Railway accidents on the 


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

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

Railway accidents on the 


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

London Bridge 17th February 1883

Involving Driver William Hoadley and Fireman Frank Osborne


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.

Railway accidents on the 


Portsmouth Town 17th September 1883

London & South Western Railway.

Forest Hill Bank 17th September 1883


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.

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

the old Enginemen & Firemen's Society.

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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