newspaper, contemporary report, quoted in Clayton. Note: the Times digital archive does not appear to carry this article. The successful official public run was widely reported and immediately new schemes for long-distance railways on the atmospheric system were being promoted; the South Devon Railway's shares appreciated overnight. Opening Pasley's report of 8 November was favourable, and the line was clear to open. The directors hesitated, desiring to gain a little more experience beforehand. On 19 December 1845 the crankshaft of the Forest Hill stationary engine fractured, and the engine was unusable. However, the part was quickly replaced and on 16 January 1846, the line opened. At 11:00 that morning the crankshaft of one of the Croydon engines broke. Two engines had been provided, so traffic was able to continue using the other, until at 7:20 p.m. that engine suffered the same fate. Again repairs were made until 10 February 1846, when both of the Croydon engines failed. This was a bitter blow for the adherents of the atmospheric system; shortcomings in the manufacture of the stationary engines procured from a reputable engine-maker said nothing about the practicality of the atmospheric system itself, but as Samuda said to the Board: "The public cannot discriminate (because it cannot know) the cause of the interruptions, and every irregularity is attributed to the atmospheric system." Two months later, the beam of one of the Forest Hill engines fractured. At this time the directors were making plans for the Epsom extension; they quickly revised their intended purchase of engines from Maudslay, and invited tenders; Boulton and Watt of Birmingham were awarded the contract, their price having been considerably less than their competitors'. Amalgamation The London and Brighton Railway amalgamated with the L&CR on 6 July 1846, forming the London, Brighton and South Coast Railway (LB&SCR). For the time being the directors of the larger company continued with the L&CR's intentions to use the atmospheric system. Technical difficulties The summer of 1846 was exceptionally hot and dry, and serious difficulties with the traction pipe flap valve started to show themselves. It was essential to make a good seal when the leather flap was closed, and the weather conditions made the leather stiff. As for the tallow and beeswax compound that was supposed to seal the joint after every train, Samuda had originally said "this composition is solid at the temperature of the atmosphere, and becomes fluid