The first major restoration work occurred during the 1890s, during which sections of the original brickwork were entirely replaced in the belief that this would increase the structure's strength.

[4] The route selected, which was surveyed by a team headed by Sir John Rennie, was fairly direct but had the downside of crossing over some relatively hilly terrain.

[4] It was designed by the principal engineer for the line, John Urpeth Rastrick and the original contractor appointed for its construction was Benjamin Baylis.

[4] Each pier was almost divided into two separate halves by 9.8-foot (3 m) vertical voids, capped by semi-circular rings at the top and base, as a weight-saving measure.

[10] The contrast between the two materials effectively highlights the deck and upper elements of the structure, although the limestone has been subjected to considerable weathering and staining since its original installation.

The brickwork and the limestone elements have been replaced over time to maintain the structure's integrity, extend its operational life, and restore its appearance to better resemble its original state.

16 Jan 1839 Excerpt from TNA RAIL 386/1 Meetings of Proprietors of the LBR 1838 – 1844 “These Contracts are all let and the Contractors are actively engaged in casting up Brick Earth, preparing materials, and getting them to the ground to commence the work immediately as the weather permits” 6 June 1839 TNA RAIL 386/6 Meetings of Directors 1840 – 1843 “Contract No 10 the Ouse Viaduct is in a very progressive state – the Contractor (Baylis) has already got 10 Foundations for the Piers of the Arches laid, & his arrangements display a considerable degree of experience & confidence as to its completion at a period sufficiently early with regard to its stability & preparations are afoot for making Six Millions of Bricks this summer” The core construction was complete at the beginning of December 1840, the Brighton Gazette reporting 12 Dec 1840 [13] "On Thursday the last arch of the Ouse Viaduct on the London to Brighton Railway was keyed by Mr Maude, the resident engineer of the centre district of the railway, in the presence of the parties engaged on the work, together with a considerable number of visitors from Brighton and Lewes".

This material was used for the classically balustraded parapets, string courses, pier caps and the four small rectangular Italianate pavilions.

[4][10] There appear to have been delays in sourcing this and other materials as a minute in the Meetings of Directors 1838-1844 (RAIL 386/6) notes on 15 July 1841 that "The whole length of the Viaduct is 480 yards and the width between the parapets is 28 feet.

The Brickwork is completed, and almost all the centres are struck, but the parapet which is to be very handsome, and of stone from Caen in Normandy is yet in a very backward state and cannot be finished for some weeks".

[4] This was likely due to the repair work having borne a greater share of the structure's load than intended, resulting in an accelerated failure rate.

[14][15] By the 1980s, the eight pavilions present on the viaduct were in such a poor condition that some of their roofs had fallen in and the installation of internal props was required to halt their further collapse.

The new bricks were handmade in a variety of sizes to suit the existing brickwork and set in sand, cement, and lime mortar; stainless steel anchoring was used to firmly fix the new stone to the old stonework.