and the last leaving The Dyke at 17:10; on Sundays the corresponding times were 10:00 and 17:15. The journey time, including a stop at Hove, was 20 minutes to The Dyke, and 18 or 19 minutes from there back to Brighton. The morning weekday service (10:25 from Brighton) and its return working at 11:15 from The Dyke, also conveyed goods wagons. For the latter purpose there was a siding serving the outer end of the east side of the single platform at The Dyke, the platform therefore acting as a dock. The Sunday service of four trains each way also ran on Christmas Day. There was a small goods yard at the summit; it received some coal and cattle food and sent out little more than an occasional load of hay. Golf Club Halt The first halt on the branch was opened in 1891 only 62 chains from the terminus and was for the use of the Golf Club. An electric bell in the clubhouse rang automatically when the starting signal at the station was lowered to advise intending passengers to drink up. The Dyke Steep-Grade Railway In 1897 a "steep-grade" passenger railway operated on the north-facing slope between Poynings and the summit at Devil's Dyke; a hotel and funfair had been opened there. The steep grade railway cost £9,000 to build. Two open-sided cars each carried up to 14 passengers. The railway operated by cable traction and the cars were operated on the balanced system by a 25 bhp oil engine. The gradient of the 840 ft long 3 ft gauge track varied between 1 in 1.5 and 1 in 2.9. Although initially very popular, the railway did not succeed, and in December 1900 it was put up for sale. There were no suitable offers but it lingered on and finally closed in 1908. A cableway was built across the Dyke ravine earlier in 1894. It was a funicular system, and the terminals were 1,100 feet apart. It too was not very successful. The usage steadily declined and by around 1909 it was closed down. The twentieth century Railmotors In 1904 the LBSCR decided to respond to the abstraction of local passenger business by motor buses and tramcars, by operating more frequent services by "motor trains", the term used by the company to describe single coach trains with a small integrated steam engine. This policy was coupled with the