July 1841 and the remainder of the line from Haywards Heath to Brighton on 21 September 1841. The branch line to Lewes authorised by the 1837 act was built 1844–46 by a separate company, the Brighton Lewes and Hastings Railway. Architecture The railway employed the architect David Mocatta, who designed a number of attractive yet practical Italianate style stations using standardised modules. These were London Bridge, Croydon, Godstone Road, Red Hill and Reigate Road, Horley, Crawley, Haywards Heath, Hassocks Gate and Brighton. Only Mocatta's station at Brighton is still standing (which also incorporated the railway offices), but his building is now largely obscured by later additions. Mocatta also designed the eight stone and brick pavilions and a stone balustrade which embellish Rastrick's brick viaduct over the River Ouse. The L&BR built fully equipped locomotive depots and workshops at Brighton in 1840 and Horley in 1841. Horley was originally intended to serve as the principal workshop of the railway, but John Chester Craven decided in 1847 to develop Brighton railway works instead. Locomotives The L&BR acquired 34 steam locomotives between January 1839 and March 1843, the first two of which were a 2-2-2 and an 0-4-2 supplied by Jones, Turner and Evans and used by the contractors constructing the line. The remainder were mainly 2-2-2 consisting of 16 supplied by Sharp, Roberts and Company, six by Edward Bury and Company, four by William Fairbairn, and three by G. and J. Rennie. The last three locomotives were 2-4-0 supplied by George Forrester and Company between October 1842 and March 1843. Initially these locomotives were the responsibility of the civil engineer and his assistant, but this arrangement was ended after an unfavourable report on their safety in 1843. From 1842 the L&CR had pooled its locomotive stock with the South Eastern Railway(SER), to form the 'Croydon and Dover Joint Committee'. From March 1844 the L&BR joined the scheme and their locomotives were operated by the Brighton, Croydon and Dover Joint Committee, which also ordered further locomotives. These pooling arrangements had the advantage of providing the L&BR with access to the South Eastern Railway repair facilities, at New Cross but caused great operating problems. In March 1845 John Gray was appointed as Locomotive Superintendent of the L&BR and in April the company gave notice of withdrawal from the arrangement from January 1846, when the pooled locomotives were divided between the companies. Following the dispersal