1898
Workmen’s Compensation Act in operation
THE RAILWAY HERALD
15TH JANUARY 1898
RECENT CLAIMS PAID
On the 21st ult. Edward Every, fireman, L.B. & S.C. Railway, Battersea cherished the forefinger of his left hand whilst coaling his engine, and had to go off duty in consequence. He is a subscriber to our Extra Insurance Edition.
E. Every, fireman, L.B. and S.C. Railway, injured at Battersea December 21st 1897; resumed duty January 6th. 10s. paid January 8th, 1898.
FEBRUARY 12TH 1898
On the 30th ult. Robert M. Barber, engine driver, L.B. and S.C. Railway, Battersea, whilst going round his engine at Clapham Junction, accidentally slipped off, sustaining injuries to his back, and he had to go off duty in consequence. He is a subscriber to our Extra Insurance Edition.
MARCH 5TH 1898
R. Barber, engine driver, L.B. and S.C. Railway, injured at Clapham, January 30th; resumed duty February 21st. 15s. paid February 22nd, 1898.
SEPTEMBER 24TH 1898
On the 9th inst. Henry Barnes, spare engine driver, L.B. and S.C. Raiway, Battersea. was shunting at Norwood Junction, when the gauge glass burst, and in shutting off the steam one of his hands was scalded, and he had to go off duty in consequence. He is a subscriber to our Extra Insurance Edition.
OCTOBER 1ST 1898
On the 25th ult. Fred Savage, engine driver, L.B. and S.C. Railway, Battersea, had both of his hand severely scalded through the bursting of the gauge glass of his engine, and he had to go off duty in consequence. He is a subscriber to our Extra Insurance Edition
OCTOBER 8TH 1898
On the 13th ult. G. Duffin, engine driver, L.B. and S. C. railway, Battersea, slipped whilst in the act go getting on his engine, injuring one of his ankles, and had to go off duty in consequence. He is a subscriber to our Extra Insurance Edition.
H. Barnes, spare driver, L.B. and S.C. Railway, injured at Norwood September 9th; resumed duty September 24th. 10s. paid September 28th, 1898
OCTOBER 29TH 1898
G. Dufferin, engine driver, L.B. and S.C. railway, injured at Battersea September 13th; resumed duty October 14th. £1 paid October 24th, 1898.
NOVEMBER 5TH 1898
On the 21st ult. F. Atkinson, L.B. and S.C. Railway, Battersea, slipped off the tail of his engine and fell on the smoke box rake, spraining the muscles of one leg and injuring his back, and had to go off duty in consequence. He is a subscriber to our Extra Insurance Edition.
F. Savage, engine driver, L.B. and S.C. Railway, injured at Battersea, September 25th; resumed duty October 21st, 17s. 6d. paid October 26th, 1898
NOVEMBER 19TH 1898
On the 27th ult. D. Overton, engine driver, London, Brighton, and South Coast Railway, fell of the coal stage at Victoria, and sustained injuries to his back, which compelled him to go off duty. He is a subscriber to our Extra Insurance Edition.
NOVEMBER 26TH 1898
F. Atkinson, fireman, L.B. and S.C. Railway, injured at London Bridge, October 21st; resumed duty November 4th. 10s. paid on November 18th, 1898. 10s. paid November 18th, 1898.
THE RAILWAY REVIEW
7TH JANUARY 1898
BRIGHTON TRAIN SHOT AT
NINE HOUR MOVEMENT
Some alarm was caused to the passengers by the Pullman car train which left Brighton for London on Monday of last week at 9.55. The train had just passed Three Bridges when the report of a gun was heard, and immediately afterwards shots struck the train. One of these passed between a gentleman and his wife, who both had narrow escapes. On an examination of the carriage being made it was discovered that another shot was imbedded in the wood work. The shots, from all appearances, were fired from a small bore riffle, or probably a swan gun. The time of the incident was 10.27.
THE RAILWAY HERALD
29TH JANUARY 1898
BRIGHTON ENGINE DRIVER
HENRY (HARRY) HEATH
A man named Harry Heath, aged about forty, was found last Sunday evening in an unconscious condition in the tunnel between Brighton and Hove. His skull was fractured and the left arm broken. He expired shortly after the arrival of medical aid. In the train from the Dyke, which had arrived shortly before the discovery, were found a hat and cane belonging, it is supposed, to the deceased, but how the latter came to be on the line is a mystery. Heath, who belonged to Brighton, leaves a widow and six children.
THE RAILWAY HERALD
5TH JANUARY 1898
On the 25th ult. inquest was held at Brighton respecting the death of Henry Heath, aged 36 Yeats, who had been found in a dying state in a short tunnel on the Brighton Railway, not far from the Central Station. Deceased, who bore an excellent character, had been for twenty years in the service of the railway company, for the past six years as engine driver. On the previous Sunday afternoon he walked to Hove to see some friends, but returned at once, as they were out. He appeared to have entered a third class compartment of the last train from the Dyke, which makes a call at Hove on its way to Brighton, inasmuch as two girls who were in the next company saw him sitting on the window sill with his body outside the carriage. Both girls looked out of the window at him, and then, becoming alarmed, drew up the window of their own compartment. At that moment the train entered the tunnel. On reaching Brighton they said nothing about the matter. The train was going at the of 20 miles an hour. The next known about deceased was his being found unconscious, with his skull fractured, by the side of the line. It was stated that he was not a man likely to commit suicide. The coroner suggested that the only feasible explanation was that Heath had, for some reason or other, probably in fun, tried to attract the attention of the girls in the next compartment, and leaning too far out of the carriage was dashed against the wall of the tunnel. The jury returned a verdict of "Accidental death." Deceased leaves a widow and six children.
THE RAILWAY REVIEW
18TH FEBRUARY 1898
BRIGHTON No.2 BRANCH
Extracted from branch report
Correspondence was dealt with re our late Bro. Heath, who was accidentally killed in Holland Road Tunnel when travelling passenger on January 23rd. A vote of condolences was passed, and the secretary instructed to convey the same to Mrs. Heath.
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PROPOSED UNDERGROUND RAILWAY AT BRIGHTON
For the purpose of affording a rapid means of conveying excursionists from the railway station at Brighton down to the beach a bill will be introduced into Parliament next session to incorporate a company with powers to construct an underground electric railway from a point near the station of the London, Brighton, and South Coast to a point under King's Road, but with opening under the parade communicating with the beach. The total length of the railway will be 5 furlongs, 7.25 chains, and the capital proposed to be raised for its construction is £120,000 with power to borrow a further sum of £40,000 for equipment purposes. The maximum fare proposed to be charge on the railway is 2d. for the whole distance. The promoters named in the bill are Mr. S.H. Doubleday, Mr. C.F. Webber, and Mr. J.W. Kersley.
THE RAILWAY REVIEW
25TH FEBRUARY 1898
L. B. & S. C. RAILWAY
NEW TERMS OF SERVICE FOR ENGINEMEN AND FIREMEN
The following notice has been officially posted in the loco. department of the Brighton Company:-
1 TIME
In future, drivers and firemen will be paid at the rate of ten hours per day, or 60 hours for six days; time to be taken when they when they come on duty by order, and when they leave duty according to the instructions of each foreman respectively.
No man will be paid less than six days for one week's work (exclusive of Sunday) unless off duty on his own account.
No man shall receive less than one day's pay after being booked on duty, except for shed work, as provided for in paragraph 4, or when booked on twice in one day; in which latter case he will be paid a minimum of one and a half day's wages for the two turns of duty.
2 OVERTIME
Overtime to be reckoned as the excess of 60 hours per week of six days, and paid at the rate to eight hours per day.
3 SUNDAY DUTY
Sunday duty to be calculated at the rate of eight hours per day, and allowed to those men who book on duty between Saturday midnight and Sunday midnight, for the hours worked during that period.
No man shall receive less than one day's pay for Sunday duty.
4 SHED DUTY
Men who run 750 miles or upwards in the 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 who require for shed duty, such as washing out their boilers, etc., 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 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.
6th Year, per day.
7th Year, per day.
For main line passenger and goods men, if employed regularly as such for twelve months previously.
DRIVERS FIREMEN
s. d. s. d.
5. 6. 3. 6.
6. 0. 3. 9.
6. 6. 4. 0.
6. 6. 4. 0.
7. 0. 4. 3.
7. 0. ---
7. 6.
A fair proportion of long service drivers and firemen may be advanced, if their characters are satisfactory, to 7s. 6d. 8s.; and 4s. 6d. and 4s. 9d. per day respectively.
The highest ordinary rate for shunter to be 6s. per day; but a portion of them having the most responsible duties may be advanced to 7s. per day.
When a fireman has been passed as driver, he will received 4s. 6d. per day; and when a cleaner been passed as fireman, he will be paid 3s. 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 advance is deferred.
7 LODGONG 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 SUSPENSION FROM DUTY
The company reserves the right of suspending from any driver or firemen in case of accident o misconduct, pending the decision of the case by the directors, Government inspectors, or other authority. District locomotive superintendent have power to suspended from duty; but dismissal or reduction to be by order of the locomotive superintendent. Breaches of discipline, misconduct, mismanagement of engine or train, damage or injury caused, may be punished by dismissal or by reduction.
10 CLOTHING
An overcoat to be given every alternate year to each driver and fireman, and a cap every year; the last coat and cap given to be returned to the company in the event of a man leaving service.
11 LEAVING THE SERVICE
Seven day's 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 should also become members of the provident society and insurance fund in connection with this company.
R. J. BILLINTON
LOCOMOTIVE SUPERINTENDTENT
BRIGHTON WORKS,
January 1st, 1898.
With reference to the above, the following letter has been sent to he hon. secretary of the loco. men's movement on the London and Brighton line in answer to a communication forwarded by him on the 4th ult.:-
(COPY)
London, Brighton, and South Coast Railway,
Secretary's Office, London Bridge, S.E.
2nd February, 1898
Dear Sir, In further reply to your letter of January 4th last, I am instructed by my directors to state that while they are always wiling to receive a deputation f the servants of the company, they think that, if the programme enclosed in your letter were accepted as a basis for discussion, no good would result from the interview, as many of the demands are so unreasonable that my directors could not for a moment think of granting them, while in other cases the men in this company's service already enjoy the privileges that are asked for.
They consider, therefore, that the better plan would be for the men to send to the heads of their several departments a statement of any grievances they may have, and, after these statements have considered, my directors will be prepared to discuss them with the men.
As regards the drivers and firemen, however, you are no doubt aware that my directors have already received a deputation and granted certain concessions with which the men expressed their satisfaction; my directors, therefore, look upon the conditions of service and wages, so far as the locomotive department is concerned, settled.
I am, etc.,
J.T. BREWER, SECRETARY.
Mr. A. GILL, BRIGHTON
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L. B. & S. C. JOINT GRADES
A meeting of the joint grade committees was held at the Labour Club, Brighton, on Sunday last, to consider the reply received from the board of directors. The sitting was a protracted one, and the secretary was instructed to reply in sections to the communications received. Some merriment was caused when the paragraph referring to engine drives and firemen was read respecting the meeting of the board with the bogus deputation. On the whole, the delegates were of the opinion that the so called concessions resulted in a saving to the company, and thought it would be interesting to know who will draw the £5,000 the chairman said had been given to the men at the last half yearly meeting. The secretary notified there were still two vacancies on the goods workers' committee and two on the examiners' committee. The meeting concluded with the usual votes of thanks.
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THE L. B. & S. C. RAILWAY ABOLISH THE SEVEN DAY WEEK IMPOSITION
The directors of the London, Bright, and South Coast Railway Company have resolved that for the uniform staff that for the uniform staff a week shall consist of six days, instead of seven days, as heretofore, the effect of this being that Sunday work will be paid for extra.
THE RAILWAY REVIEW
11TH MARCH 1898
We published in a recent issue particulars of an Amended Terms of Service for Locomotive Men on the London, Brighton, and South Coast Railway, and now we are bombarded on every hand by indignant and wrathful correspondents hastening to explain that these conditions have been forced upon them absolutely unasked, and entirely against their wishes. The whole thing, they say, is the work of a few men who were dignified by management with the title of a "deputation," no mandate whatever from the locomotive employees either to speak or act on their behalf.
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Of course we know this all along, for the deputation here referred to is the same, it will be remembered, who, comprising but three individuals in all, were chosen by management for a purpose which we exposed at the time. They were, as our correspondents point out, invested with no representative authority, nor did they possess any instructions from the body of the men. Hence, this so called "deputation" has been ridiculed and condemned from end to end of the system, for it is upon their shoulders, however innocent they might be, that the company has thrust the responsibility of accepting a new schedule of conditions which is actually retrogressive in all its most vital particulars. Every fair minded person will agree that the directors of the company merit the strongest condemnation for stooping to such trickery, whilst on the other hand, perhaps after this our Brighton friends will more closely watch these "bogus" deputations.
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A.S.R.S. BRIGHTON No.1 BRANCH
Extracted from branch report
Our usual monthly meeting was held on Sunday last, when one new member was accepted.
A charge of unjust treatment was made by a driver against the locomotive officials, and instructions were given in the matter.
Brighton No.1 Branch Report 15th April
Our quarterly meeting was held on the 3rd inst. Mr. A. Gill was nominated for E.C.
LOCOMOTIVE JOURNAL
1898
Sir,-- In connection with the recent concessions granted by the L. B. & S. C. Railway through our overtures I beg to claim the indulgence of publicity to the jealous - unmanly - and slanderous statements put forward in the *R. R. - that the deputation of which waited on Sir Allen Sarle was of a purely personal character and had no official basis. That, of course, is a direct lie, as we never waited upon Sir Allen Sarle. Had the report been confined to the R.R. there would have been no need of replying to it, but the statements have been circulated, and have excited comment, hence my desire to deny such wilful misrepresentations. You know, Mr. Editor, that Mr. W. Young, Brighton, Mr. J. Pogmore, New Cross, and myself Battersea, were elected by the members and approved by our E. C., and you, being the chairman of a large open meeting when I gave the report of an interview with our superintendent, I the got a unanimous vote of confidence. A newspaper supported by railwaymen, and guilty of such spiteful vapourings, should be treated, as it deserves, with contempt by the enginemen and firemen of the whole country. Wishing you and the whole your readers a Happy New Year.
Yours Fraternally
J. M. Bliss
BATTERSEA BRANCH
*RAILWAY REVIEW
BATTERSEA BRANCH
E.C. Member 1903 - 1906
ACCIDENT AND DISABLEMENT
19th March 1898
Tunbridge Wells engine driver W. Reeves old age 19th March 1898, aged 27. Joined the Amalgamated Society of Railway Servants, on the 2nd February 1881
Horsham Branch of A.S.L.E. & F.
was founded on the 24th April 1898
LOCOMOTIVE JOURNAL
1898
HORSHAM BRANCH
OPENING OF A NEW BRANCH AT
HORSHAM SUSSEX
Sir, -- On Sunday, April 24, some of our friends from Battersea, journeyed down here for the purpose of addressing a meeting of enginemen and firemen, and to open a branch of our Society. There was an attendance, considering this is only a small depot. With a few transfers we started a branch with 21 members, and before long we shall have more. Mr. Perkins, of Battersea, was voted to the chair, and the meeting was addressed by Messrs. G. Mannell, W. Cooper, and J. Bliss, who pointed out why enginemen and firemen should mind their own business and not ask others to do what they could do for themselves.
You will hear more from us soon.
Yours fraternally,
BRANCH SECRETARY
NICHOLAS ODDY COLLECTION
This certificate was presented to Horsham Branch member George H. Merritt
by the Horsham Branch Secretary, William Buckham.
The date indicates when George Merritt A.S.L.E.&F., and the certificate would have been presented sometime after 1916.
This version of this certificate originates from 1916 and was issued to members for their loyalty to their branch.
THE RAILWAY REVIEW
29TH APRIL 1898
L. B. & S. C. EMPLOYEES
The United Grades Committees held a meeting on Sunday afternoon last at the Labour Club, Brighton, when the position was thoroughly discussed, and after several minor points had been agreed to it was resolved to accept the directors' suggestion and submit the programme to the heads of each department before they received the chosen deputation. It was, therefore, agreed that the several grades secretaries draw up their programmes, each committee man signing it, and forward to the secretary of the movement not later than May 14th. The meeting closed at 8 p.m. with a vote of thanks to the chairman and secretary.
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L. .B. & S. C. AND AMBULANCE CLASSES' EXPENSES, ETC.
Sir, In your issue of February 25th "An Associated of the St John's Ambulance Corps." says the small fee pad by members of ambulance classes are subsequently returned to them.
The L. B. & S. C. return to their employees who pass the examination their out of pocket expenses, and, from the columns of the Review. I find the G. E. give a challenge cup for competition, the L. & N. W. a shield and medals to the team which shows the greatest proficiency, and the Midland gold and silver medals for services rendered, but what do the
L. B. & S. C. do for their men? Beyond a parade in the board room, a speech from a director, and the bronze badge for the arm -- nothing.
In the case of signalmen, they have to attend the board room in their own time, and if on the wrong turn of duty must get their mates to change duties or wait till the next batch is called up, as no relief is sent. Then there are some members who passed examinations in the autumn of 1896 and have not got their certificates yet.
It is annoying to the Brighton men, when attending mixed classes of S. E. and L. B. & S. C. men, to know the S. E. men will get their expenses returned and the Brighton men will not. I know several men who would join and attend the classes if they could afford it but, as their expenses are not returned, cannot do so, for 4s. or 5s. is a serious matter to a man with a family.
At one station a stretcher arrived about a year ago, and was put in the goods shed, which is locked from Sunday morning till Monday morning, and some of the ambulance men at the station knew nothing about it till within the last month.
Do you wonder that Brighton men are so backward at joining the classes when you see how little encouragement they get?
I hope the directors and officials will soon wake up and take an interest in ambulance work, and give some encouragement to their men to join the classes and form new ones at large stations.
Yours, etc.,
SPECIAL NOTICE
PHOTOGRAPHER UNKNOWN
TUNBRIDGE WELLS LOCO SHED
THE RAILWAY HERALD
5TH MAY 1898
THE L.B. AND S.C.R. STATIONMASTERS' AND INSPECTORS'
ANNUAL EXCURSION
INVOLVING BATTERSEA DRIVER AVERY
& NEW CROSS DRIVER GEORGE SARGENT
The Annual Excursion in connection with the London, Brighton, and South Coast Railway Stationmasters' and Inspectors' Mutual Aid Society and Death Fund will take place on the 16th instead of., and have arranged to publish a reproduction of a photograph of the locomotive "Allan Sarle" (No. 188) as she is decorated for the occasion, as a supplement to our issue of the 21st inst.
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Various locomotives from Battersea and New Cross loco sheds, would compete against each other by decorating their locomotives, for the best decorated locomotive. These excursion would leave London Bridge and Victoria and run down to Eastbourne. This practice started in 1877 and continued until just before the First World War. After the war these excursions had ended these excursions never returned.
PHOTOGRAPHER UNKNOWN
Eastbourne (semi round shed) loco shed, on the 16th May 1898, with visiting locomotives and enginemen Driver Avery, of Battersea (left) & Driver George Sargent, of New Cross Sheds (right), their firemen are unknown). The Battersea locomotive is No.188 'Alan Sarle' and New Cross locomotive is No.203 'Henry Fletcher'.
Eastbourne Shed after working Station Masters and Inspectors special trains to Eastbourne. On this occasion these Specials would run down to Brighton, from London Victoria and London Bridge.
PHOTOGRAPHER UNKNOWN
New Cross engine No. 203 'Henry Fletcher', photographed at New Cross Loco shed, prior to working the the London, Brighton, and South Coast Railway Stationmasters' and Inspectors' Mutual Aid Society and Death Fund, on the May 16th, 1898.
THE RAILWAY REVIEW
21ST MAY 1898
THE RAILWAY REVIEW
13TH MAY 1898
A subject which is exercising the minds of loco. men is the question of Amalgamated. There are at present, besides the Amalgamated Society, two other societies of enginemen and firemen, namely, the Locomotive Steam Enginemen and Firemen's Society, composed of 10,000 members, and the Associated Society of Engineers, and Firemen, numbering 9,000. In addition to this, there 12,500 loco. men members of the A. S. R. S. The two former are having a delegate meeting in June to consider the question. We shall like to see unity in the ranks of railwaymen; division spells defeat.
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CROYDON BRANCH
The first tea and concert of the Croydon Branch was held on the 5th inst., at the Victoria Coffee Palace, Church Street, when about 100 railwaymen and their wives sat down to a splendid tea with Mr. Dobson. After tea the chair was taken by Mr. Mr. Gubby, when the following gave us two hours of delightful harmony; Miss Sassah, Miss and Master Dixon, the Misses Baker, Messers. Bird, Broughton, and Cooper, Mr. Lacey (pianist). We had a splendid address from Mr. Dobson, which was thoroughly enjoyed by all present. A most enjoyable evening was brought to a close about 10 p.m., when all were satisfied with our first attempt, considering it was a wet night.
THE RAILWAY REVIEW
20TH MAY 1898
THE WORKMEN'S COMPENSATION
CONTRACTING PROPOSALS BY THE L. B. & S. C. COMPANY
Extracted and adapted from report in the Railway Review (no tables readable ).
The L. & B. directorate are inviting their employees to accept the scheme set out hereunder as an alternative to the Workmen's Compensation Act, which comes into force on the 1st July next. Ballot papers in connection therewith have already been issued, and are returnable to the secretary of the company by the 27th inst. The circular, after referring to the collapse of the 1881 scheme by virtue of the new Act, giver the benefits under Mr. Chamberlain's measure, and those now proposed by the company.
WORKING OF THE ACT
In order that the company's servants may be enabled to see at a glance what compensation would be payable under the Act in case or disablement, according to the rare of wages earned by each of them.
The company's servants will, of course will, of course, understand that if the the scheme is approved by the Register of Friendly Societies and put in force it will still be optional for them to join it or not as they think fit, but, if they do join it, they must be prepared to pay the monthly premiums according to their rate of pay wages. For example, a man earning 32s. a week must take out a policy in Clause 3, and pay 8d. a month. He cannot elect to take out a policy in a lower class at a lower premium, or in a higher class at a higher premium.
The advantages the company's men will derive from the insurance scheme, as compared with the Act, are as follows:-
1. They will receive more money in case of death or temporary disablement than the Act provided.
2. They will be entitled to their pay during the first fortnight they are disabled, whereas under the Act they would not receive any pay until after that period.
We have been asked our opinion of these proposals. Well, candidly, we do not think much of them. In our opinion they will be brought too dear, even looked at in the light of a commercial transaction, but when we take into account that they also include the sale of liberty and involve a virtual submittance to conditions against which we have been at war so many years, well, all we can say is the less anyone has to do with them the better. Working men have got to remember that insidious attempts are being made and will be made to rob them of the benefits of the Act. In this case, the men are entitled to sick pay from their benefits society during the first fortnight, so that they would enter on the benefits of the Act without suffering any intermediate hardship, and would find, if the other advantages are compared to what would be received under the Act, that they are not commensurate with the amount of the subscription asked for.
THE RAILWAY REVIEW
3RD JUNE 1898
METROPOLITAN NOTES
BY "COCKNEY"
I am given to understand that a good deal of dissatisfaction exists upon the L. B. & S. C. as a result of the conferences recently held, and the replies received from the management respecting the grievances existing amongst the staff . The reply in reference to the loco. men is particularly amusing, as it states:
"That so far as the enginemen and firemen's questions are concerned they are considered settled," and they quote the deputation that waited upon them some time ago and concessions granted to them. now, I hope the general manager will carefully pursue the reply to this communication sent him by the men's secretary, wherein the enginemen and firemen of the
L. B. & S. C. repudiate any deputation, and inform him that the men did not know by whose authority they represented the loco. men. They certainly were not appointed by any meeting called for that purpose, and therefore had no right to state that they represented the men. The so called concessions that they boast of having obtained have placed them practically where they were 20 years ago, and so far as the loco, men are concerned, they are determined to show the management that these men had no right to represent them all.
THE RAILWAY REVIEW
4TH JUNE 1898
PRESENTATION TO MR. J.J. RICHARDSON, L.B. AND S.C. RAILWAY
In the succession to his father, Mr. J.J. Richardson was recently appointed district locomotive superintendent of the L.B. and S.C.R. Mr. Richardson has been connected with the Battersea district for many years, and has been extremely popular with the employees, who, on Friday evening, 3rd inst., made him a congratulatory presentation,. The presentation was made in the hall adjourning Battersea Park Station. The building was crowded with railwaymen, of whom there must gave been nearly 300 present.
There is considerable decorative talent in the Battersea district, which has annually, for a number of years, carried off all the prizes which from time to time have been given for the most tastefully adorned engine. This decorative talent was manifested in the tasteful display of flowers and plants in the hall that evening. A concert has been organised and in steady progress when Mr. Richardson and a number of friends arrived. The singer who happened to be taking his turn at that particular moment was no longer regarded. All stood and welcomed their new superintendent with hearty cheers. Mr. J. Taylor took the chair, the following occupying seats on the platform with Mr. Richardson:- Mr. G.Wright, superintendent L.B. and S.C. Rwy., Victoria; Mr. R. Pierpoint, superintendent L.B. and S.C. Rwy., London Bridge; Mr. J.S. Marks, secretary Pullman Co.; Mr. W. Wilkinson, district locomotive superintendent L.C. and D. Rwy.; Messrs. E.H. Miller, F. Thomas, E. Buck, H. Matthews, foreman, L.B. and S.C. Rwy., Battersea; Mr. H. Mead, stationmaster Clapham Junction; and Mr. R. Gower, stationmaster, Battersea Park.
After a succession of good songs, and choruses had been given, the chairman made the presentation. He had, he said, taken the chair at many gatherings of railwaymen during the past 25 years, but never with greater pleasure than on that occasion. It was his pleasing privilege to give expression to the esteem and respect in which they all held their worthy superintendent. They all honoured Mr. Richardson, though no one did so more than himself, who had noticed him from the commencement of his career, and had seen him rise step by step to his present position. The chairman felt certain that with his abilities and integrity, and, enjoying as he did the full confidence of the directors. Mr. Richardson would continue to rise in the service. The chairman then presented Mr. Richardson with a richly illuminated dress in a massive gold frame. The Company's arms are emblazoned on it, and a prominent feature in a well balanced composition is a carefully executed picture of the latest engine "The Bessemer," manufactured at the Brighton works. Besides the address, Mr. Richardson was presented with a silver mounted walking stick and an umbrella -- the latter for Mrs. Richardson. The presentation, the chairman said, was a very slight acknowledgment of the many kindnesses the men had received at Mr. Richardson's hands. They had looked to him for advice for some years past, and were indebted to him for many privileges. If there had been a grievance Mr. Richardson did his best to remove it, and he was always will to assist the men to the utmost of his power. Mr. Taylor suggested that the address might be hing up in Mr. Richardson's office, in which case he advised the men not to go there to look at it. "You know what I mean," he added, and apparently did know, for they laughed heartily. After a few words dealing with responsibilities of men who occupied position such as that held by Mr. Richardson, the chairman concluded by saying, "If we work with our new superintendent as we ought to, I'm confident he'll do his duty to us." (Applause.)
Mr. Wright said it had been his good fortune to work with Mr. Richardson for 20 years. Mr. Richardson had always done everything he could to assist him with the work at Victoria, and many a time had cheerfully gone out of his way to render assistance. "Mr. Richardson," he continued, "has always been a most sincere straightforward, honourable man. I'm sure he'll always do the right thing by you, and I'm satisfied you'll do the right thing by him. I hope we shall be spared to work harmoniously together for many years, and that Mr. Richardson will occupy a higher position." (Applause.)
Mr. R. Pierpoint also spoke a few words, re-echoing the sentiments that had been expressed with regard to his friend Mr. Richardson. It was a pleasure to bear testimony to the good feeling that existed between Mr. Richardson and those connected with all the departments of the Company's system. He (Mr. Pierpoint) came to Battersea in 1859, from which time he had always received the greatest kindness and assistance from Mr. Richardson and his father.
Mr. Richardson was almost overwhelmed with kindly applause on rising to reply. He gad been in the service, he said, ever since he was a boy, joining in 1867, exactly 31 years ago next July. He started in the office, and he endeavoured, on the day he entered on his duties, to gain the respect and esteem of those who worked with him. That endeavour he had maintained ever since. From the office he passed to the works apprentice. In course of time, 24years ago, he was made assistant superintendent. In 1876, on his 31st birthday, the employees were kind enough o present him with a valuable gold watch and chain, a presentation which he valued most because it proved that he had succeeded in gaining their esteem. On the occasion of his marriage, they presented him with a handsome piano, and this more than ever determined him to do all in his power to maintain the good opinion they had formed of him. In the discharge of his duties he had always received the most loyal assistance from them, and for this he now thanked them heartily. The proudest day of his life was when he was appointed superintendent, but he little thought the appointment would be so heartily endorsed by the men as it had been this evening. What had taken place showed that the selection of the directors and Locomotive Engineer, Mr. Billinton, was in accord with the wishes of the employees. nothing would be wanting on his part to secure a continuance of the cordial relations between them, and he should do the best he could for those who worked with him. His father, as they knew, had retires from service; nothing pleased him more than to know that his son was receiving that goodwill which he had enjoyed for 40 years.
At the close of Mr. Richrdson's remarks, the company drank his health with musical honours, which were followed by a prolonged volume of cheering. The toasts to the chairman and the visitors and committee were also proposed, and duly honoured. General satisfaction was expressed at the way in which the committee carried out the project. During the evening songs were sung by Messrs J. Griffen, J. Every, W. Taylor, G. Grace,, Willis, F. Banks, G. Mannell, J. Burbage, F. Green, C. Hart, G. Jasper, Parsons, W. Bacon, F. Snow, Rogers, and others. The address was worded as follows:-
"Locomotive and Carriage Department, L.B. and S.C. Rwy. To John James Richardson
We the employees, unanimously tender our sincere congratulations to you upon your appointment to the position of superintendent. We ask you to accept the same, with the desire that you life will be bleat with good health and attended with every successful, and endowed with prosperity, and that each succeeding year shall see us working in harmony together, and that honour shall prompt all our actions."
* This was signed by Messrs. John Taylor (Chairman), E. H. Miller, (Vice Chairman), James Every (Treasurer), and J. M. Bliss (Hon. Secretary).
* All those names in bold, are Enginemen on the L.B.&S.C.R., and members of the Battersea Branch of A.S.L.E.&F.
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RAILWAY HERALD
4TH JUNE 1898
ADDITIONAL NIGHT TRAIN FROM VICTORIA TO BRIGHTON
Residents in Brighton who have hitherto complain of having to leave public dinners in town before the principal speeches were delivered, if they wish to return home the same night, will no longer have this grievance, as after the 1st June the Brighton company will run an express train from Victoria to Brighton every week night at 10.50. The train will stop at Three Bridges and Hayward's Heath, thus giving residents at this places the same facility. To suit the convenience of theatre goers, a train will leave Victoria at 11.50 p.m. every Thursday, in addition too the existing theatres train on Saturdays.
RAILWAY HERALD
1ST OCTOBER 1898
The London, Brighton, and South Coast Company have made the following alterations (amongst others) in their train service for October:-
A Limited Pullman will run from Victoria from Victoria every Sunday at 11 a.m., returning from Brighton at 9 p.m., returning between London and Brighton in one hour. The number of seats in this train will be strictly limited, and a first class train will follow it, doing the distance in one hour fifteen minutes.
The 11.50 p.m. theatre train from Victoria, which has hitherto run only on Thursdays and Saturdays, will run every week night, and call at Burgess Hill on Mondays, Hassocks on Tuesday, Hayward's Heath on Wednesdays and Saturdays, Horley on Thursdays and Three Bridges on Fridays, so as to afford the residents in those towns an opportunity of visiting the London theatres, and reaching home the same night.
Several of the trains have been accelerated, and the 10.05 a.m. down Pullman and 5.45 p.m. up will have first, second, and third class carriages attached to them.
A new train will be run from Victoria at 10.0 a.m., to Eastbourne every Sunday, returning at 8.50 p.m.
RAILWAY HERALD
7TH JANUARY 1899
The Sunday "Pullman Limited," which is timed to run between Victoria and Brighton in the even hour each way, has, as a rule, kept excellent time. It dropped a few minutes on the 4th ult., owing to a severe storm, and again on the 18th, through special delays, but on the 11th the down journey was made in 59 mins. 9 sec., and the up in 58 min. 32 sec.while on the 18th the up journey occupied only 57 min. 57 sec. from start to stop. The load was always six Pullman cars and two Pullman vans. The engines were as follows; 4th "Trevithick"; 11th, "Smeaton," each belonging to to Mr. R.J. Billinton's earlier class of bogie expresses; 18th, "Bessemer," the pioneer of a new class with larger boiler.
THE RAILWAY REVIEW
1ST JULY 1898
GENERAL MOTES
Quite recently we called attention to a circular issued by the L. B. & S. C. which forbade any of their servants to be collectors for any book, watch, or sick club, or to hold any position which involved the collection of money. It is also a matter of common knowledge that no railwaymen is allowed to engage in trade, either on his own or anyone else's account. His wife may not keep a little shop because the grocer across the way occasionally gets a box of soap or a sack of flour carried by railway. He is at the beck and call of the company at all hours of the day or night. He must live where they want him -- in many cases at great inconvenience to himself. He must not be on the committee of a co-operative society. If he is, some trader will object. This restriction is now sometimes waived, since co-operative societies have become powerful and can also command traffic.
THE RAILWAY REVIEW
8TH JULY 1898
LOCO. MEN AND TRADE UNION PRINCIPLES
Sir, -- A golden opportunity now presents itself to the loco. men of all societies by which they may render their position more tenable than at present if they will only rise to the occasion which you, Mr. Editor, so considerately place before your readers in a recent issue -- that is, the overture from the General Railway Workers Union for amalgamation with the A.S.R.S., and which I note with pleasure, have been accepted by our Executive Committee "Index" has clearly proved us to have lost position by our senseless strife in the past. Then, ere it is too late, let us try and bring into closer unity the Associated members with the A.S.R.S. and the Old Enginemen, thousands of whom are paying into the three societies. The Old Steam Enginemen's Club - a term it is best known by -- has been holding a conference this last week and once more has patched up its house, though only for a time. Its sad state is sure to internal dissensions, which can only be healed by all round amalgamation. Just imagine, Sir, a grade organised to the extent of three fourths of its total members who through divided counsels, are the weakest and most despised of all the grades of railway workers, and all though their own short sighted policy. Then loco. men, arouse ye, and let us have, ere the year closes, a general acceptance by the A.S.R.S., Associated and the G.R.W.U. of the principles of federation. If not amalgamation. I invite the opinions of our Associated friends on this important question. Your fairness will, I now, Mr. Editor, give them a hearing.
Yours, etc.,
INDEX No.2
THE RAILWAY REVIEW
15TH JULY 1898
LOCO. MEN AND TRADE UNION PRINCIPLES
Sir, -- Your correspondent under the above, in your impression of July 8th -- "Index No.2"-- urgently points out the necessity of the federation of all railway Trade Unions. If experience teaches fools wisdom, those fools -- for the adjective is really too polite -- who have in the past advocated isolation or disunity of the various Trade Unions should certainly have acquired a fair share, seeing they have been taught it the "school of experience." Failure, crushing failure, too often attends the efforts of men to obtain fair terms of service or redress of grievances when it becomes necessary to obtain it by force of arms, simply by reason of the disunity existing, which makes them fall an easy prey to their natural and wary foe, Moneybags and Company. I am a member of the Associated, and have long seen the necessity of federation, i.e., if we are to have a chance to win a battle worthy to be called such, but I know the criticism I am about to indulge in regarding some of the "leading lights" of my own Trade Union would not be allowed space in our own monthly organ, so venture to forward it for insertion yours of the A.S.R.S. Let me, therefore, say there are many good men in the Associated who are in favour of federation, and many of them, too, are to be found in the ranks of the delegates sent from time to time to conferences, etc., to represent the branches. Unfortunately, we find there also the opposite element, and these are overflowing with loquacity, which sometimes does considerable mischief by putting the hands of the clock back, and this mark you, is done against the wish or desire of those they represent. I would, however, point out it is only for a time, for, if I mistake not, the majority of the Associated know quite well, if ground is to be gained, federation is the only means to gain it. Now, whilst I believe, there are some good men in the E. C. of the Associated, there are undeniably some who are no good. most of the business done by this body is decidedly of a reactionary character and opposed to progress. such a body should be broken up as soon as possible. They are simply a body of talkers with not too much in common sense to back up their inane chatter. On the other hand ill-feeling was created between us and the A.S.R.S. by the injudiciousness of the late editor of the Railway Review publishing the baneful correspondence of "Lex", but this is happily vanishing, to be superseded by a proper understanding and shoulder to shoulder action of all grades and societies.
Yours, etc.
UNITY IS STRENGTH
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LOCO. MEN AND TRADE UNIONS
Sir, -- I notice in this week's Review a letter headed, "Loco. Men and Trade Union Principles," and the writer finishes up by asking Associated member to give their opinions on this important question. I am very pleased to give mine for what they are worth, and trust you will be able to find room for them. To begin with, I think we are acting on the cut your nose to spite your face principle, which all will admit is a very foolish thing to do. Some of us are in the Associated, and naturally think that the best; others are in the A.S.R.S., and think that the best. So far so good, but now comes the rub. Instead of acting like wise men and conceding each other the right of opinion in these matters, we fly at each other's throats and quarrel as to which is the best society. What fools! Anyone knows anything of nature knows that it is made up of variety, and we shall never get all men to see eye to eye on these matters. Having joined our societies and thus become Trade Unionist, let us stretch out the hand of brotherhood, and, instead of fighting among ourselves, let us show a united front to those who are withholding from us our just rights. Some will say, how is this to be done? Well, from what I can see of writes in the Associated Journal, in the Review, and from what I know of men in the Old Steam Enginemen's, I feel sure we have men able and willing to adjust our differences. Mr. A. Davies, of Swansea, some time ago suggested seven from each society should meet and draw up a scheme of federation or amalgamation, but, in my opinion, it would be better if we reduced that number to five from each E.C., and as there are only three enginemen on the present E.C. of the A.S.R.S., I would suggest that Messrs. Moar and Dobson make up the five. If we could only arrange a meeting of that kind, something tangible might be done, but, while we remain as we are, we may as well be non unionist for all the good we can do. I am confident from past experience enginemen and firemen in the A.S.R.S. can do nothing without the men in the Associated and vice versa, and we may depend upon it, while we remain as e are, the companies are simply laughing at our folly and treating us with the contempt we deserve. I trust now that others will take up this matter up, and, if it is found that officialism or anything else is keeping up apart, we shall remove the barrier, and henceforth use the power we should posses if united for our general welfare.
Yours, etc.,
ASSOCIATED
THE RAILWAY REVIEW
22ND JULY 1898
LOCO. MEN AND TRADE UNION PRINCIPLES
Sir, -- Since penning my last letter on this question I have heard some really good news, which will compel me materially modify my opinions of the Associated E C., who, it would seem, are not so blind as I imagined. I hear the Associated is approaching the Old Enginemen's Society with a view to federation. I have believe it to have been. suggested by the Associated that twelve men of each society be appointed to meet with the object of arranging a scheme that will be workable, agreeable, and conducive to the interests of all. It is stated that all concerned will be asked to vote on the matter, and that the vote will be "cumulative," i.e., more than one vote will be allowed each member, to be regulated by the period of membership. This should lead to federation for I believe that the mass of railwaymen earnestly desire it, seeing they have had long and, frequently, bitter experience, the result of disruption, jealousies, of the sour fruits of a "divided house." What is, indeed, needed is the federation of all Trade Unions, but, at any rate, let us have it of all railway unions, i.e., a grand and necessary cohesion of the A.S.R.S., Associated, G.R.W.U., Old Enginemen's, Clerks', Signalmen's in fact, all. In due course we should then be able to present a phalanx that would bring weight and force to bear in any negotiations with our employers. Let me now say why I criticised some of those who pose as "leading lights" in my own particular Trade Union (Associated). I will justify myself by quoting extracts from speeches of one of the delegates at the Birmingham Conference of the Associated half on January 21st, 22nd, and 23rd, 1897; "Glasgow said he believed that, with the funds at their disposal, even if it came to a fight with the Amalgamated, they could meet and defeat them." Speaking on the question of the coalescence of the two societies (Associated and A.S. R.S.) in the presentation of joint demands for concessions to the companies, the chairman of the E.C. of the Associated childishly expressed himself as follows: "The other conference was going (A.S.R.S .) -- it will be remembered the A.S.R.S. were asked to support the circular, they would turn round and take the credit for the whole thing. On these grounds he objected to the Swansea resolution." Brighton said: "The A. S. R. S. were very bitter against their society, while other grades disliked the plan of 'getting the most money.' He objected to put the programme before a lot of '-------nosed' porters for permission to have it passed."
Mind you, Sir, these were the opinions of the narrow-minded, yet bombastic, section of the delegates, the majority of whom, including the general secretary (Sunter), I am bound to say, entertain entirely popsite views. To all I plead; let us with determination subdue our inherent selfishness, ad by combination present an impervious front to our enemies, whoever and whatever there are.
Yours, etc;,
UNITY IS STRENGTH
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Sir, --- With pleasure I note an article on the above subject in the last issue of the Review. The subject to me is an all-important one. It calls for the practical existence of those truths which have been taught the masses from our Trade Union platforms, those truths that the bitter experiences of the past will in every sense verify, truths which I hope will result in the conversion of many of our individualistic and dagger policy pursuing friends. I do not use this term in any disrespectful tone whatever, but I mean to say that there is too much antagonism prevalent amongst our railway workers of today, and, so long as the antagonism exists, so long will our industrial progress be retarded.
I have referred to certain truths. What are they? Carlyle tells that the organisation of Labour is the important problem of the future. This is true. Our Trade Union banners beat the motto, "In comb nation lies the salvation of the worker." And yet, Mr. Editor, we have men, the majority of whom we are told belong to a Trade Union society, cut up into three different sections. Can anything be more detrimental to the interest of our industrial community? Has not sectionalism proved itself to be complete failure, what is more a farce in the past? The very little of the Associated implies sectionalism. It confines itself to enginemen and firemen, whilst the A.S.R.S. opens its arms to all. It sets to prosper through collective action, and it also desires that all shall benefit thereby; whilst our loco. friends resort to sectionalism, which implies their own individual welfare. This is selfishness in the extreme, and the sooner we drop it and adopt a more friendly and kindly spirit one towards the other and work upon a united basis the better. Sir Charles Silke, speaking at the Forest of Dean the other day, attributed the poorly paid miner to the imperfect nature of his Trade Unionism. Alas, there words apply to more than the miner! They apply to our friends of the iron horse. What Trade Unionism, can be more imperfect than that of our loco. friends, which is cut up into three different sections. Friends, the light of truth streams upon you. Oh, that there may be an inlet through which its rays may enter into your hearts and consciences! You know as well as I do that unity is strength, but we cannot call ourselves united as long as we hold aloof one from the other. The A.S.R.S. is ready to fall into line. The G R.W.U. is prepared likewise. Now, members of the A.S. of E.&F., do not close your eyes to the truths which I have mentioned, but sink all your individual differences. The cordial hand of welcome is offered you -- grasp it. Grasp it with the hand of friendship, the hand of brotherly love. Come with us into the great temple of fraternity, o'er which there floats the banner of Trade Unionism, upon which is inscribed the noblest of words -- humanity.
Yours, etc.,
T.J. HART
CARDIFF No.3 BRANCH
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SIR, -- I am sorry that your Associated correspondent could not his letter feelings prevail and refrain from anything that was likely to step in the way of the closer unity he would have us believe he so anxiously desires, or if he had wanted to go into the history of the past, to have had the courage to have hit out boldly. Perhaps he is saving that for their own journal. I hope, however, that your readers will note where the first jarring sound has come from, and that if our Associated friends and those who think with them really want a closer unity they will lose no time in repudiating your correspondent who signs himself "Unity is Strength." However we may have differed with your predecessor in some things, his actions in allowing the correspondence "Unity is Strength" refers to passed muster with both the E.C. and the A.G.M., and surely the combined intelligence of our duly elected representatives is equal to that of this doubtful advocate for closer unity. I can assure him that he has aroused the metal of great many of his own grade who will wait the repudiation referred to above. If, however, your correspondent will say openly that he does not desire a bitter feeling, an impression which his letter would convey, I hope he will not forget that there is an editor to his Associated Journal, as well as to the R. R. Had it not been that I have been pressed by some loco. men not to allow his letter to pass, I would have treated it with the contempt it deserves. It is, however, due to ourselves that, when the correspondence appearing in our journal is described as "baneful," we should act on the defensive, with a full recollection of who are the aggressors.
Yours, etc.,
LEX
THE RAILWAY HERALD
23RD JULY 1898
GOODWOOD, BRIGHTON, AND LEWES RACES
The arrangements of the London, Brighton, and South Coast Railway company, including the running of special trains for the convenience of their patrons during the Sussex Fortnight, commencing July 25th, are now being announced as completed; and for the Goodwood Meeting special arrangements have been made by the railway company, assisted by the Duke of Richmond and Gordon, and also by the Brighton and Worthing Corporations, for the watering of the roads between the Drayton and Chichester Stations and Goodwood Park.
THE RAILWAY REVIEW
29TH JULY 1898
LOCO. MEN AND TRADE UNION PRINCIPLES
Sir, -- I am pleased to see you open the columns of the Review for a little discussion amongst us loco. men, but, with all due deference to our friends in the other grades. I cannot help thinking it would be better and we should the sooner understand each other if this matter was left for us as loco, men to settle. I tried to make a good start last week, and, I think, kept clear of anything that would tend to cause us to wrangle amongst ourselves, and tried to point out that the folly of refusing to concede each other the right of opinion is responsible for the divided position in which we find ourselves today. But I am sorry to find the tone of the correspondence this week has a decided leaning towards the same old folly. When will the workers of this country learn the lessons which the capitalist are teaching us everyday, and refuse to be separated on mattes which affect our entire social well being. As I said last week, we cannot be in one society, neither shall we ever see eye to eye enthuse matters, but surely we are possessed of common sense enough to discern friend from foe and to close our ranks against our common enemy, the capitalist. "Unity is Strength" is entirely off the track in the first part of his letter, as it is not the Associated approaching the Old, but Bice versa. I mentioned this to show that we should be careful to know the facts of any matter we write about if we wish it to carry weight. The latter part of his letter is correct, but it is not just the kind of sentiment that will help to bring us together. I do not write this any controversial spirit, nor with a view of taking sides with the Associated, and I hope "Unity is Strength" will take it in the same spirit as it is written, viz., as man to man whose cause is identical, with a view to eliminating all faction feeling, which has been in the past so detrimental to us. Then as to our friend Hart, I have no doubt he means well, but the tone of his letter leads me to think that he is inclined to revert back to the same old controversy which in the past has done us so much harm as railwaymen in general. Surely enough has been done and said in the past to prove that as long as there is an A.S.R.S. there will be an Associated; that being so, our duty is plain, viz., to find a way whereby these two forces can act together. I ventured a suggestion last week. Now, what we want is for loco. men in both societies to back that up, or suggest improvements, which I for one would be glad to fall in with, as long as they draw the line as dictating to me what society I shall belong to, and imputing selfish motives as friend Hart does in his letter. Now, loco. men, the cause of railwaymen generally is being hindered and kept back because we refuse to allow to each other the right of opinion. Surely we shall not continue to act so foolishly. Let us endeavour to profit by past experiences, and find a way whereby we can join hand for our natural good.
Yours, etc.,
ASSOCIATED
THE RAILWAY REVIEW
5TH AUGUST 1898
LOCO. MEN AND TRADE UNION PRINCIPLES
Sir, -- Having closely following the trends of the correspondence on above subject, I am pleased to note that some members of the Associated are men enough to confess the futility of our present position. All our your writes agree on the main question at issue as to our internal dissensions being at the root of all our evils. Let us now, Sir, proceed to find a remedy. In this correspondence I intend to severely let alone all the past faults in both sides as to insure a safe floating to some method of federation or anything else to bring about out unification. I will continue now, sir, with an appeal to "Associated" to move an instruction, through his branch to their E.C. to take up the question of federation with the A.S.R.S., the Old Steam Enginemen, the G.R.W.U., and the Pointsmen's Mutual Aid Society. Then, Sir, we shall have a practical start in a movement which must make the lot of all railwaymen better that it has ever been. Awaiting future action.
Yours, etc.,
LOCO
THE RAILWAY REVIEW
12TH AUGUST 1898
FIREMAN JOHN HENRY LUXFORD
An accident occurred at Fratton on the 29th ult. to a fireman named J. Luxford. Luxford booked on duty at 8.10 a.m. and of at 10.30 p.m, having been on duty 14 hours and 20 minutes. he had just booked off and left the shed for home in the way generally used by the men. This necessities crossing the main line. A train running late was passing at the time, and Luxford stepped out of its way, but in doing so, stepped into the way of a light engine passing in the opposite direction. He died on the way to the hospital. This accident raises two important questions.
The first is, as to whether the company are liable under the Workman Compensation Act when a man has booked off, or before he has booked on, supposing him to be on their premises. In our opinion this is a question which should be very carefully gone into, as it would seem to us at at any rate, that while on company's premises, whether going to or returning from his employment, that such workman is really on his employer's business, and should participate in the benefits of the Act. The other question is one for the Board of Trade. We maintain the hours worked in this instance were excessive, and invite the attention of the Board of Trade to the matter, with a view to such overwork being prevented in future.
THE PORTSMOUTH EVENING NEWS AUGUST 6TH
comments on the case thus:-
The inquest on the unfortunate railway fireman, Luxford, who was killed near the engine house at Fratton Tuesday, produced striking proof of the risks run by overworked railwaymen, not only while they are at work, but after they have finished their labours. It was given in evidence that large numbers of men use a short cut over the railway lines to get to the side of the railway on which Newcome Road is situated. The recognised entrance to, and exit from, the locomotive shed is through a large gateway in Goldsmith Avenue, but to save time the men are in the habit of crossing the line. It was while doing this that Luxford, having got out of the way of one engine on the down line, was knocked down and shockingly injured by another on the up line. The spot where the accident occurred is very dark, and, indeed, the whole of the region in the vicinity of the locomotive shed is extremely dangerous, as anyone may see who cares to stand on the footbridge leading into Milton Lane and survey the pitchy black expanse, interacted by a complication of lines, and traversed by engines engaged in shunting and so forth.
But the worst feature of Luxford's case is in the fact that he was seriously overworked on the day he met his death. He started his duties soon after 8 o'click in the morning, and worked continuously till 10 o'clock at night. This is 14 hours of the most trying labour. Then, no doubt tired out, he takes a short cut over the metals, and, his faculties being most likely dulled by fatigue, he is taken unawares, and injured so terribly that he dies on the road to the hospital. The excuse for the excessive hours worked by the unfortunate man is that the traffic on that day was very heavy, but the extra traffic simply formed part of the ordinary summer pressure, and it is strange, unless the staff of available men is inadequate, that it should necessitate such shamefully long hours for the people who have to deal with it. It seems that the railway companies, earning fat dividends, and growing richer year by year, have very little regard for the welfare of the employees on whom their prosperity so largely depends.
These are not the remarks of the Railway Review, but of a respectable evening paper.
DEPARTED COMRADE
The remains of the late John Henry Luxford, fireman in the employ of the South Coast Railway Company, who was killed on the line on Tuesday last, were buried in Kingston Cemetery on Sunday morning. In spite of the heavy rain, about 70 railwaymen attended the funeral, the mourners included Mr. Hawkins, locomotive foreman at Fratton. The body was borne to the grave by six firemen. Floral wreaths from the men of the locomotive department and Portsmouth Branch of the A.S.R.S. were placed on the coffin.
PORTSMOUTH BRANCH
Extracted from branch report
Correspondence was read re our late Bros. Luxford and Hillary, and Bro. King (Hon, secretary of draw we are organising for the benefit of our late brothers' widows) reported progress.
WINDOW'S THANKS
Sir, - Allow me to express my heartfelt thanks for the £15 insurance you have forwarded me on be half of the Railway Review. I can assure you it will be a great help to me in the sad loss I have sustained by the death of my dear husband, and I am sure that this grand insurance should be the means of recommending your paper to ever railwayman, for the sake of 1d. per week, to ensure the benefit of the insurance, besides a good pennyworth of useful reading.
I remain, yours thankfully
E.M. LUXFORD
Railway Review 26th August 1898
PORTSMOUTH BRANCH
14th October 1891
extracted and adapted
Ordinary meeting on Sunday last, a letter from the L. B. & S. C. R. Company was read with reference to the claim sent in on behalf of the widow of our late Bro. Luxford stating that, on the production of letters of administration the amount claimed, namely £210 12s., would be handed to her. This being another of benefits derived by being a member. Non members note, the widow appealed to the company in the first place, but they did not acknowledge her letter.
RAILWAY REVIEW
2ND DECEMBER 1898
Sir, Mrs. Luxford and Mrs. Hillary desire me to return their sincere and heartfelt thanks to the railwaymen and friends who rallied round them in their bereavement, for their kind expressions of sympathy and practical assistance, which has been a great comfort to them in their great trouble and would ask all railwaymen outside our noble society to at once enrol themselves, for we know not what a day may bring forth. In thanking our kind friends I would add that the draw on behalf of the widows realised the handsome sum of £85 1s. 5d., which, after deducting £6 18s. 11d. expenses, left £78 2s 6d., which has been equally divided between the two widows.
Yours, etc.,
W.E. KING
HON. SECRETARY
PORTSMOUTH BRANCH
THE RAILWAY HERALD
3RD SEPTEMBER 1898
SHOW TRAINS IN A COLLISION AT HOVE STATION
An extraordinary collision occurred on the Brighton line last Saturday night between two Messrs. Barnum and Bailey's special show trains. They were both loaded at Hove on the same line of metals, although at some distance apart. Through some unexplained cause the drivers received orders to start, though going in opposite directions, one train going forward and the other backing into a siding. The result was that the trans collided with terrific force, the engine of one train forcing its way on the rear wagon, which contained three allegorical show street cars. The three long railway trucks, containing in all seven of the show cars, together with the band wagon and lamp van, were partially telescoped. The while none cars had to be unloaded and left behind. Men were employed all day on Sunday in repairing the wrecked vehicles, but up to a late hour at night they were not ready to resume the journey to Eastbourne.
THE RAILWAY REVIEW
16TH SEPTEMBER 1898
PROPAGANDA MEETINGS
MASS MEETING AT ST. LEONARD'S
A meeting of all grades, under the auspices of the Hastings Branch, were held in the Gensing Hall Liberal club on Sunday afternoon. Mr. J. Broughton presided, and there were also present Mr. J. Ingham, secretary of the Brighton Trades and Labour Council, and Mr. T. Pargeter, Newhaven representative on the Brighton signalmen's movement.
The Chairman having made a few introductory remarks, Mr. Pargeter explained that the objects of the society were to improve the position of all grades of railway employees and conditions under which they worked, and not only to attain the improvements, but to maintain them. He regretted to say that, so far as the South was concerned, the men showed an apathetic spirit, and consequently, had returned to the old working hours which existed before the Hours Act was enacted. He knew of a case where pilotmen worked an engine continually for 15 and 16 hours a day, and there were men who worked 18 hours per day. It was great shame, and he contended that a man was unfit to do justice to himself or his employers during the latter portion of the working time. Therefore, the masters were losing rather than gaining by letting an employee work so many hours. Signalmen suffered considerably on account of the long hours and confinement, but though the Board of Trade Inspectors had said they would not acknowledge the practice, the companies took little notice of the warning. If railway employees were relying on the Board of Trade to reduce the number of working hours, they weaning on a rotten reed. The Board of Trade on accomplished what employees could practically enforce them to do, and so long as men failed to see the necessity of organisation and unity, he was afraid there were little hopes of bringing the influence of the board on the conditions in the South of England. The society for a long time had endeavoured to secure better conditions, but up to the present it had not been so successful as they wished. He was sorry the men had not thrown the required engirt into the movement, but one good concession had been made during the year. On the Brighton line the major portion of the passenger staff had been granted Sunday pay.
Mr. Ingham also delivered a telling address, the usual votes of thanks concluded a capital meeting.
THE 'BRIGHTON LIMITED' PULLMAN
POSTCARD
B2 Class No.206 Smeaton at Battersea Park Loco Shed
This loco worked the first 60 minute Brighton Pullman on the 2nd October 1898
On 2nd October, 1898 the Sunday ‘Pullman Limited Express’ commenced operating,
consisting of five coaches. The new train left Victoria at 11 a.m. and returned from Brighton
at 9 p.m. It ran only on Sundays, and not at all during July, August and September, by reason of the difficulty of securing a clear road in the holiday months. During June the train left Brighton an hour later. Like its predecessor, it was at first called “ The Pullman Limited
Express.” In 1899 the name of the train was called ‘Brighton Limited’, began to be used, but not to the exclusion of the earlier one, which retained until 1908, when it was superseded.
From the outset this train was the first to be timed to run from Victoria to Brighton in n hour,
and to do the same on the return journey.
At this period the L.B. S.C.R. was anxious to clear itself of its long-standing reputation for
dilatoriness, caused partly by traffic congestion on the main line north of Redhill, and some
very fast runs were made with the lightly loaded Pullman Limited on Sundays, when the track was relatively clear. This train was timed to cover the 50 ¾ miles between Victoria and
Brighton in each direction in exactly sixty minutes, and in the coming years the new engines
could cut several minutes of the schedule.
On the opening run, hauled by the new B2 class 4-4-0 express no.206, Smeaton, the down
journey was made in 59 minutes 9 seconds, and the return trip in 58 minutes an 57 seconds.
The following week the up journey was made by No.213, Bessemer, in 57 minutes 57 seconds.
These locomotives had been built by Mr. R.J. Billinton who was the successor to William
Stroudley, to cope with the increasing weight of traffic, and the old Stroudley drivers, who
were a race apart, took it very hard when they were taken off the fastest main line trans. In
actual fact the ew engines proved, if anything, to be rather less efficient than their
predecessors, and in the not uncommon event of a B2 failing under the load there was
inevitably a good a deal of vigorous back chat flying about when a Stroudley had to come to
the rescue. Subsequently all the B2 class were rebuilt, but they never quite came up to the best Brighton standards and were scrapped in the 1930s. while the old Stroudley expresses in Southern livery could still be found working main line excursions and other jobs nearly forty after they had officially been displaced.
THE RAILWAY REVIEW
8Th OCTOBER 1898
The London, Brighton, and South Coast Railway Company successfully accomplished the run between Victoria and Brighton in one hour with their "Limited" Pullman train on Sunday last, but the performance is by no means remarkable when compared with that of the Atlantic City Express -- 55 1/2 miles in 50 minutes, with a heavier load and under no more favourable conditions. It is to be hoped that the Brighton Company will soon put on "one hour" expresses on weekdays.
THE RAILWAY REVIEW
18TH NOVEMBER 1898
NEW CROSS COLLISION
Shortly before 6 o'clock on Thursday evening an accident, which caused some delay to the traffic on the London, Brighton, and South Coast Railway and also on the South Eastern Railway, occurred at New Cross. An empty goods train on the Brighton line collided with the rear brake van of a South Eastern goods train going to the Bricklayers' Arms Station and threw it off the metals. A dense fog prevailed at the time. The derailed truck fouled both the South Eastern and Brighton lines, with the consequences that traffic on the Mid Kent line of the former was practically suspended for two hours, while other trains could only proceed on their way after great delay.
THE RAILWAY REVIEW
25TH NOVEMBER 1898
NEW CROSS
PRESENTATION TO MR. DAVID DIXON
LATE SECRETARY OF ENGINEMEN'S AND FIREMEN'S SOCIETY
On the 6th inst. a very interesting and pleasant evening was spent in the society rooms of the above, when Mr. Dixon, who has just resigned the post of secretary, which he has held for 47 years, was the recipient of a very nice marble clock. The Chairman (Mr. Rosse) made a very neat, little speech, to which Mr. Dixon suitably replied, giving a short history of the branch from the formation in 1844, when it was opened with a few men from the Greenwich S.E. and L.B. & S.C. Railway. The following inscription is engraved on a plate on the clock
"Presented to David Dixon by the members of the New Cross Branch of the Enginemen's and Firemen's Friendly Societies a token of esteem for passed service as secretary for 47 years."
THE RAILWAY REVIEW
16TH DECEMBER 1898
BRIGHTON No. 1 BRANCH
Extracted from branch report
Yearly meeting held Sunday last. Sectional movement from New Cross was strongly condemned. As for joining hands with the Associated, have the drivers and firemen so soon forgotten the statement printed in the papers of the interview between the general manager and this body, viz.,
"That he had agreed with the Associated Society of Engineers, should the Amalgamated Society's drivers strike, they would find men to take their places": or have they cancelled the agreement with him?
THE RAILWAY REVIEW
23RD DECEMBER 1898
ACCIDENT ON THE L.B. & S.C
A serious accident so far as damage concerned about half a mile from Wilvesfield station, between 6 and 7 last Saturday evening. Part of the train became uncoupled through a drawbar breaking loose, and caused much damage to the stock and to the permanent way.
It is a fact that the driver and fireman of this train signed on at 3.15 a.m. and the guard at 3.30 a.m., and that, if no accident had occurred, they would not have arrived home for another two hour, and thus have completed 15 hours duty? Is it also a fact that the guards at Newhaven are averaging anything between 15 and a8 hours per day, and that no attempt is being made to check this extravagant expenditures of human life and energy? If so, something should be done by the Board of Trade at once.
AMALGAMATED SOCIETY OF RAILWAY SERVANTS
RAILWAY REVIEW 30th DECEMBER 1898
A NEW PENSION FUND
The London, Brighton, and South Coast Railway in their bill to presented to Parliament next session are seeking powers "to provide for the establishment and regulation of a pension fund for officers and servants of the L.B. & S.C. Company."
Here would have been an opportunity for the said officers and employee's had they only been organised. We venture to say no greater organised swindle is in operation than the so-called pension schemes fathered by the various railway companies, and passed by willingly-blind House of Commons. By means of these pension schemes they assume responsibilities and obtain powers over their employees which enable them to reduce salaries, bring undue pressure, chain the officer (good word, officer) to his wheel, and generally oppress those same employees in a manner which an outsider has no idea of. Would it were possible to awaken the employees to a sense of their danger and their duty. As it is, a disorganised mass, and we suppose Parliament will go on in the same sweet old way, allowing the companies to pretend benevolence in order to accomplish their own selfish purposes, and the employees will complacently allow them to do so.
THE PLAINE RAILWAY FAMILY OF BRIGHTON
The Plaine family had a railway connections in Brighton since the 1860s, whereby nearly
every male member of the Plaine family worked up until the retirement of Phil Plaine in
1989.
Arthur W. Plaine, footplate seniority was 23rd May, 1898, left the footplate and transferred to the C.M.E. Department according to the Southern Railway magazine in Jan/Feb1942 (page 26).
Walter Plaine (William Plaine’s brother) entered the footplate grades at Brighton on the 29th April,1901.
William Charles Plaine (Walter Plaine’s brother) entered the footplate at Brighton on the
26th October, 1914. From 1937 - 1941, William served has the A.S.L.E.F. Branch Secretary,
for the Brighton No.1 Branch. In 1949 he transferred to the Motorman’s depot (Brighton/West Worthing) and appears in the A.S.L.E.F. Brighton No.2 Branch subscription book in the March quarter of that year. There is no clear indication of which of the two Motormen’s depots he was at/or which depot/branch he was prior to his transferred.
It is thought that he had transferred from the Brighton steam depot (A.S.L.E.F. Brighton No. 1 Branch). William remained a member of Brighton No.2 until his retirement in 1962. The last ASLEF contribution was made in the June quarter of 1962 and he therefore retired shortly after this date.
George E. Plaine, footplate seniority was 31st August, 1917 and transferred to as a Fireman
at Brighton to a Fireman at New Cross along with a large number of fireman on Monday 2nd January, 1933, this would probably have been caused by the electrification of the Brighton main line. He later became a “Passed Man” at New Cross on the 25th September, 1940.
Philip Plaine (Walter Plaine’s son) entered the fooplate grades at Brighton on the 11th October, 1943, transfers to Brighton Motormen’s depot in c1960 and retired in 1989.
TROCCO PLAINE
I am trying to find out which one of the two senior members of the Plaine family was given this nickname, because when he first started at Brighton as an engine cleaner, he was a regular engine cleaner on Stoudley’s E-tank No. 118 'Trocadero'. When his son (either George or William or Walter ) started at Brighton has an engine cleaner, he too was known has ‘ Trocco’. By this time ‘ Trocco Senior’ was already a driver at Brighton.
* Information gathered from
Neal Cowdrey, Jennifer Chapman (Phil Plane’s daughter) & Fred Rich’s book ‘Yesterday Once More’