1883




Railway accidents on the 


L.B.S.C.R.


from http://www.railwaysarchive.co.uk



Newick & Chailey 4th January 1883
Driver Jesse Marshall & Joseph George
SEE SUB PAGE



Horeham Road 5th January 1883
Involving Driver George Major
SEE SUB PAGE




  STORIES FROM THE SHOVEL

extracted from the R.C.T.S. book of L.B.S.C.R. Locomotice Vol. 2

On the evening of 5th January 1883, Tunbridge Wells Driver Osgood was working loco No. 273 Dornden and working an eight empty carriages from Brighton and to Tunbridge Wells West, at Eridge had been stopped by the signalman and the crew warned of possible trouble in the High Rocks cutting, but nevertheless Driver Osgood was traveling at fully 30 m.p.h. when approaching the vicinity with the result that Dornden ploughed into a pile of earth and boulders. Luckily it remained upright and on the track, although much damage occurred to both the engine and the carriages.





Brighton & Hove Museum Collection




THE RAILWAY REVIEW

12TH JANUARY 1883

BRIGHTON BRANCH

The last meeting of 1882 in connection with this branch was held at the New England Inn on Sunday last, December 31st. At the early part of the evening it looked very much like postponing the election of officers until another night, but as the time drew on a very good meeting was the result of patience. After the taking of the contributions the minutes of the previous meeting were read and confirmed. Then came the election of officers. The chairman having resigned, an old goods guard was elected in his stead; the vice has been filled by an old member of the society, and things look more promising than for the past six months. Treasurer volunteered to stand. Trustees were all re-elected. Secretary having resigned after a term of office of seven years, his post is filled by a very competent member. The office of check steward is filled by a driver. With the committee the alterations were the electing of two new ones, both goods guards. The committee now is very equally divided between local and traffic, and the feeling that has hitherto existed that local men fare the best can now be easily avoid, although we fail to know of any case that has been brought under the committee's notice but what has been fairly treated. Auditors were elected. The secretary writes:- 

"Before concluding the report I must add that the meeting of the 31st ult. was the best meeting in connection with this branch that has been held for some years past. Seldom, if ever, has so much discussion taken place in connection with the society and the election of officers, and it is to be hoped that the new elected officers will be found at their post more so, if possible, than those retiring. Votes of thanks were proposed too. One new member was made, and others are expected to join on the 28th inst. The sum taken from all sources was £7 13s. 7d., making a total of nearly £50 in the last six months. All members are invited to attend the next meeting, as then the balance sheet will be produced."   




THE RAILWAY REVIEW

12TH JANUARY 1883

London, Brighton, and South Coast drivers and firemen's annual dinner was provided by Mr. Page, at the St. James's dinning hall, Brighton, on Friday night when an excellent spread was done justice to about fifty. The chair was taken by Mr. Woodhead, and the two vice chairs by Mr. Peel (Hastings foreman) and Mr. Love (driver), the chairman being supported by Mr. P. Knight and Mr. Jeffries. Superintendent W. Stroudley came in during the evening, and replying to the toast on behalf of Mrs. Stroudley and himself, touched upon several subjects, such as redress of grievances, shortening of hours of labour, and fair pay. to such matters, he said, he would always give his support. He complimented his staff, and wished all a happy New Year. Mr. Knight also made a short speech. "The Foremen of the Brighton Railway" was proposed by Mr. Hillman (driver), who caused much merriment by his quaint speech. Mr. Jeffries replied. "The Chairman and Vice" was proposed by Mr. Hanward in his usual dry and witty manner. "The Committee of Management" by Mr. Love, and the chairman paid them a great compliment. Mr. Shaw replied. Mr. Gill proposed "Mine Host," and the chairman paid him a great compliment, and said he had never sat down to a spread more ably served and better supplied. He hoped he should live years and be able to attend. Songs and speeches were given, and a merry evening was spent.   




THE RAILWAY REVIEW

9TH FEBRUARY 1883

CO-OPERATION 


Sir, - I send you herewith a copy of the fifty sixth half yearly report of the Battersea and Wandsworth Co-operative Society, and knowing that you are an advocate of co-operation amongst the working classes, I think you might safety commend this society to the large number of railwaymen living in the district. The new branch recently opened at 16, Battersea Park Road, is convenient for men at Battersea Park depots, whilst the central stores suit all those around Clapham Junction, and as far as my experience goes I think they will find it to their advantage to become members, as they will not only take a share in the profits, but will also find it a safe and profitable investment for their savings.

I am, sir, yours obediently 
A MEMBER




Railway accidents on the 


L.B.S.C.R.


from http://www.railwaysarchive.co.uk




London Bridge 17th February 1883
Involving Driver William Hoadley and Fireman Frank Osborne
SEE SUB PAGE





THE RAILWAY REVIEW

23RD FEBRUARY 1883

L., B., AND S. C. SERVANTS 


On Saturday night last another meeting was held in the club house respecting the memorial; but owing to the slowness of arrival business was not commenced until about 9 p.m. The New Cross secretary was voted to the chair, and after reading the clauses, and entering two more, a lively discussion was held on the Sunday clause alteration, which was passed, an amendment failing to find a supporter. Clause 13 was next brought forward. One said he would sooner lose any other clause than this one, and exhorted his fellow workmen to give it their hearty support, for, should they obtain it, one of the greatest injustices to drivers and firemen would be abolished. this week it is stated things seem to be going wrong in the enemy's camp; telegrams asking the attendance of foreman, orders here, hard words there, and also an order to pay certain drivers and firemen their back time from January 1st. Attention is called to clauses 15, which will deal effectively with the abuses mentioned in this memorial, and should the request be granted no more memorials will be required.

Our correspondence adds:- "This agitation seems to have burst like a thunderclap on the officials, who have been living in a fool's paradise, giving the screw a twist and taking credit for it; but let them in future remember that still waters run deep. I definitely wish to state we are not attacking our superintendent, but this persons who've been throwing dust in his eyes for some time, and I hear that several of them require a copy of the memorial. They may have one by applying to the secretaries through the post. No letters are opened by any one but the person addressed. The meeting closed at 11 p.m.; attendance about 50. About 30 signatures were obtained; and I earnestly hope that those who have not signed will call on Saturday next, the 24th. The meeting will start punctually at 8 p.m. Non society men please remember they will be welcome at the New England Inn on Sunday next, the 25th, at 7.30 p.m.




THE RAILWAY REVIEW

30TH MARCH 1883

BRIGHTON BRANCH


A member writes:- Our monthly meeting was held last night at the New England Inn. Very few members attended owing to it being Easter Sunday. The meeting was made special; the correspondence was read, and four new members were proposed and accepted. The principal letter contained the registration of our branch secretary, who finds that he is unable to properly discharge the duties owing to press of business. A driver did the duty for him last night. I am requested to call our general secretary's attention to the following proposition by a driver, seconded by another,

 "That the Hastings branch of the A.S.R.S. is in existence with only sevens members, and that our travelling secretary be sent down to close the branch in conformity with rule 6, page 9, clause 3; that the books be audited &c, as per rule; and those members wishing to be transferred to other branches be transferred without delay, saving any complications which may arise through any accident to members."

The election of secretary was held over until next meeting night, when a full attendance of members is requested. Our branch is making sure progress. Let non members join at once, and lend a helping hand to their mates, who are working for the welfare of all.




L.B.S.C.R.


from http://www.railwaysarchive.co.uk



EPSOM 8th May 1883

Driver Daniel Smith & Fireman John Methven 

and Driver Frederick Marriott. Depots unknown

SEE SUB PAGE (RAILWAY REVIEW REPORT)





PUBLISHED IN THE

A.S.R.S.'S  

THE RAILWAY REVIEW

ON THE 25TH MAY 1883


L., B., AND S. C. R. LOCOMOTIVE DEPARTMENT

TERMS OF SERVICE FOR ENGINEMEN AND FIREMEN


1. Time. - In future, drivers and firemen will be paid at the rate of ten hours per day, or sixty hours for six days; time to be taken when they come on duty by order, and then they leave duty according to the instructions of each foreman respectively. No man will be paid less tan six days for one week's work (exclusive of Sunday) unless off duty on his own account. no man shall receive less than three fourths of a day's pay after being booked on duty.

2. Overtime . - Overtime to be reckoned as the excess of sixty hours per week of six days, and paid at the rate of eight hours per day.

3. Sunday Duty. - Sunday duty to be calculated at the rate of eight hours per day, ad allowed to those men who book on duty between Saturday midnight and Sunday midnight, for the hours worked during that period.

4. Shed Duty. - Men who run 750 miles or upwards in five days shall have a shed day once a week, or as near to that as can be arranged. This shed day to be reckoned as ten hours' work. Other drivers and firemen when required for shed duty, such as washing out boilers, &c., will be allowed five hours' pay.

5. Time Off Duty. - So far as the necessities of the service will permit, nine hours, at least, off duty to be arranged for.

6. Wages. - In future, all drivers and firemen joining the service will be paid the following scale of wages.




1st year, per day
2nd year, per day
3rd year, per day
4th year, per day
5th year, per day
 
Drivers.
5s. 6d.
6s.
6s. 6d.
6s. 6d.
7s.
Firemen
3s. 6d.
3s, 9d.
4s.



A fair proportion of long service passenger drivers and firemen may be advanced, if their characters are satisfactory, to 7s. 6d. and 4s. 6d. per day respectively. The highest rate for goods driver to be 7s. per day, and for shunters 6s. per day; but a portion of the latter having the most responsible duties, may be advanced to 7s. per day. When a firemen has been passed as a driver, he will receive 4s. 6d. per day. All advances to be subject to the district locomotive superintendent's report as to good conduct and ability; and may be deferred at the discretion of the locomotive superintendent; in which case the men shall be advised by letter giving the reason why such an advance is deferred.


7. Lodging Allowance. - Drivers and firemen when absent from home will be allowed 2s. 6d. per night, the maximum allowance for one week being 6s.

8. Promotion. - Promotion to be by seniority and merit. Economical working and proper care of the engine, together with punctuality in time, to have due weight.

9. Fines and suspension from duty. The company reserves the right of suspending from duty any driver or firemen in case of accident or misconduct, pending the decision of the case by the directors, Government inspectors, or other authority. District locomotive superintendents have the power to suspend from duty; but dismissal or fine to by order of the locomotive superintendent. Breaches of discipline or misconduct, mismanagement of engine or train, damage or injury caused, may be punished by dismissal or by fine. All fines to be deducted from pay.

10. Clothing. - An overcoat and cap to be given every alternate year to each driver and firemen; the last coat and cap given to be returned to the company in the event of a man leaving the service.

11. Leaving the Service. - Seven days' notice must be given on either side, except in cases of misconduct, when the company reserves the right of instant dismissal.

12. Premiums and Benefits. - Coal and oil  premiums are allowed to drivers as per printed scale. Drivers must join the superannuation fund, and drivers and firemen must also become member of the provident insurance societies in connection with this company.

W. STROUDLEY
Locomotive Superintendent 
Brighton Works
6th April 1883 

SEE THE 1883 SUB PAGE

10 HOUR DAY 60 HOUR WEEK




THE RAILWAY REVIEW

6TH MAY 1883

GENERAL NOTES


We are told that at Hastings Station, London, Brighton, and South Coast Railway, the company provide no W.C. for the use of the servants, and that in order to be accommodated with one they have to pay a penny to the company. This is a great scandal. The men can ill afford to pay this impost, and if the company find men leaving their duty they must not be surprised if such men excuse themselves on that ground that they have been to seek the accommodation which the company fails to provide.




L.B.S.C.R.


from http://www.railwaysarchive.co.uk



EPSOM 8th May 1883

Driver Daniel Smith & Fireman John Methven 

and Driver Frederick Marriott. Depots unknown

SEE SUB PAGE (RAILWAY REVIEW REPORT)





Above Engine Driver H. Holbrook of New Cross Loco Shed 

Driver H. Holbrook was sub-contracted to to work D2 class No. 313 "PARIS" c1883 on the Grande & Petite Vitesse goods train services between London & Newhaven Harbour. The Grande ran daily from Dieppe & the Petite three times weekly from Caen. These services were mainly consisted of perishable traffic, such as seasonal fruit made up the greater part of the loads, either from France or from merchant ships docking at Newhaven. Other engines drivers to work this engine up until its withdrawal in 1905 were drivers (New Cross) Charles Churchill, Ned Oram, Alf Blackman and Harry Bowen.

Sub-contracting of Engine men and locomotives was also applied to the night continenatal boat train between London Bridge and Newhaven. A driver employed under the contract arrangements would mean that the Company provided the engine, coal, water and other stores, and paid the driver an agreed sum of money each month, out of which he had to pay his fireman and cleaner. Hours of duty were not taken into account,and on many occassions in the winter months the crew were twenty hours away from home. Sleep would, of course, be possible at Newhaven between trains. 

This system originated when the harbour at Newhaven was tidal and the returned (up) services ran irregular, and  was still based on tidal workings, which meant the steamers would have to dock at various times subject to the tide at Newhaven. To ensure a engine and crew was available for this duty when required, the driver was paid by contract. With the deepening of the harbour and the construction of a new quay in the 1890's the tidal service ceased, but nevertheless the "Grande Vitesse" contract remained in force for another 14 years, until 1905. The tittle of this train disappeared from the public time tables, but lived on in the Central Section of the Southern Railway, working time tables until long after the Second World War

As the load varied greatly according to the season, the premium was not so easily earned as it was with some of the boat expresses, and Driver H. Holbrook regularly petitioned the directors for improved terms. In May, 1893 he complained that his engine No. 313 'Paris' was burning 34 to 35lb. of coal per mile, including lighting up, and that so little time was available at New Cross for cleaning that this often had to be undertaken by the fireman at Newhaven. On another occasion Driver H. Holbrook made known his feeling concerning the substitute engine while his engine was under repair at Brighton. In December, 1895 the "Grande Vitesse" timings were completely altered and the down train combined carriages for Eastbourne, and at long last the contract was re-negotiated. 

A regular loco used was B2 class engine No.325, Abergaveny with its Driver J. Turnball c1877 (New Cross) and in 1888 this engine was replaced by a Gladstone Class No. 195 "Cardew" in c1888 and her first driver George Gore. This arrangement survived a little while after the steamers started to operate to a regular schedule. 

The engine drivers at the country locomotive sheds were generally worked to a contract. Four men, a Driver, Driver-Fireman, Fireman and a Cleaner worked in a squad and shared the contract price in definite proportions, for example, 5 : 5 : 3½ : 2.





THE RAILWAY REVIEW

13TH JULY 1883

L. B. and S. C. R. 
TOTAL ABSTINENCE LEAGUE


On Saturday last the above the above league held its first annual excursion at Three Bridges. The weather was delightful. A cricket match was played between the Brighton and London members, which ended in a decided victory for the Brightonians. Tea was provided in the Mission Hall, a public meeting was held in the village presided over by the general secretary, Mr. John J. Smith, Messrs. S. Cook, T. Pollen, R. Kelly, T. Wright, T. Dewdney, h. hunt, and Haines delivered short addresses. they then returned to the grounds, and finished up the evening with various games. The company left for Brighton at 8.22 p.m. and London at 9.32 p.m. About 120 were present, and a very happy day was sent.





THE RAILWAY REVIEW

3RD AUGUST 1883

L. B. and S. C. R. SERVANTS


Sir, -  Would you kindly bring before the notice of your readers the fact that there are men in possession of Mr. Stroudley's circular who are not paid for the hours they work. In one particular instance, on a branch line, the men were paid on one occasion for the hours they had worked, and the next pay day they were stopped the amount they had received for all hours over ten per day on the previous pay day out of the usual amount they had been receiving before the issuing of the circular, presumably under orders from headquarters. It would be interesting to those employed to know who is responsible for these things - the superintendent or his foreman? In conclusion, I would advise these men who do not belong to the A.S.R.S to join at once.

JUSTITIA





THE RAILWAY REVIEW

10TH AUGUST 1883

BANK HOLIDAY AND THE RAILWAYS

The dull and heavy atmosphere experienced on Monday morning was not sufficient to deter the holiday makers from being early astir en-route for the starting point selected for a day's recreation. The excursions to the seaside gene-rally were a source of unusual attraction, and the booking for the cheap specials to Brighton, was much in excess of what the company anticipated. From London Bridge alone nine trains, each composed of sixteen carriages, were despatched there; six trains (conveying 2,222 travellers) also left Victoria for Brighton; another well filled train was started from Kensington in the same direction; and the traffic to the Sussex coast was further increased by two heavy specials ran over the East London line. Via the London, Brighton and South Coast system four excursion trains were required for the Hastings traffic, three Eastbourne, two for Portsmouth, six (for the races) for Croydon, and four for Box-Hill and Dorking. In addition to the work above entailed there was heavy Crystal Palace booking as well as the ordinary traffic.     




THE RAILWAY REVIEW

31ST AUGUST 1883

A NARROW ESCAPE OF A SUNDAY LEAGUE EXCURSION TRAIN


The Westinghouse Brake. - There was a narrow escape from a serious collision near New Cross on Sunday morning. Three excursion trains in connection with the Sunday League left London for Portsmouth, taking altogether about 1,100 passengers. The first train carrying about 400 excursionists, was signalled all right at New Cross, and so ran through the station, but after having gone some distance a local road foreman rushed on to the rails waved his arms, indicating by his gestures that there was danger ahead, and then it transpired that an engine  was standing on the same line as the excursion train was travelling, and but for the train being fitted with the Westinghouse brakes, a serious collision must have occurred. As it was, before the train could be brought to a standstill only a yard separated the two engines. A later report says: - It seems that had it not been for the presence of mind of Giles, the yard foreman, a serious catastrophe might have occurred. The facts are briefly these: A heavy engine and tender had been sent from Willow Walk down the main line to New Cross, to be shunted into the locomotive sheds, and having arrived at the signal box, the driver pulled up to await the signalman's orders. The signals were duly put at danger after the engine had passed them. It is admitted that the signal forgot all about the engine being on the line. Hearing the engine of the National Sunday League down Portsmouth excursion whistling, he at once lowered his signals for it to proceed. The curve of the line at this spot prevents the driver of an approaching train seeing an obstruction, owing to the position of the signal box, and it was now that Giles acted promptly. Seeing a collision imminent, he rushed on to the line, and holding up his hands, shouted vociferously to the driver of the excursion train. The latter at once recognised the situation, and immediately applied his Westinghouse brake, and by sound his whistle (the recognised distress signal) caused the guards to apply theirs, with the happy result that the train was brought to a standstill within three yards of the engine buffers. Considerable alarm prevailed among the passengers , who numbered nearly 500, but after a delay of a very few minutes the train proceeded on its journey. The signalman has been suspended, and Mr. Williams, the traffic superintendent, has held a semi official inquiry at London Bridge, at which the engine driver and guards were examined. 




THE RAILWAY REVIEW

31ST AUGUST 1883

THE SOCIETY OF ENGINEERS


This society, which has shown great activity during the season in visiting numerous centres of manufacturing interest, paid a visit on Thursday to the extensive works of the London, Brighton, and South Coast Railway Company at the sea side terminus. Over 150 members and guests accepted the councils invitation, and travelled together to Brighton by Pullman train. The extensive workshops in connection with this important railway system are complete in every department, and the members and their friends, under the guidance of Mr. Stroudley, inspected the machinery, both ponderous and minute, contained in them with great interest. it was explained that a locomotive of the best class will cost as much as £3,000 or £3,500, but enjoys a life of forty or fifty years. These seen in construction yesterday are regarded as much more substantial and long lived than their predecessors. Much depends on the hands into which an engine falls, careless drivers greatly damaging the "constitutions" of their charges, and shortening their terms of active existence. The coupling rod from the company's engines No. 1 and No. 75 were shown, the former having run over 289,179 miles, and the latter 185,446 miles without repairs. The members dined together at the Pavilion in the evening. The Mayor of Brighton was among the guests. After the usual loyal toasts,"Success to the London, Brighton, and South coast Railway" and the "Society of Engineers" were proposed and responded to. 




Railway accidents on the 


L.B.S.C.R.



Portsmouth Town 17th September 1883

London & South Western Railway.


Forest Hill Bank 17th September 1883

THE RAILWAY REVIEW

21ST SEPTEMBER 1883

SERIOUS RAILWAY ACCIDENT ON THE L.B.& S.C.R.


On Monday evening, shortly before seven o'clock, an alarming accident happened on the down line Brighton line, between New Cross and Brockley stations, by which three of the railway company's employees were injured; two of them seriously. It appeared that the goods train leaving Bricklayers' Arms for Brighton at 6.35 p.m., and due at Norwood Junction at 7.2, had passed through New Cross, and was proceeding up the Forest Hill bank, when a pilot engine followed for the purpose of assisting the train up the steep incline that occurs at this part of the line. When the pilot engine was forty or fifty yards from the tail of the train several of the trucks broke away, the result being that the hind portion of the train ran backwards and violently collied with the pilot engine, which, of course, was travelling towards it. The collision had the effect of demolishing the upper part of two brake vans and hurling the two occupants from one end of the rear van to the other, inflicting shocking injuries and rendering them unconscious. The fireman of the pilot engine was also very much hurt, and was obliged to proceed to his home. The men in the brake van were found lying in a pool of blood. Their name are John Brooker, aged about forty years, Brighton - Grove, New Cross, and William Fryer, aged thirty six years, of Lynton Road, Bermondsey. The former was a goods foreman at Norwood Junction, and the latter a goods guard. Both men were placed in a passenger train at New Cross, and conveyed to London Bridge, where two stretchers were in waiting for them, and they were carried into Guy's Hospital. Brooker, it seems had obtained permission to travel to his work at Norwood by the train in question, and this accounts for his presence in the guard's van. Fryer's case is considered the most critical, he having a lacerated wound some three inches long on the scalp. After the injured men had been attended to, the disable train proceeded with the two engines to Brockley and thence to Forest Hill, where the damage rolling stock was replaced, and the train ultimately proceeded on its journey. A fortunate circumstance in connection with the affair is that only three trucks broke away, as had there been more the pilot must have been knocked off the metals. The train was composed of some forty or fifty wagons. Upon making inquiries at Guy's Hospital late last night was ascertained that the injured men were still alive. It was stated on Wednesday that John Brooker the goods foreman, who was seriously injured, was in a precarious state, his case being considered a hopeless one. The admitted a piece of glass measuring over 2in. in length was found firmly fixed in the bone of his skull, and, although exhausted from loss of blood, he had undergo the operation of having it removed. Such was his condition that the surgeons refused to allow his friends to visit him, as any excitement might have had a fatal effect. Fryer, the goods guard, had recovered consciousness, and, although the injuries to his head are of a grave character, hopes are held out of his ultimate recovery. It has transpired that the pilot fireman did not go home after the accident, but was taken to the hospital, where his head was bandaged up, and he was afterwards allowed to leave. The brakes with their shattered roofs are still at Forest Hill.  

----

THE RAILWAY REVIEW

28TH SEPTEMBER 1883

THE FATAL COLLISION ON THE BRIGHTON RAILWAY


On Friday last, an inquiry was held at Guy's Hospital, before Mr. Payne, the Southwark coroner, touching the death of John Brooker, aged 42 years, goods foreman at Norwood Junction, who was fatally injured in the railway accident which happened at New Cross on the previous Monday evening. it was given in evidence that a Brighton goods train, consisting of several waggons, and weighing some 500 tons, was passing through New Cross station, when the engine driver whistled for a pilot to assist him up the bank An engine followed in the rear, and by some unaccountable means came into violent collision with the hinder most brake vans, completely demolishing their roofs, and inflicting serious injuries on the deceased and two others. The collision caused the train to separate. The driver of the pilot explained that he had new brake blocks on his engine, which prevented from slackening speed as soon as he might have done had they been worn a little. The jury, in returning a verdict of "Accidental death," expressed it as their opinion that in future all goods train requiring a pilot should have one put on at the starting point, or wait at New Cross till one has been coupled on. 




STORIES FROM THE SHOVEL

extracted from RTCS book on locomotives of the LBSCR 


THERES NO SMOKE, WITHOUT FIRE

The firing of a Class 'E1s' engaged on local goods and yard shunting activities is referred to in a report of September 1883 in which the fireman Coote of engine no.108 Jersey was accused of producing to producing excessive smoke while shunting at Brighton. The local bench fined fireman Coote £3 for ‘threatening a breach of peace by covering the back yards of nearby houses with soot on wash day.’ 

The company also took action because fireman Coote was found to be using seven hundredweight of coal per week more than necessary, and to have refused to heed his driver’s instructions. For this he was suspended for three days and reduced to cleaner. An inspector giving evidence stated that on shunting work engines of this type should only burn 15 hundred weight of coal per working day of nine hours, provided that the firebox was well filled with coal before shunting commenced, and then only fired sparingly to maintain sufficient steam for the task in hand.





THE RAILWAY REVIEW

28TH SEPTEMBER 1883

BRIGHTON RUNNING SHED AND MUTUAL INSURANCE SOCIETY


correspondent writes:- "The district superintendent repeatedly refuses to sign the men's certificates who meet with an accident, such conduct debarring them from receiving benefit that they are justly entitle to. This treatment is not in keeping with the promise made by S. Laing, Esq., Chairman of the Brighton Company, when the deputation waited on him in reference to contracting themselves out of the Employers' Liability Act. The said district superintendent's conduct was then reported to Mr. Laing in the presence of the superintendent. The reply to this from Mr. Laing was that he was surprised to hear that the men had been treated in such a manner." 
{The remainder of this communication cannot be published}   


--------


ACCIDENT AT LIVERPOOL STREET

INVOLVING NEW CROSS FIREMAN WILLIAM FELIX ARMES


Sir John Humphreys, coroner for South middlesex held an inquest at the London Hospital on Friday last, on the body of  John Pawsey, aged 27, a fireman in the employ of the Great Eastern Railway Company. Samuel Cockredge, a yardman in the service of the company, stated that about ten o'clock on Friday night the previous week he saw the teased man under a train, and he went and assisted to get him out. Deceased was conscious, and complained of injury to his back and legs. Witness did not see the accident. William Felix Armes, a fireman in the service of the London, Brighton, and South Coast Railway Company, stated that whilst running out of Liverpool Street Station on that night he saw deceased, who was on the four foot  way, just in front of the engine. The engine driver called out to him, but they were unable to pull up until the train had passed over him, although witness applied the brake as hard as he could. They were travelling from ten to twelve miles an hour, and the deceased at the time was going towards the engine. He believed the deceased must have stepped into the four foot way by mistake. The driver of the engine was not to blame, and the deceased was got out from under the third carriage. Verdict, "Accidental death."




THE RAILWAY REVIEW

12TH OCTOBER 1883

THE A.S.R.S. ANNUAL CONFERENCE
(Extract from the minutes of the conference)


The Brighton delegate said the men on the Brighton system were not worked the excessive hours complained of by other men, and which the Brighton men did twelve months ago, their hours being seventeen, eighteen, and twenty four hours a day. The traffic men were not so well off as the locomotive men, because they had not united with them. (Hear, hear.) They locomotive men now worked from ten to fifteen hours, and when a man worked fifteen he got a day off, and when he worked two fifteens begot another day off. (Hear, hear.) 




THE RAILWAY REVIEW

19TH OCTOBER 1883

L. B. & S. C. LOCO 


Sir, As a constant reader of your valuable paper, please allow me a small space to call the attention of our locomotive superintendent to the treatment the men at Battersea are subjected to. in the first place, there are two men out on the pilots as firemen at Battersea yard that only get 2s d. per day, when the circular that was issued on April 16th, 1883, signed by our general locomotive superintendent, states that they shall receive 3s. 6d. per day. These young men have to go out on the road when required, and I heard one of them say the other day that his time average about eight days per week. You see that this means that these men have been deprived of eight shillings per week for this last seven or eight weeks. I might add that none of the firemen have got the 4s. 6d., as per printed circular, and that favouritism is something disgusting.
I am sir, yours respectively
 
ONE IN THE BACKGROUND




In November 1883 the amalgamation  of  A.S.L.E.F. and 

the old Enginemen & Firemen's Society.





THE RAILWAY REVIEW

23RD NOVEMBER 1883

BRIGHTON RAILWAY EMPLOYES' DINNER


On Thursday night, the 15th inst., the nineteenth annual dinner of the locomotive employes of the London, Brighton, and South coast Railway Company was held in the large waiting room of the York Road Station, Battersea. In the absence, owing to duty, of Mr. W. Stroudley, chief locomotive superintendent, the chair was occupied by Mr. A. Richardson, district locomotive superintendent. Mr. Stroudley sent a letter, expressing regret at his absence, and a donation of £10, for the purchase of cigars and to assist the dinner fund. After dinner, the toast of the "Queen and Royal Family" was proposed by the chairman, and duly honoured by singing the "National Anthem." Mr. Braithwaithe proposed "Success to the London, Brighton, and South Coast Railway." In the absence of Mr. J.P. Knight, the general manager, the toast was replied to btw Mr. J.Richardson, of the Locomotive Department, Battersea. The Chairman, in proposed "The Health of the Chief Locomotive Superintendent," said Mr. Stroudley had the reputation abroad of being one of the best railway mechanics living. Not only was he an able official, but he took a sympathetic interest in his men. not only did he build a good engine, but a nice little cottage for the driver to live in. The men took an interest in the machinery committed to their care. Such was the workmanship of some of the engines sent out from the Battersea shops, that they had been used for no less a period than three and half years without costing so much as ten shillings in those shops for repairs. Engines were to and from Brighton for eleven or twelve years, scarcely seeing the shops at Brighton. Their engines might be comparatively expensive at the outset, but a good article was the best and cheapest in the long run, as wanting the least repair. Mr. Fox, locomotive inspector, responded to the toast, Mr. J. Taylor proposed "The Health of the Chairman." The Chairman, in reply, spoke of the mutual assistance the employes at Battersea was always ready to render to on e another in distress. He expressed regret, seeing how joyful they all were, that some of the employes has absented themselves from religious oor teetotal principles. Their gathering on that occasion was not less happy or cordial in time than a Methodist meeting. (Hear, hear) Mr. Scoborio, manager of the Home for Lost and Starving Dogs, Battersea, replied for the visitors. He spoke highly, as a member of the general public, of the comfort and facilities of the Brighton line. Mr. H. Brewer also responded. The Chairman, in proposing "The Medical Staff," spoke of the efficiency of their services, which railwaymen could less dispense, with than other working men. Dr. Burroughs, in response, alluded to the harmony which prevailed among the railwaymen of Battersea. The other toasts on the list included "The Traffic Officials," replied   to by Mr. Mead; "The Locomotive Officials," proposed by Mr. Hill, and replied to by Mr. Braithwaite; "The Committee," proposed by Mr. Gomm, replied to by Mr. J. Taylor. There was plenty of vocal music during the evening, songs being sung by Messrs. J. Brand, R. every, T. Johnson, E. Richardson, Read, Ruthven, Pennie, and Donaldson.   




THE RAILWAY REVIEW

7TH DECEMBER 1883

BRIGHTON BRANCH


Our monthly meeting was held one Sunday last, December 2nd, and, taking the amount of business transacted, was the best meeting this year. The minutes of the previous meeting were read and passed. A lively discussion was held respecting the late Hastings branch. A driver who had the misfortune to overshoot a stop signal and was suspended, was paid eleven days suspension money. His fireman not being entitled to full benefits, a subscription was raised, resulting in the sum of 18s. 6d. being paid him. A member delivered a message from Mrs Gates, who wishes the branch to join forces with her on January 15th. This good lady intends preaching two sermons, for the Orphan funds, and the branch is prepared to accept the offer, and it a good collection. Poster and hand bills will be printed for circulation, and the secretary hopes that all railwaymen will attend and make it a success. Six new member were made. 

* Mrs Elizabeth Gates was a well known speaker at christian meeting for women.





Railway accident on the 


L.B.S.C.R.



Portsmouth Harbour 26th December 1883

Involving Enginemen Alfred Griffin, depot unknown

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AMALGAMATED SOCIETY OF RAILWAY SERVANT 

Founded 1871

1913 amalgamated to become the National Union of Railwaymen

In 1872 branches of the A.S.R.S. were formed on the L.B.S.C.R., these branches included Enginemen and railwaymen from all the various railway grades within the L.B.S.C.R.

EASTBOURNE

Date of first members being recorded on the 30th December 1883
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