Railway accidents on the 


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

Horeham Road 5th January 1883
Involving Driver George Major


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 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."   



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.   




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 

Railway accidents on the 


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


30TH MARCH 1883


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.


6TH MAY 1883


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.


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

EPSOM 8th May 1883

Driver Daniel Smith & Fireman John Methven 

and Driver Frederick Marriott. Depots unknown





ON THE 25TH MAY 1883



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
5s. 6d.
6s. 6d.
6s. 6d.
3s. 6d.
3s, 9d.

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.

Locomotive Superintendent 
Brighton Works
6th April 1883 



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.


25TH JUNE 1883

Many a time and oft, representation have been made of the want of protection for our engine drivers and firemen against atmospheric influences. Until late years they had no protection at all beyond that provided by a scanty weather board. This only protected them from the wind, to an extent when running against the wind, but there was noting to shield them from rain, hail, snow or lightning. We have often wondered why this should be, and we are glad to know that most of the companies have come to the conclusion that such exposure need not be, and they have in numerous instances provided sone sort of shelter for the "knights of the footplate." But we are reminded, the companies have not gone far enough. Men require to be also shielded from the effect of the sun, and we have reason to hope that that planet will assert his away this year. When we come to consider the effect of the sun upon iron, we are inclined to think that men would suffer far less in travelling on an engine beneath a broiling sun, if they had no covering at all. But then on the other hand we should be very reluctant to suggest that the companies should remove the shelter they have been considerate enough to provide. We should rather that those shelters should be improved. A suggestion thrown out by a Somerset clergyman, the Rev. A. H, Burkett, of Burnham, is, we think, worthy of consideration. This gentlemen is of opinion that the desired object might be obtained if four steel rods, painted white, were screwed into the footplate (we presume that these are to go through the top covering, where there is one) overhead to be stretched an awning of strong canvas, or Indian felt, the same to be soaked with fireproof paint and afterwards painted white. He suggest, in conclusion, that this affair should be so constructed that it could be removed when the hot weather is over, and laid by for the following year. We will leave our readers to consider the practicability of the suggestion, simply drawing attention to the patent fact that the more comfortable men are made, the more efficiently they may be expected to do their work.

The last remake brings us to another question, which before now has been commented upon. That is, why should not more distinction be made between the summer and winter uniform of railwaymen? We fail to see why some such alteration should not be enabled to get through their work in the most comfortable manner. Take the question of appearance, say of the guard and the signalman, for instance. However comfortable they attire may be in winter, and however smart they may look when in full uniform, when the hot weather sets in, the signalman in this matter has very much and advantage of the guard; for while the guard is sweltering beneath his heavy costume, the signalman will more often thins no be found toiling away in very much underdress uniforms - shirtsleeves to wit. Coming back to the guard, and we might include the inspector, the station master, and many men who wear uniform, in those and higher grades, where a smart appearance is, perhaps very rightly, considered an essential; we are of opinion that the desired end might be attained by the adoption of serge, or some other light and equal durable material. Distinctive trimmings could be adopted for the various grades, and as summer clothing is cheaper, as a rule, than winter clothing, the winter clothing could be put aside in summer time, and a saving would be the result. These remarks repeating clothing will apply, through not in the same degree, to men working either above or independently ground.   


13TH JULY 1883

L. B. and S. C. R. 


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.


27TH JULY 1883



The anniversary dinner, held on the 18th inst., was highly successful, although the attendance of members was not so numerous as on previous year's occasions. There is no doubt that the date fixed for the dinner is a hindrance to many members attending, it being about the busiest time of the year, and I hope that next year efforts will be made to hols the dinner two or thew months earlier.

On object of interest to many present at the dinner was the splendid watch presented by the locomotive men on the Brighton line to the secretary of their movement, and I take this opportunity of heartily congratulating him on the possession of such a valuable token of his follow workmen's esteem.


27TH JULY 1883



In recent correspondence reference has been made to the necessity which exists for speed indicators being placed upon engines for the guidance of the drivers. All the railway companies issue instructions that trains ar not to run over certain junctions and other parts of the line at a greater speed than that laid down in the speed orders. Engine drivers are frequently blamed, and even fined for exceeding the limit; in many instances there is no wilful intention of doing so, but simply that the driver has incorrectly estimated the speed. Colonel Yolland, reporting upon the recent accident at Grimsby, says:-

"The railway companies do not place on their engines indicators to show the rate of speed at which a train is running - it is all guess work."

To run a train over a portion of line at a much higher speed than that laid down in the speed orders is certainly a dangerous practice, and under the circumstances it is not at all right that the safety of a train should be left to "guess work;" it is therefore, very satisfactory to find that the London, Brighton, and South coast Railway Company is fitting engines with the necessary speed indicator.

The apparatus is the invention of Mr. Stroudley, and consists of a short cylinder, into which is fitted a paddle wheel, the axle passing through a stuffing box on one end of the cylinder, and provided with a pulley wheel; on the upper side of the cylinder, or attached thereto by pipes, are fixed a reservoir and a glass tube. Upon one of these engines axles, or wheels, a pulley is fixed which, by means of a strap, communicates motion to the pulley and paddle wheel above described. The pulleys are so designed that 414 revolutions on the paddle wheel per minute will force the water up the glass tube to a height which represents a speed of 60 miles per hour as shown on the scale. From these details it will be seen that the number of revolutions per minute of the engine wheel is in exact proportion to the revolutions of the paddle wheel, and consequently the height of the water in the tube. The glass tube and scale of miles is placed on the weather board or in the corner of the cab of the engine, facing the driver and well within his sight and within reach of the light from the gauge lamp, so that he can ascertain if his engine is running at the correct speed. When the pulley is placed upon the driving wheels of engines "slipping" is instantly shown by the water running up to the top of the gauge. Captain Galton, at a meeting of the Institution of Mechanical Engineers, referred to the use of the Stroudley indicator at the brake experiments on the Brighton Railway and stated that "it measured the speed very accurately indeed." 

I have had several opportunities of witnessing the practical working of the Stroudley speed indicator, and find it gives every satisfaction. It is therefore to be hoped that at no distant date a "speed indicator" will from part of the fittings of a locomotive, and that "guess work" will be abolished.




If the statement made in the House of Lords by Lord Coalville, in reference to railway servants' hours of duty, requires any further refutation it would easily be obtained from the locomotive department of the London and South Western Railway, where many of the men, instead of working from seven to ten hours a day, have during the last two or three months' frequently worked from seventeen to twenty hours at a stretch, and sometimes with only four hours' rest between. Can it be wondered at that men should fall asleep on the footplate under such circumstances as these? I am not surprised at railway directors objecting to a return being made to Parliament of the hours worked by railway servants; but, if they really wish to prevent excessive hours of duty; surely they could have returns laid before their own boards of all case where men had worked over ten or twelve hours a day, and the cause thereof. They would then be in a position to carry into effect their humane desires, and put an end to excessive hours of duty on the lines under their direction. The deputy chairman of the L.&S.W. Railway, takes a lively interest in promoting the cause of temperance (or rather total abstinence) amongst the employees on the line, and whilst fully acknowledging the value of temperance in drinking. I trust that he will also endeavour to abolish intemperance working, which is equally injurious to the men; and, in fact, there is nothing more likely to induce a man to resort to alcoholic stimulants than the fatigue resulting from over work.

On the Brighton line many of the locomotive men are in a better position as regards their hours of duty, but the passenger guards are on a very different footing. For instance, trains which are daily worked by two sets of drivers and firemen are only supplied with one sets of guards, so, that what is considered two days' work for a driver and firemen is only one day for a guard.

In other cases, guards, whose duties are booked at twelve or fourteen hours a day, are never certain what time they will finish, as they are always liable to be called upon to work extra trains after their regular work is done. It is true that on both of these lines there is a great amount of special work during the summer months, but if those in authority were really anxious to prevent overwork, I feel certain that there need not be so much of it as there is at present.


10TH AUGUST 1883


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.     


31ST AUGUST 1883


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. 


31ST AUGUST 1883


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 


Portsmouth Town 17th September 1883

London & South Western Railway.

Forest Hill Bank 17th September 1883




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.  





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. 


extracted from RTCS book on locomotives of the LBSCR 


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.




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}   




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."



(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.) 



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

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

the old Enginemen & Firemen's Society.




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.   




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 


Portsmouth Harbour 26th December 1883

Involving Enginemen Alfred Griffin, depot unknown



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.


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

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