era. Born in 1832 to Samuel Steer, an innkeeper and postmaster, and Ann Nettlefold, William grew up in a family deeply rooted in Brighton’s bustling hospitality scene.
The Prince Albert by Gareth James. This file is licensed under the Creative Commons Attribution-Share Alike 2.0 Generic license.
Early Life
William spent his early years at 33 Richmond Place, assisting his father in managing the family inn. This experience not only shaped his understanding of business but also embedded him in Brighton’s social and commercial life. By 1851, William was actively involved in the family trade, contributing to the running of their establishments.
Career in Hospitality and Transport
In 1860, William took over the license of the Prince Albert Inn on Trafalgar Street, a landmark pub that became a hub of activity under his stewardship. However, he transferred the license later that year, indicating a transition in his career.
By 1864, William had established himself as a fly proprietor, managing horse-drawn carriages that were vital for transportation in Victorian Brighton. His role in this industry was significant, as fly proprietors played a key part in connecting residents and visitors to the town’s many attractions. A tragic incident in December 1864 highlighted William’s presence in Brighton’s daily life when he witnessed a fatal railway accident, demonstrating his involvement in the wider community.
Legal Disputes and Advertisements
William’s name appeared in local newspapers not only for his business activities but also for his legal disputes. In 1866, he brought a case against James Porter over a fare dispute to Ringmer, showcasing the challenges of managing a transport business at the time. He also used the press to advertise his services, as evidenced by a prominent advert in the Brighton Gazette in 1870.
Residences and Expanding Business
By 1871, William was living at 10 Richmond Street with his wife Elizabeth Eliza, continuing to manage his omnibus and cab operations. His business expanded to include multiple addresses, with records in the 1874 Post Office Directory listing both 10 Richmond Street and 48 Trafalgar Street (the Prince Albert Pub) as his premises. This dual role as a publican and transport entrepreneur underscores William’s industrious nature.
Legacy
William Steers passed away in 1879, leaving behind a legacy of dedication to Brighton’s hospitality and transport sectors. His life reflects the spirit of enterprise and community that characterised Victorian Brighton, making him a fitting figure to remember in the history of the town. His story lives on through the enduring presence of the Prince Albert Pub and the rich historical tapestry of Trafalgar Street.
Photo of the site where the Nightingale Tavern used to be. Photo by Carly Jupp.
The arrival of the railway in Brighton in 1840 transformed the town, sparking a population boom and fueling the expansion of the North Laine area. Once a quiet residential district, North Laine became a hub of industry, home to a growing working-class population. With this industrial growth came an ever-increasing thirst – not just for progress, but for beer.
By the late 19th century, North Laine was a bustling community, where pubs and beer houses sprang up alongside workshops and small factories. Gloucester Road, in particular, was alive with activity, boasting twice as many pubs as it does today. Among them was the Nightingale Tavern, a lively establishment at No. 96, which in 1878 came under the management of John Newman, a cab proprietor. John shared the tavern with his wife Fanny, two sons, Edward and Alfred Earnest, baby Daughter Fanny, nephew Horace and their servant Eliza May Baker.
As a cab proprietor, Newman likely managed a fleet of horse-drawn cabs, employing drivers to transport Brighton’s residents and visitors. The railway had made Brighton a popular destination, and the demand for the seaside resort. Newman’s role wasn’t just about maintaining cabs; it was about orchestrating a business that served as a vital link in the city’s growing infrastructure. His keen understanding of the city’s pulse likely informed his decision to branch out into the pub trade.
Running the Nightingale Tavern provided Newman with another opportunity to capitalize on Brighton’s growth. Pubs were more than just watering holes – they were centers of community life, where locals and workers gathered to unwind, share stories, and conduct business. For someone like Newman, with connections across Brighton through his cab operations, the pub would have been a natural extension of his network.
Gloucester Road was home to numerous pubs at the time, including the Sherwood Forest (No. 17), the Charleville Arms (No. 24), and the Sea Serpent (No. 83). Each catered to a diverse clientele, from laborers to tradespeople and beyond. The Nightingale Tavern, nestled at No. 96, would have been a vibrant gathering place for North Laine’s working population, who often needed a break from the demands of industrial labor.
The growth of malting and brewing in the area further fueled the pub trade, with local breweries like the Gloucester Brewery, established in 1876 by Mr. Dowling, keeping the beer flowing. Newman’s dual role as a cab proprietor and publican placed him at the heart of Brighton’s economic and social life, allowing him to navigate both the bustling streets and the lively pub scene of the rapidly changing town.
Today, many of the old pubs of Gloucester Road are gone, replaced by shops, cafés, and modern businesses. Yet their stories remain, woven into the fabric of Brighton’s history. The Nightingale Tavern now sits as Yashar Bish – Tribal rugs and Interiors. The tale Nightingale Tavern offers a glimpse into the lives of those who shaped the city – a testament to resilience, adaptability, and the vibrant community spirit of North Laine that is still rife today.
Story created with information from 1881 census and northlainehistory.me.uk
John Fabian was a master builder whose work significantly shaped the infrastructure and landscape of 19th-century Brighton. Born in 1819 in Portsea, Hampshire, John moved to Brighton to work with his uncle, also named John Fabian, in the family building business. Following his uncle’s death in 1837, John took over the business based in Western Street, establishing himself as a skilled and enterprising builder.
Early Life and Family
After assuming responsibility for the business, John married Esther Boore, a Brighton native, and the couple settled at 6 Clarence Square. Together, they raised at least seven children. John’s family life was deeply rooted in Brighton, reflecting his enduring connection to the town.
The Triumphal Arch, courtesy of Brighton & Hove Museums.
Notable Achievements
One of John Fabian’s early accomplishments was the design and construction of the Triumphal Arch for Queen Victoria’s first visit to Brighton in 1837, a symbol of his architectural skill and civic pride. In the following years, John secured several prestigious contracts, including the construction of the Ship Street Post Office in 1848 and the boundary wall of Lewes Prison in 1849.
In 1861, John was awarded the contract to rebuild the Cab Road at Brighton Station, a landmark project that transformed access to the station. His design included an innovative iron and timber superstructure, with a cab incline and passenger shed roof supports. Completed in 1862, this construction remains a testament to his engineering ingenuity.
Civic Contributions
Beyond his building projects, John Fabian was a respected member of the Brighton Town Council. Representing both the West Ward and later the Park Ward, he served as Chairman of the Works Committee, influencing the town’s development. His leadership extended to overseeing projects like the Warren Farm Industrial School at Woodingdean and the rebuilding of Hobden’s Baths behind the Grand Hotel in 1864.
Personal Life and Legacy
John Fabian was also a member of Brighton’s Masonic Lodge, where he was highly regarded among his peers. Tragically, he passed away unexpectedly in May 1878 at his home in Clarence Square after attending a Masonic meeting the previous evening. He was buried in the Extra Mural Cemetery, leaving behind his wife and grown children.
John Fabian’s legacy endures through his contributions to Brighton’s architectural and civic landscape. From the Cab Road at Brighton Station to his numerous public works, his life’s work reflects the industrious spirit of Victorian Brighton, making him an integral figure in the town’s history.
Census with John Fabian mentioned. Courtesy of The National Archive.
The opening of the Brighton and Shoreham Railway, 1840. Courtesy of Brighton & Hove Museums.
James Jackson was born in 1814 in Woolton, Lancashire, the son of a publican. By the mid-1830s, he had relocated to Sussex, settling in Brighton and becoming a prominent railway engineer. Jackson played a key role in the early days of the London, Brighton & South Coast Railway, driving the first engine, Kingston, on the Shoreham Line.
“Drayton” was a Billinton D3 class, the same class of engine as “Kingston”, which James Jackson drove. Courtesy of Brighton & Hove Museums.
Throughout his career, Jackson was deeply involved in Brighton’s railway infrastructure. He ran a boiler and steam engine manufacturing business on London Road, but it became notorious for causing noise and air pollution, leading to public complaints. His expertise in railway operations saw him serve as a witness in the 1861 Clayton Tunnel rail crash, one of Britain’s deadliest train accidents.
However, his later years were marred by scandal. In 1869, he was convicted of theft, caught stealing a cask of turpentine from the London, Brighton & South Coast Railway. The court found him guilty of running a systematic operation of stolen goods, sentencing him to twelve months of hard labour.
Despite his contributions to railway engineering, James Jackson’s legacy remains a mix of technical achievement and criminal controversy, reflecting the precarious nature of ambition in Victorian Brighton.
Train sheds and goods train (1906), courtesy of Brighton & Hove Museums
James Jackson’s downfall came in 1869, when he was caught stealing oil and turpentine from the London, Brighton & South Coast Railway. The Cab Road at Brighton Station, meant for carriages and cab drivers, became the scene of an illicit operation when Jackson was spotted using it to move stolen goods under the cover of darkness.
Investigators observed Jackson entering the station culvert – an area reserved for cabs accessing the passenger platform – with an empty cart. Minutes later, he reappeared with two large iron cans, which he then transported to the goods station before leaving with only one. The suspicious movements led to his arrest, and subsequent investigations revealed a long-standing scheme of misappropriated railway supplies.
The trial gripped Brighton, with a packed courtroom eager to witness the downfall of a once-respected engineer. Testimonies from station officials and detectives painted a damning picture of Jackson’s activities. Found guilty, he was sentenced to twelve months of hard labour, marking a dramatic fall from his once-prominent position in the city.
This case not only exposed crime within the railway industry but also underscored the Cab Road’s role as a key part of Brighton’s transport infrastructure – a space where cabmen, railway workers, and tradespeople intersected in both legal and illegal dealings.
The story of Henry Vaughan is one of intrigue, full of tantalising clues and frustrating gaps. Piecing together his life from census records and a recent call-out on Facebook has revealed fascinating details, but many questions remain unanswered. Can we fully trust the sources we’ve uncovered?
Henry Vaughan appears in the 1881 census as a fly driver – a type of cab driver – living with his wife Mary at 3 Zion Gardens, Brighton. Together, they raised seven children: three daughters (Mary Ann, Caroline, and Fanny, who may have been named after his sister) and four sons (James, Alfred, Frederick, and Thomas).
But there’s more to Henry’s story. A Facebook comment added an intriguing twist:
“My great-grandad Henry Vaughan was one of the first ‘Cabbies’ in Brighton. He kept his horses near Gloucester Road. He also had an antique shop in the Lanes, and the shop still has his name on the steps in mosaics.”
This personal account suggests that Henry may have owned an antique shop at 10 Ship Street Gardens, where his name could still be preserved in mosaic on the steps. We found the steps but, despite scouring historical records, no firm evidence has surfaced to confirm Henry’s connection to the antique store link, or is it a case of family lore blending with local history?
Adding to the mystery, census records offer an incomplete picture of Henry’s life. He first appears as Harry Vaughan in the 1841 census, living with his parents, Alfred (a hotel keeper) and Mary, and his sister Fanny at 37 Queens Road, Brighton. By 1851, he’s listed as Henry Vaughan, but after that, there’s a puzzling 30-year gap in the records. Where was Henry between 1851 and 1881? Did he remain in Brighton, or did his work as a cab driver – or other ventures – take him elsewhere?
This patchwork of records leaves us wondering how much of Henry’s life we truly understand. Was he the pioneering cabbie described on Facebook? Did he own an antique shop, bridging Brighton’s transport history with its thriving market scene in The Lanes?
We invite you to help us solve the puzzle. If you have family stories, photographs, or records related to Henry Vaughan or Brighton’s cab drivers, we’d love to hear from you (share via Instagram: @videoclub_uk). Together, we can uncover more about the life of this enigmatic figure – and the city he helped shape.
Census including Henry Vaughan, courtesy of The National Archive.
The 19th century saw significant shifts in societal norms and opportunities for women, including their relationship with transportation. One notable figure who defied the gender norms of her time was Yorkshire landowner Anne Lister, famously known as ‘Gentleman Jack.’ Often regarded as one of the first openly gay modern women, Anne Lister pursued interests that were unconventional for Victorian women, including purchasing, owning, and driving her own collection of carriages. By the late 1800s, these changes extended beyond the upper classes, with women from all walks of life engaging with carriages, not just as passengers but as drivers and owners.
A feminist newspaper, Women and Work, noted this trend in an 1875 article titled “Cab-driving is certainly an original employment for women.” By 1897, seeing women working as cab drivers was no longer surprising. Yet this development was a stark contrast to earlier decades, when Hansom cabs were considered unsuitable for ladies to even travel in, let alone drive, due to their rough and dangerous reputation.
Despite this broader societal change, our research into Brighton’s 1881 census revealed no women listed as employed cab drivers. Instead, women in Brighton appear as cab or fly proprietors, often alongside their husbands or as widows. This raises intriguing questions: Were these women actively managing cab businesses, or did they inherit the operations from their late husbands?
The absence of female cab drivers in Brighton suggests that while norms were evolving nationally, local realities often lagged behind or took a different shape. It also highlights the complexity of women’s participation in traditionally male-dominated professions during this time. Though we could not corroborate the broader shift with direct evidence in Brighton, these findings reflect the multifaceted nature of women’s work and the changing opportunities available to them in Victorian England.
Monochrome photographic print of Brighton Railway Station. View of Platform 3 marked as ‘Main & East Coast Lines’. Sign underneath platform arch advertises ‘Bank Holiday Excursions’, with a list of destinations and prices. Large crowd of day trippers can be seen swarming on to the platform. Many of the men are dressed in straw boaters. c.1905. Courtesy of Brighton & Hove Museums.
Throughout the 19th and early 20th centuries, Brighton Railway Station was far more than just a passenger hub – it was a vital economic and social centre, shaping the daily lives of the city’s residents. Functioning as both a trading station and a transport gateway, the station facilitated the movement of goods, people, and ideas, making it one of the most significant sites in Brighton’s history.
A Centre of Commerce and Industry
Brighton Railway Station played a crucial role in importing and exporting goods, serving local businesses and industries. The Goods Yard was a hive of activity, where traders handled coal, foodstuffs, and raw materials essential for the city’s economy.
The Cab Road was another essential feature, providing a space where fly proprietors, cab drivers, and stable workers earned their livelihoods. Horses were a key part of the station’s ecosystem, leading to the establishment of stables and a horse hospital nearby, catering to the welfare of working animals.
A Social and Business Meeting Point
Brighton Railway Station was also a place of connection. People from all walks of life – businessmen, traders, tourists, and locals – gathered there, whether for travel, work, or social interaction. Including lawful and illicit activities and business.
A Place of War and Healing
During both World War I and World War II, Brighton Railway Station became a focal point for military efforts. In WWI, hospital trains arrived carrying wounded soldiers from the Western Front, many of whom were treated at the Royal Pavilion, repurposed as a war hospital for British and Indian troops.
In WWII, the station’s Goods Tunnel was repurposed into wartime offices, and the station itself endured heavy bombing during the Brighton Blitz, with 56 Luftwaffe attacks between 1940 and 1944.
Brighton Railway Station’s Legacy
Brighton Railway Station was a place of movement, exchange, and transformation. It connected business and trade, social mobility, and wartime resilience, playing a central role in the city’s development. From cab drivers and railway workers to traders and wartime medics, its history is woven into the fabric of Brighton’s past – a place where commerce, industry, and human stories intersected every day.
Carriage on the Kings Road, Brighton (courtesy Brighton & Hove Museums)
The cab industry at Brighton Railway Station relied heavily on horses, but their working conditions were often harsh. Horses endured long hours, pulling heavy carriages through the city streets in all weather. Many suffered from exhaustion, injuries, and poor nutrition. By the mid-19th century, concerns over their welfare grew, leading to campaigns for better treatment and competitions to recognise the best-kept cab horses.
One of the biggest challenges was waste management. A single horse could produce up to 20 pounds of manure per day, creating sanitation issues and attracting flies and vermin. This led to what became known as the ‘Great Horse Manure Crisis’, as streets and cab roads struggled with the sheer volume of waste. Authorities introduced pest control measures, and jobs like the Inspector of Nuisances and Collector of Horse-Pest Duty were created to tackle the problem.
Efforts to improve conditions saw the introduction of watering stations, regulations on working hours, and, eventually, the transition to motorised transport, which gradually reduced the dependence on horse-drawn cabs. However, during the peak of the cab trade, the welfare of horses remained a pressing issue—one that shaped public health, transport policy, and urban planning.
The Nye Family, the Golden Wedding photograph – courtesy of Heather Holford
My father had two very elderly cousins, Katie and Mable Nye, who lived on Preston Park Avenue, Brighton, until they passed away in the 1970s. Their father, James Nye, was my great-uncle (not pictured in the photograph). He was married to his first cousin, Gertrude Nye (back row, centre, in her parents’ Golden Wedding photograph).
The patriarch of the family was William Nye (seated proudly at the centre of the family photo) alongside his wife, Mary Anne Nye (née Silverthorne). Born in Brighton in 1811, William Nye was a Livery Stable Keeper and Job Master, running businesses from Regency Mews and Cannon Place Mews, Brighton.
His wife, Mary Anne Nye (1820–1888), was the daughter of William John Silverthorne (1787–1859), who also worked as a Livery Stable Keeper in Norfolk Mews, behind Norfolk Square, and in the adjoining Phoenix Yard.
Their eldest son, William Silverthorne Nye (1839–1931), later took over the family’s livery stable business (he is pictured in the back row, far left). Other male members of the family also worked in the business at various points in their lives.
It is highly likely that Nye carriage and fly coachmen frequently transported their clients to Brighton Station, contributing to the city’s thriving transport network.
The photograph, taken in 1886, was captured by Eugenio Martinucci, a renowned Victorian photographer based on Kings Road, Brighton. Martinucci later married Alice Mary Nye Martinucci (back row, right).
The Cabyard, Night by Robert Polhill Bevan c1909-1910. Painting shows two hansom cabs, with a horse and two men in a yard. Courtesy Brighton & Hove Museums.
Born in 1850 to Grace Tasker, Charles Tasker lived a life marked by family, hard work, and a spirited personality. By 1881, he resided at 49 Jubilee Street in Brighton, Sussex, alongside his wife, Martha, born in 1853. Martha, formerly Pumphrey, and Charles had married young and welcomed their daughter, also named Martha, in 1874.
But in January of 1885, what began as a moment of joviality would tragically lead to his sudden death.
It happened during an evening among friends. Charles, famously ticklish, was the focus of playful teasing when someone pointed at him as if to tickle him. Reacting instinctively, Charles leapt toward the person in mock defense. The two men stumbled and fell together, Charles landing on top. Witnesses emphasized that the incident was all in good fun. “Everything was done in a joke,” one said, adding that there had been no quarrel and nobody was under the influence of alcohol.
At first, Charles seemed unhurt. He even laughed as he stood, asking for a doctor to be called more as a precaution than out of genuine concern. A cab was quickly arranged to take him to the local dispensary, but en route fell silent. By the time he arrived, he had passed away.
As the cab driver carried out his grim task, one wonders about his own life. Did he, like so many at the time, live surrounded by the haze of smoke from cigars and pipes? The Victorian era saw widespread tobacco use, and many cab drivers were no strangers to long shifts punctuated by puffing away at their pipes to keep warm and pass the time. Could Charles’s own health issues – his severely diseased lungs – have mirrored the effects of habits that were so common, and often unquestioned, in the lives of working men like the cab driver?
Dr. A.S. Turner, the dispensary’s resident medical officer, later conducted a post-mortem examination. The results revealed that Charles had been living with significant health issues. His right lung was entirely diseased and non-functional, while the left lung was also in poor condition. Dr. Turner concluded that the shock of the fall had triggered syncope, a sudden loss of consciousness, which proved fatal.
Charles died 3 April 1897, 46 years old. Address at time of death: 69 Shirley Street.
Story taken from Eastbourne Chronicle Saturday 3 April 1897 – British Newspaper Archive.
Architectural plan courtesy of Network Rail Archives annotated by Mike Anton.
This 1925 architectural plan, sourced from Network Rail Archives, provides a detailed overview of the Cab Road Tunnel beneath Brighton Railway Station. Originally designed to facilitate the movement of horse-drawn cabs, this underground passage allowed carriages to transport passengers directly into the station, avoiding the steep incline of Trafalgar Street.
Key Features of the Plan
Tunnel Length and Structure The Cab Road Tunnel spans approximately 260 metres (853 feet), curving beneath the station platforms to provide a gradual incline for horse-drawn cabs. The sketch elevation illustrates a series of distinctive arched openings along the tunnel’s length, allowing for light and ventilation.
Space for Horse-Drawn Cabs Annotations on the plan indicate the approximate space required for a single horse and small carriage, demonstrating the tunnel’s original purpose. At its narrowest point, the final ramp leading up to the platforms is just 2.4 metres (8 feet) wide, reinforcing the need for a one-way traffic system within the passage.
Connection to the Goods Tunnel The Goods Tunnel arch, marked on the plan, highlights how the station’s subterranean infrastructure extended beyond passenger transport. These underground passages were integral to railway logistics, allowing goods and luggage to be transported efficiently without disrupting station activity above ground.
A Legacy of Victorian Innovation
The Cab Road Tunnel represents a forgotten piece of Brighton’s railway history, embodying the ingenuity of Victorian-era infrastructure. While no longer in active use, this hidden passage remains beneath the station, preserving the echoes of a time when horse-drawn transport and rail travel were intricately linked.
Plan of the stables at Brighton Railway Station annotated by Mike Anton. Plan courtesy of Network Rail Archives.
This 1884 architectural plan, sourced from Network Rail Archives, reveals the design of the London, Brighton & South Coast Railway (LBSCR) stables at Brighton Station. Built as part of the station’s continued expansion, these stables played a crucial role in railway operations, housing the horses responsible for hauling goods wagons and transporting freight to and from the station.
Key Features of the Design
Trafalgar Arches and Later Expansion The plan suggests that the ground floor units, now known as the Trafalgar Arches, were developed as a later phase of the station’s expansion. These arches, which still exist today, originally served as functional spaces linked to railway logistics.
Stabling for Over 60 Horses The general plan details stalls for over 60 horses, essential for railway operations before mechanised transport. These animals would have pulled LBSCR goods wagons, similar to the one seen in the historic photograph included in the plan, showcasing the scale of horse-powered transport at the time.
Connection to the Goods Yard The elevation drawing shows how the stables were positioned adjacent to the goods yard, ensuring efficient movement of horses and wagons between railway freight operations and Brighton’s bustling streets. The integration of equine infrastructure into railway stations was a common feature of Victorian transport networks, highlighting the reliance on horsepower before the widespread adoption of motorised vehicles.
A Forgotten Legacy
While rail transport moved on from horse-drawn logistics, the Trafalgar Arches and surrounding station infrastructure remain as a testament to Brighton’s industrial past. This plan provides a rare insight into the hidden working life of the station, where horses and railway workers once played an essential role in keeping Brighton connected to national and international trade routes.
Ordnance Survey map of Brighton Railway Station annotated by Mike Anton. Map reproduced with permission from the National Library of Scotland.
This 1870s Ordnance Survey map offers a detailed view of Brighton Railway Station following the 1861 expansion, highlighting key changes that shaped its development. The station, originally designed by David Mocatta in 1841, had already undergone significant growth to accommodate increasing passenger and goods traffic.
Key Features and Changes
The Goods Tunnel and Manager’s Residence The Goods Manager’s Residence, noted on the map, may have originally been the Station Master’s House, showing how early railway infrastructure evolved over time. The Goods Tunnel, a crucial part of station logistics, is also marked, illustrating how goods were transported efficiently below ground.
Trafalgar Street Entrance and Station Expansion The map indicates that the entrance off Trafalgar Street remained open, with visible stairs leading down to concourse level – offering an alternative way for passengers to access the station. By 1882-84, further expansion works would replace or enlarge key facilities, such as the Refreshment Room and Telegraph Office, reflecting the growing importance of communication and passenger comfort.
Trafalgar Arches and the 1884 Stabling Development The siding along the building marks the location where a row of stables was constructed in 1884. These structures still exist today as the Trafalgar Arches, a visible remnant of Brighton’s railway history and its adaptation over time.
Platform and Track Extensions Earlier plans from 1840 show that the original railway lines would have ended much closer to Mocatta’s terminus. However, by the 1860s, expansion works had extended the station westward, with additional platforms and buildings constructed to manage growing railway demand.
This annotated map by Mike Anton provides a fascinating glimpse into Brighton Railway Station’s continuous evolution, demonstrating how the site adapted to technological advancements and increasing passenger needs. Many of these historical features – particularly the Trafalgar Arches and Goods Tunnel – still shape the underground landscape of the station today.
Mocatta’s Vision: The Original Design for Brighton Railway Station
This architectural drawing, created by David Mocatta in 1841, illustrates the original design for Brighton Railway Station, serving as the southern terminus of the London & Brighton Railway. Mocatta, an esteemed architect known for his railway designs, envisioned a grand Italianate-style station that would reflect Brighton’s growing status as a fashionable seaside destination.
The plan highlights key features of the early station, including separate ladies’ and gentlemen’s waiting rooms, dedicated booking offices for London and Shoreham passengers, and a covered portico, providing shelter for arriving travellers.
While the station has undergone significant expansions over the years, elements of Mocatta’s original design still influence its structure today. This drawing serves as a testament to Brighton’s railway heritage and the visionary planning that shaped one of the UK’s most important coastal transport hubs.
Images: Brighton Railway Station & Trafalgar Street, dates: top left: 1840s; top right: 1920; bottom left: 1961; bottom right: 1970s. All images courtesy of Brighton & Hove Museums.
The historic engraving (top left image), dating from the 1840s, captures Brighton Railway Station as it stood in its earliest years, serving as the southern terminus of the London & Brighton Railway. Designed in a grand Italianate style by David Mocatta, the station was built into the hillside, creating a dramatic elevation that posed a challenge for arriving passengers and horse-drawn cabs.
At the time, Trafalgar Street – seen here descending towards St Peter’s Church – was one of the main routes to the station. However, its steep incline made access difficult, particularly for cabs transporting passengers and luggage. This led to the construction of the Cab Road, an underground passage allowing horse-drawn carriages to reach the station platforms without the arduous climb.
The image also provides a rare glimpse into the surrounding landscape of early Victorian Brighton, before extensive urban expansion transformed the area. The ongoing developments over the decades can be seen in the later three images from the 1920s, 1960s and 1970s, which show the changes around the railway station.
While much has changed, the station remains a key transport hub, and its hidden spaces – like the Cab Road – continue to tell the story of Brighton’s railway history.
This map is a photograph of a copy of an original map in the collection of the Green Door Store of plans and documents being archived by them.
The map shows how the Goods Tunnel was renovated as spaces during World War II, including a phone exchange, lecture room, air conditioning, and offices. A staircase is shown that goes from platforms 5 and 6 down to the Rifle Range – the Goods Tunnel office spaces can also be accessed from here. The Rifle Range is shown at the western part of the tunnel.
More about the Goods Tunnel and Rifle Range can be found in the Why section, click here to see more.
Monochrome photographic image from the Local History collection, showing the entrance to Brighton station, as viewed from elevated position in Queen’s Road. Several horse drawn carriages can be seen in the area in front of the station. 1880s. Courtesy of Brighton & Hove Museums.
Many of the underground structures beneath Brighton Railway Station were a response to its unique geography and architecture. The station was built on the side of a steep hill, which meant there was limited space to build on.
The first railway track was the goods line from Shoreham Harbour, not the London to Brighton line as might be expected. It brought in raw materials and coal that built and powered the railway station, trains, and the growing town.
The Goods Tunnel
It brought a challenge too. The coastal line was situated at a higher elevation than the station’s goods yard. This meant engineers had to dig deep for a solution, creating the goods tunnel – an underground passage on a gentle gradient that crossed beneath the railway lines, exiting on the east side where the Green Door Store is now. Carriages were uncoupled and sent down the goods tunnel to be unloaded and then returned to the surface.
The growth of the town and railway meant that the station needed to expand again by the 1860s and different areas for marshalling and unloading carriages was established to the north of the station. This led to the goods tunnel being covered, but not filled in.
The Cab Road
A growing town needs good connections and communications and in the 19th century, that meant horses.
Trafalgar Street was the only road leading up to the station when it opened in 1840 (prior to Queens Road’s construction), and the incline was too extreme for horse and cabs to travel up. In response, a neat solution was found. A more gently inclined road – the Cab Road – was constructed, which ran along the east side of the station to platform level.
The expansion of the station in the 1880s extended it eastwards. The Cab Road became enclosed, and had a sharp switchback introduced that brought cabs out onto the section between platforms 7 and 8.
20th century onwards
Time moves on again. Cars arrived and the last horse drawn cab journey was made in 1916.
What do you do with tunnels that have become empty spaces and whose purpose has gone? The Cab Road tunnel was repurposed for storage, an indoor market, and more recently for art exhibitions. The answer for the Goods Tunnel arrived in the late 1930s. War was coming and the country had to be sure that the trains would keep running. This resulted in a shadow underground complex (known as the War Rooms) being constructed to ensure that if the station above ground was hit, service would continue. It was a mirror of the control rooms and signals from the surface and completely secure.
After the war, life underground changed again. The War Rooms became offices for the railway companies and were used for training and meetings.
Woking Homes, a charity for railway workers, was based there. And the empty space at the west of the tunnel, with the entrance between platforms 5 and 6, became a rifle range for Brighton Railway Rifle Club, which is still in use today.
Above images: Brighton Railway Rifle Club clubhouse by videoclub, 2025
Brighton Railway Rifle Clubclubhouse
Tucked away beneath Brighton Railway Station, the Brighton Railway Rifle Clubis a hidden remnant of the station’s underground world. For decades, this unique space has served as a hub for rifle enthusiasts, maintaining a strong sense of community and tradition. The clubhouse, filled with historic photographs and memorabilia, preserves the station’s layered history, offering a rare glimpse into Brighton’s lesser-known past. Find out more about the Rifle Range by clicking here.
Images above are by Zoë Montgomery – details from the War Rooms, some of which were later used as offices spaces for the railway station.
The War Rooms
During World War II, underground spaces – the Goods Tunnel – within Brighton Railway Station were repurposed as strategic war rooms, providing a secure location for railway operations and civil defence planning. These hidden chambers, with their reinforced walls and relics of wartime communication systems, played a crucial role in ensuring transport logistics continued despite the conflict. Today, traces of their past remain, echoing a time when Brighton’s underground spaces were at the heart of wartime resilience.
Images by videoclub (2025) of the War Rooms, which became office spaces and storerooms for the railway station.
Evolution of the Station’s Underground Spaces
Over time, Brighton Railway Station’s subterranean rooms were adapted for new uses. Once essential for railway operations, these spaces evolved into offices, staff facilities, and even storage areas. The Woking Homes office, previously part of the station’s infrastructure, served as a base for the charity’s staff, while other areas were transformed to accommodate operational needs. The station offices and Woking Homes office are no longer in use, the only remaining active spaces are the Rifle Club clubhouse and the Rifle Range.
Despite these changes, the original architecture and industrial character of the station’s underground network remain, preserving a fascinating connection between past and present.
Electric Mutant X, Ariel Cerebral City, 2024 – image still from film
The Cab Road has been used as a film set on several occasions, including most recently for a film by poet and filmmaker Yassin Zelestine (aka Electric Mutant X). Ariel Cerebral City was filmed in the Cab Road, providing a dystopian setting for the film.
Ariel Cerebral City is a thought-provoking spoken word and video piece. Set in a dystopian Brighton of the future, it explores the relationship between Vanya, a hybrid mutant, and a male Artificial Intelligence being. Zelestine’s film was made for and premiered at Dreamy Place Festival 2024.
Ariel Cerebral City was produced by Carousel. Everything Carousel do is inspired by the talents and ambitions of the people they work with. Devised, made and presented by the artists themselves, Carousel is where learning disabled artists can explore, develop and create. Carousel provides a bridge between people with a learning disability and the wider community, ensuring their creativity can be valued and celebrated. Find out more about Carousel by clicking here.
The Cab Road Tucked away behind the large timber doors on Trafalgar Street, just past the Brighton Toy Museum, lies a remarkable yet forgotten piece of the city’s history – the Cab Road. Opened in 1841, this underground passage was designed to allow horse-drawn cabs to reach Brighton Railway Station without climbing the steep hill. Today, this atmospheric space remains largely unseen, yet its echoes of the past continue to intrigue.
A Victorian Engineering Marvel The Cab Road was an essential part of the station’s design, providing a gradual ascent for cabs transporting passengers and goods. On one side, the original 1840s station walls stand as a reminder of Brighton’s railway heritage. On the other, a series of arched openings – once overlooking the goods yard – now house railway staff offices. Overhead, imposing cast iron columns and girders support the station’s expanded structure, a testament to its growth in 1882.
Images by Mike Anton – Left: coalstore on the Cab Road; Centre: detail of brake marks left by carriage wheels – the wall was used as a brake by cab drivers; Right: detail of cobblestone pavement on the Cab Road.
A Journey Through Time Walking through the Cab Road, you can imagine the scene: the clatter of hooves on cobbles, the distant rumble of steam trains, and the bustle of drivers guiding their horses up the winding path. The tunnel narrows beneath platform eight, marking the point where cabs followed a one-way system towards the station entrance. Above, the sound of modern trains echoes through the passage, a reminder of the station’s continued evolution.
A Forgotten History Rediscovered The Cab Road remained in use until motorised taxis became the norm, unable to navigate its tight turns. Over time, this historic route faded from public memory – until now. Thanks to the dedication of volunteer researchers, guided by historian Jackie Marsh-Hobbs, its stories are being brought to light once more. Through walking tours, workshops, and archival research, they have uncovered the people, construction, and evolution of Brighton’s railway underworld.
Watch a film of the Cab Road by Annis Joslin with narration by historian Jackie Marsh-Hobbs by clicking here.
The Cab Road was filmed and edited by artist Annis Joslin with narration by historian Jackie Marsh-Hobbs. The films illustrates the journey from the entrance of the Cab Road on Trafalgar Street to the exit onto platform eight of the station (now blocked). This would have been the journey along the Cab Road horses and cab drivers would have taken when the route was in operation.
The transcript from the film (from Jackie-Marsh Hobbs’ narration):
You have just heard the sound of the train leaving platform eight in Brighton Station heading to Lewes. We’re in the Cab Road, hidden behind the large timber doors that are in Trafalgar Street just past the Toy Museum, is the Cab Road that was there to allow the cabs to go from Trafalgar Street right up into the station without having to climb the terrible hill. You can see how high up and how wide it is here.
On the left hand side is the supporting wall of the station side, which goes back to when it was first built in 1840. The original station site had been cut into a plateau on the side of the hill. And on the right hand side, you have all these sort of arches where there would have been rooms on the other side.
There are now staff offices and things there, but it would have been looking out over the old goods yards originally. You must have noticed, we have been climbing up very gradually. And above our heads, you can see all these girders, which is where it was built out to enlarge the station in 1882.
So you’ve got the girders with the wooden sleepers on the top of that being supported by these enormous cast iron columns. The section where we are now is just past the ladies and gents’ toilets where the restaurants are. This was all built out in 1882, when they enlarged the whole of the station site by building out over the old goods yard.
The section here is where the old goods tunnel – the arch of where the old goods tunnel used to come out into the goods yard. Here you’ll notice how it’s becoming very narrow. So from this point onwards, the horse cabs would have been a one-way system.
Obviously, it’s very narrow. And this is because you’re now underneath where the actual line is, and then the platform of platform eight. Above your head, you can see the train actually moving going off to Lewes.
We’re carrying on underneath where the line is. And you’ll notice there is a slight pavement. So this was used for the cabs. And it was not for taking passengers up there. It’s for just getting the cabs to where they need to be to pick up their passengers.
And so as it’s turning here, this is where you’re going from underneath the line, to underneath the actual platform itself. And if you look up in the distance, you can see there is a girder going across. That is where it cuts underneath the row of columns on platform eight, and then it will run underneath for the rest of its journey, right to where the platform is in a straight sort of line.
And I have to excuse all of this rubbish and things there. It’s where everything was cleared for the art exhibition. And also the rubbish that you can see is where people drop their rubbish on the line and on the platform and it works its way down into the actual Cab Road. On the right hand side, can you see where you have bricks that are protruding out? So, you’ve got a line of different columns and they’re the ones that are running along where platform eight is.
And above you is the actual platform. As you can see, the wood, these are all the original old cobbles there. There are drains there. You can see how it goes in the middle to drain out the water. They weren’t there for passengers to use.
This was just this bit for the cabs to be using there. Because if you imagine this space that you’re going through where steam trains would have been above your head in that part of it, and you’ve just got the horses and the cabs and all this noise from above and the darkness of the whole thing as well. There’s an addition here. So, this wouldn’t have been here originally when it was used as a cab road.
This is a more recent addition that has been put there with doors. But again, this is very narrow. This is why it was a one-way system for the cabs, so that the horse cabs could climb up gently to the level of the station and not have to do the very steep hill up to Fougere Street.
I think it would have been very noisy, very claustrophobic, very smelly, possibly. And I think most probably the cab drivers were off at this point, and they were just leading the horses up where it gets very narrow at the end of it. So as we’re getting to the end, you can see where it’s climbing up on the other side and these bricked in arches, so light would have been coming through here.
And this tiny little bit here is where the cabs turned around and then came up to the level of where the station is. All this brickwork has been added in more recent years to give more support, and actually made it smaller than they would have had to turn around here where it’s bricked out. You can see that you’ve got all the arches there, which allow the light to go through.
The breeze block in the distance that you can see, that’s where it actually would have come out into the bottom of the last climb up into the station. And then these little stores – yes, all of these would have had doors on them there and been storage, I think, mostly for coal. One of them survived at the end there.
And the reason the arches are there is so that the light could go through. If you see those cuts into the brickwork is where they use the cab wheels, the metal wheels, as a braking system so that they didn’t roll back down where the slope is. And then the last little bit where the breezeblocks is where they would come to the level of the roadway between platform eight and seven.
And again, you get a great view of the cab road where it’s running up on the other side there. And these arches, as I said, they would have gone right to the end, allowing all that light into that section of the cab road. As you get a very good view as you’re going down from this section, the way that it’s going back down so very gradual, the climb that the horse have to do.
And you can really get the view of how it turns around. And that natural light would have gone into that whole last section coming up towards the turn. And the reason the Cab Road stopped being used was because of motorised cabs, once they were introduced, they couldn’t do the [sharp] turn at the end.
So that’s why it stopped being used. And also they could [ascend] the hill much easier. A very special place, imagine the horses all coming up and the business of the space that you would have had.
Beneath the bustling platforms of Brighton Railway Station lies a network of tunnels and hidden spaces, one of which has been home to a rifle range since the mid-20th century. Originally constructed as a goods tunnel in the 19th century, this subterranean passage was repurposed during the Second World War into a control centre for the station’s operations. Following the war, the tunnel found a new lease on life as a rifle range, serving both recreational shooters and local clubs.
The Imperial Rifle Club was among the prominent shooting clubs associated with this range. Active from the World War II era to now, the club has provided a venue for shooting enthusiasts in the Brighton area.
Rifle Range by Stanislas Sauvage, 2025
The rifle range itself is situated within the disused goods tunnel that was originally part of the station’s goods yard infrastructure. This tunnel, no longer in use for railway operations since the 1850s, was transformed into a shooting range in the 1940s, taking advantage of its elongated and secluded structure ideal for target practice.
In addition to its recreational use, the rifle range played a role during World War II. The tunnel complex beneath Brighton Railway Station was converted into communication rooms and control centres to support wartime operations. The rifle range was utilised by the Home Guard for training and preparedness, contributing to local defence efforts during the conflict.
Today, the rifle range beneath Brighton Railway Station stands as a testament to the adaptive reuse of urban spaces, reflecting the city’s imagination and rich history.
Evacuees arriving at Brighton Railway Station, 1 September 1939. Courtesy of Brighton & Hove Museums
This powerful photograph captures a poignant moment in Brighton Station during the Second World War, showing the arrival of child evacuees. Crowds of young children, many clutching gas mask cases and small suitcases, gather alongside a Southern Railway train under the station’s grand Victorian iron and glass canopy. The platform is busy with railway guards, officials, and concerned adults, organising the children’s safe movement to their temporary homes.
The first wave of evacuees arrived in Brighton on 1 September 1939, just two days before Britain officially declared war on Germany. These children were sent from major cities like London, seeking safety from the anticipated bombing raids of the Blitz. However, by July 1940, as the threat of invasion loomed and the south coast became a vulnerable target, Brighton itself was deemed unsafe for evacuees. In response, 30,000 children, along with many local Brighton residents, were relocated again – a journey of uncertainty that was repeated for countless families across Britain.
During this period, Brighton Station played a crucial role in wartime operations beyond evacuations. Beneath the station, the Goods Tunnel – originally used for freight transport – was converted into a secret war room, serving as a control centre for railway operations during WWII. This underground hub coordinated train movements, ensuring the efficient transport of troops, supplies, and evacuees while protecting vital communications from potential air raids. The station and its subterranean war rooms exemplify how Britain’s railway network was repurposed to support the war effort, becoming a hidden nerve centre for military logistics and civilian safety.
Photos of “Ammonite” by Collectif Scale in the Cab Road by Rosie Powell, 2024.
Ammonite by Collectif Scale: Illuminating Heritage Through Contemporary Art
Installed in the atmospheric Cab Road tunnel beneath Brighton Railway Station, Collectif Scale’s “Ammonite” transforms this historic passageway into an immersive, kinetic light sculpture. As part of Dreamy Place Festival2024, this striking installation merges contemporary digital art with Brighton’s rich architectural and railway heritage, reimagining an overlooked urban space through movement and illumination.
“Ammonite” is a dynamic, wave-like structure composed of glowing, animated light rods, evoking organic forms inspired by nature while embracing the aesthetic of digital futurism. The installation breathes life into the Victorian-built tunnel, a site steeped in history yet often unseen or unnoticed by the thousands of commuters who pass overhead each day. In doing so, it highlights how contemporary art can redefine our relationship with heritage spaces, offering new ways to experience and interact with them beyond their original purpose.
Bringing New Perspectives to Historic Spaces
Brighton has a long tradition of being a centre for artistic innovation, and Dreamy Place Festival continues this legacy by bridging the past with the present. The festival’s programme places pioneering digital artworks in significant locations across the city, using art and technology to unlock hidden histories and reimagine public spaces.
By inviting audiences to step into the Cab Road tunnel, “Ammonite” shifts this industrial relic of Brighton’s railway infrastructure from a place of transit to a site of wonder. It transforms a utilitarian space into an immersive artistic encounter, demonstrating the power of contemporary art to breathe new life into historic locations and create fresh opportunities for people to engage with the city’s heritage.
Through projects like this, Dreamy Place Festival showcases how art can illuminate the unseen, rekindle interest in forgotten spaces, and create new narratives that connect past, present, and future. “Ammonite” is not just an artwork—it’s an experience, one that allows us to see Brighton’s heritage through a different lens, shaped by light, movement, and imagination.
Woking Homes Railway Centre office, photo by Mike Anton, 2024
This recent photograph captures the former office of the Woking Homes Railway Centre, situated within one of the historic war rooms beneath Brighton Railway Station. These subterranean chambers, originally purposed as communication hubs during World War II, have since been repurposed, with one serving as the office for the Woking Homes Railway Centre.
Woking Homes has its origins in the London and South Western Railway Servants’ Orphanage, established in 1885 by Rev. Canon Allen Edwards in Clapham, South London. Initially serving fatherless girls of railway workers, the institution expanded to accommodate boys and, in 1909, relocated to Woking. Over time, it evolved into Woking Homes, a charity dedicated to supporting retired railway personnel and their families.
Brighton Railway Station itself, inaugurated in 1841, is renowned for its distinctive architecture and historical significance. Beneath its bustling platforms lies a network of tunnels and rooms, including the Victorian Cab Road tunnel and the World War II-era communication rooms.
The convergence of Woking Homes’ railway heritage and Brighton Station’s wartime history within these underground offices symbolises a unique blend of the UK’s transportation legacy and its wartime resilience.
Souvenir programme details: Brighton Station Open Day programme from 1983, Brighton Pamphlet Box 27, East Sussex and Brighton & Hove Records Office at The Keep.
This striking monochrome image, captured on 23 October 1937, outside Brighton Museum & Art Gallery, is a fascinating glimpse into the city’s long history with filmmaking. The photograph, preserved as a glass plate negative in the Herald collection, shows a scene featuring a horse-drawn carriage, indicative of early 20th-century transportation, against the backdrop of the museum’s distinctive Indo-Saracenic architectural style—part of the Royal Pavilion estate.
The Carriage and the 1930s Context
The carriage in the foreground appears to be a hansom cab, a common mode of transport in British cities in the late 19th and early 20th centuries. These two-wheeled vehicles, designed for urban travel, were typically used as taxis, driven by a cabman seated behind the passenger compartment. By the late 1930s, such carriages were already being phased out in favour of motor taxis, making this image a nostalgic link to an era on the cusp of modernisation.
The driver’s top hat and formal attire also suggest an effort to recreate an earlier time period, possibly for a historical film production, as the city was already a known hub for the film industry. Several onlookers, visible to the right, add to the sense of an event taking place—potentially a film shoot or staged scene.
Brighton’s Longstanding Role in Filmmaking
Brighton has been at the heart of British film history since the 1890s, when pioneering filmmakers such as George Albert Smith and James Williamson—known as part of the Brighton School of Filmmaking—developed some of the earliest narrative and editing techniques in cinema. These innovators experimented with close-ups, continuity editing, and special effects, contributing to the global evolution of film language.
By the 1930s, Brighton remained an important location for British film productions, drawing filmmakers who utilised its seaside setting, historic buildings, and grand architecture. The museum itself, along with the Royal Pavilion estate, has been featured in multiple productions over the decades.
Filmmaking in Brighton: 1890s to Today
From its pioneering roots in early silent cinema, Brighton has continued to be a key location for filmmakers. Productions shot in Brighton range from classic British films to contemporary television dramas and independent productions. The city’s vibrant arts scene, historical settings, and connection to British cinema history make it a timeless choice for directors and cinematographers.
This photograph not only captures a moment in Brighton’s filmmaking history but also serves as a testament to its rich cultural heritage, where past and present continue to intersect through the lens of the camera.
Filmmaking outside Brighton Museum & Art Gallery, 23 October 1937
