LOCOMOTIVE JOURNAL
APRIL 1991
EASTBOURNE BRANCH
Len Warboys & Dick Coombes
LOCOMOTIVE JOURNAL
Left ~ Right Drivers: Roy Swetman, John Naisby (Train Crew Manager), Cyril Hutchings,
Gus Wright, Don Hill, Harry Mitchell, Norman Light & John Brookshaw (A.T.C.M.)
LOCOMOTIVE JOURNAL
AUGUST 1991
DISTRICT SECRETARY’S REPORT
BR FORCED TO ACT ON FEARS OF “NEW PURLEY”
EXTRACTS FROM THE DISTRICT NO. 1 REPORT
BY LEN WORBOYS
We almost had another “Purley” at the same signal on 6th June. We had been warning of this since November and two meetings under Clause 12 of the Machinery had not allayed our fears
Sure enough, after the internal inquiry the Operation manager, South Central ordered a type of “DOUBLE BLOCK” system at the crossover, i.e. the preceding signal T178 could not show a proceed aspect until T168showed clear.
I congratulate this final acceptance to the problem, but I ask myself: Is this the only conflict move junction/crossover in the country? “Purley” is emotive - and not accepting that such an accident can happen at other locations convinces me that the move was politically motivated.
We are entitled to work in the safest environment possible. No one should face the possibility of manslaughter charges because the BRB abrogate their responsibility.
A recent discipline charge has brought to light an old “crusade” of mine - the General Appendices of the BR Rule Book. One of the lads was propelling at a location permitted under the Appendix, but on the day in question it started snowing and he was involve in a collision and charged under BR Rule 12.
The details of the case are not the issue. I have always contended that propelling is unsafe. What the Appendix does is to legitimise an unsafe move, because BR cannot provide the walkways etc, at the location. I believe, again, abrogation of responsibility.
The amount of SPADs is very worrying, but I cannot detect a common denominator, for our young and not-so-young drivers have all been involved in about the same ratio. There is, however, one certainty; a system of duplication of the signal aspect must be introduced within any “black box” system devised.
I applaud the Executive Committee’s stand on this (EC resolution 1067/372). The Region has gone over to “Operation for Quality” I am concerned that under the new set up, discipline procedure is being down graded.
I know my fellow officers are also concerned and Head Office we are taking steps to address this.
All is not doom and gloom. Membership is on the increase and along with several colleagues we have been able to get in at the schools and induction courses.
We are finding no problems getting the membership once we can speak to the new recruits, but it is essential to do so before we are faced with the more difficult task of talking to people already holding a union card.
Eastbourne Driver Cyril Ring
Brighton Driver Vic Clarke
on a EDL 73101 "The Royal Alex"
(formerly The Brighton Evening Argus)
LOCOMOTIVE JOURNAL
SEPTEMBER 1991
Don Pullen reports on 150th birthday celebrations of the Brighton Line
and looks back at Grilled kippers, toasted firemen
Full marks to Divisional Director Chris Jago and hard working team for putting on a truly
great show marking the 150th anniversary of the first train to run into Brighton station from
London.
For railway enthusiasts this was a quite remarkable demonstration of the development of
routes and mileage, all breeds of locomotives, rolling stock, stations, depots and systems and
how they fitted into the general pattern running through social and political change down
through the years.
This celebration really began at the beginning of the summer with all sorts of events up and
down the Division.
The climax came on Saturday and Sunday 21 and 22 September when Brighton station was
almost completely over taken by a programme of entrainments, education, history and pure
nostalgia attended by many thousands of railway buffs, friends and relations.
We have to say “almost overtaken” because, somehow, the normal train services, plus a good many extras, managed to find their way around the hundred of exhibitions, demonstrations, bands and dancers, vendors and caterers crowding every available inch of space on platforms and concourse.
I was luck to be there with John Wickes (former Industrial Relations Chief on the Southern
Region) in charge of Network SouthEast official stall selling items like badges, books T-shirt and all manner of memorabilia.
Our real purpose was to collect a generous percentage of total takings as a donation to that
oldest-of-all railway charities, the Railway Benevolent Institution.
We had an absorbing, interesting couple of days, supported throughout by the Secretary of the North Staffordshire Railway Modelling Club who manned the stall next to us and likewise gave a nice commission to the R.B.I.
This was a weekend offering thousands of things to see and do and although our own
activities were limited by being tied for most of the time to the business in hand, the highlights for me where (1) the opportunity to join the footplate of the Bulleid Pacific Taw Valley and (2) to sample the luxury of riding up to Victoria aboard Brighton Belle (or Orient Express), both of which came from the invitation of Chris Jago.
It happens that I did quite bit of firing on Bulleid locos when stationed at Ashford during the
war years and afterwards. Those of us who can still remember Bulleid would be forced to
admit that Oliver Vaughan Snell Bulleid was not on the list of favourite locomotive engineers among the footplate fraternity of those early days.
In fact, we all quickly found the opinion that here, with the introduction of Utility ‘Q’ Class,
we had unearthed some sort of idiot for a locomotive engineer. Those ‘Queers’ or ‘Spam
Cans’ were odd to look at and even odder to work on.Nor, in those early days, were many
marks given to the Bulleid Pacifics. I recall the chief of the Ashford Works drawing office,
Joey Palmer, giving a lecture to the Mutual Improvement Class one fine Sunday morning in
the early war years.
Joe wanted all drivers to understand that the new, revolutionary chain-drive gear on these
engines had to be handled with great care. To se the reverser to notch back towards mid-gear
could be fatal to the heavy handed. A snapped chain would fall into a sealed oil sump and the loco would be a complete failure. The message went home.
My mate at the time, Jack Milbury, was one of the lightest, most experienced drivers at the
depot. I reckon Jack handled an engine so gently that if a coal-saving bonus had been
available in those days, he would have retired a rich man.Bit from the moment Jack learned
from Joey Palmer of the danger of snapping the chain, he resolved never to be guilt of
notching back too far. The result? Whole shovels full of good coal straight out through the
tubes without touching the firebox - and a fireman with an aching back...!
It is true that after a long period of trial and error and numerous modifications to the
alignment of the blinkers alongside the smokebox - with other beat and blast refinements - the Merchant Navy and West Country Class locomotives became very good , powerful machines which served the ‘Southern’ very well until the withdrawal of steam.
But Bulleid’s greatest abomination without any shadow of doubt was the infamous Leader
Class monstrosity. Built to like a carriage, it had the firebox and mini footplate in the middle
of the coach with a drivers desk at each end. Result? Happy driver, roasted fireman.All that
was so long ago as to be almost forgotten and forgiven. Down at Brighton for the 150 years’
celebrations we were privileged to witness the naming of a Class 73/128 loco - OVS Bulleid.
Officiating were two sons of the great man Messts Hav and Michael Bulleid - both retired
engineers and architects.And, buffered up to the new locomotive, stood the magnificent Taw
Valley a preserved West Country Class, in steam and positively sparkling.It was my luck to be invited on to the footplate with the Deputy Mayor of Brighton and other civic dignitaries.
There was also an invitation from the fireman to try my hand with the shovel again.
After the absence of something like 45 years and recent major surgery, this was an offer I felt obliged to decline. Yet it was great to be back on the footplate where it all began! Amid all the speech making ad grandeur of many old steam locos; among the new, powerful diesels in the modern fleet, it was good to that members of the staff and long-suffering passengers were recognised.
The (Brighton) guard of the first Brighton Belle train arrive, Peter Hambridge, was called to the rostrum with his wife. Peter worked for 46 years on the Brighton Line, often on the Belle.It was his 65th birthday and this his very last duty before retirement. He received from the Divisional Director a scale model of a Belle coach and nice things were said on both sides.Some “customers” began as mere passengers more than 40 years ago and have shuttled between Brighton and London all that time, clocking up in some cases more than 900,00 miles. And they can still find it within themselves to say kind things about the services and the staff.
In my own case, I ended my active footplate life as a driver at Victoria Central in 1962.
Several Brighton Belle turns were worked by Victoria men, so I know enough about the Belle stock to be able to report that while that while famous people like Sir Laurence Olivier, Dora Bryan and others were enjoying their special lipped breakfasts, the poor old driver was perched on a piano-type flat, circular stool bolted to the inside of the cab door, having a really rough ride at the front.
That’s why I was delighted to be asked to take a seat on the last Belle trip that day. It was nice to spend the next 58 minutes in the rare luxury of a Pullman car, sampling the splendid
services of a bygone age.And to crown a pleasant trip, our driver was none other than
George Knight of Norwood Junction depot, a longtime L.D.C. officer and great A.S.L.E.F
stalwart.
Yes, the 150 Years of the Brighton Line was a big success. Such events together with railway depot Open Days do so much to improve what are now known as customer/staff relations.
They also provide an opportunity to advertise the work of railway charities as the R.B.I and
Woking Homes.
John Wickes and I enjoyed the visit. We are grateful to Mike Edwards, Claire Wickes and all
those who worked so hard and so long to ensure celebrations befitting the occasion. The Bi-
centenary is still a long way off. But its organisers now have a good pattern from which to
work.
Brighton Ian Dove c1991
Sandra Fleet Collection
(Laurie Osman’s daughter)