
12TH JANUARY 1900
Sir, -- As you are well aware, there gave been many accidents on the various railways of late through the inability of the drivers to see the signals. A serious accident occurs mainly or chiefly to there being no fogmen out at their respective posts, as per rule, although the drivers rely on the fogmen being at their posts when the signals are obscured by fog. From what we read of the Brighton accident on the 23rd. ult. (which is a most lamentable affair) and the corner's remarks, it would appear the sole cause was the rules being disobeyed by all parties concerned. The driver was unable to see the signals, and his plea for disobeying the rule as to signals in cases of foggy weather or snow storms was that he relied on the fogmen being out. This is sufficient evidence that the rue respecting foggy weather or snow storms should be more strictly adhered to, and it is to be hoped that at those places where fogmen are lacking this affair will bring drivers and others whom it may concern to use a little more judgment and common sense. There are those who study the little expense of acting up to the rule instead of paying a few men, as is their duty. The expense of an accident like the one above, which would mean a saving of thousands of pounds as well as serious loss of life and limb. What about this, Lord George H-------, eh? "Please, sir, may I have a fogmen?" "What, and see your signals? You see it is such an expense to the company calling the men out and sending them back home after a quarter or half a day." As the case stands you must not have them out if you can do without them. "Such an expense to the station, do you see."
Yours, etc.,
MY PREMIUM
---------
RAILWAY SAFETY
Sir, -- I notice in Review of last week an article re communication between signalmen and drivers of passing trains, which I think would be of very great service, especially after the very serious accidents of the last week or two. I have often thought that if signalman had an apparatus fitted up outside their signal boxes they could fire detonators with at any time they wished to attract the attention of drivers, say, when they had passed a signal at danger, or in a case of breaking away, and trains running down inclines. If signalmen knew what had taken place they could, by such an apparatus, attract the attention of guards, and probably save a collision. This would be much better than for signalmen to leave their boxes to put detonators on the rails as the rules at present stand. Often they don't know that drivers are running past signals until it is too late to do this. A great many boxes nowadays are very high, as at Keymer Junction, and several pairs of rails to cross. The apparatus could be of the simplest construction so long as the signalman was well protected when firing these detonators, and it should be made so that two fog signals could be fired in succession.
Yours, etc.
A DRIVER
----------
FEDERATION OF LOCO. MEN
CONFERENCE AT LEEDS
A conference of delegates of the A.S.R.S. and the Associated Society of Locomotive Engineers and Firemen took place on the 3rd inst. at the Green Dragon Hotel, and Leeds, to discuss the desirability of deciding upon a scheme of federation between the two societies for trade protection purposes.
The conference was of an interesting and important character, and was conducted in private. It was largely attended, Mr. Parfitt, of Aberdeen, a member of the Associated Society, presiding, and the vice chair being occupied by Mr. J.J. Pickering, of Gateshead. Among those present were Mr. T.G. Sunter, of Park Square, Leeds, secretary of the Associated Society of Locomotive Engineers and Firemen, and Mr. Bell, secretary of the A.S.R.S. The conference occupied the whole of the day, beginning at 9.30 and ending at 6.45, and was of a most cordial and harmonious character.
A scheme of federation was agreed upon, and this now only requires the ratification of the two societies.
-------------
LOCOMITVE MEN
Sir, -- The very best thanks of the engine drivers and firemen are due to you and your esteemed friend Mr. F.W. Evans for timely advice you have given us, whereby we can improve our position. Then let the influential men of each society at all loco, depots call an open meeting, the notice to be signed by at least three representative men, to discuss.
Our Executive Committee have agreed that we should work in harmony with the Associated Society, then by all means let us. prove to the non society men, both in word and deed, we are able to do so. Then they will join us, and so strengthen our society for the good of al concerned. If this is taken up in real earnestness I have no doubt of the results.
If you we do our duty the various companies will be bound to do theirs
Yours, etc.,
UNITY
LOCOMOTIVE JOURNAL
1900
HORSHAM BRANCH
Sir, - We held our annual meeting on Sunday, December 17th. There was not a very good attendance, as we had several members at work, and others being away. I am pleased to say we made five new members, three half benefit and two for protection. This makes a total of eight new members during this last two months.
Yours fraternally,
W. Buckham Sec.
26TH JANUARY 1900
An accident, involving, happily, but little delay to traffic, happened at Hasting Station on the 9th inst., an engine jumping the rails at a point where several of the illness converge. The assistance of a break down gang was immediately summoned, but it was not until late in the afternoon that the locomotive was replaced on the line.
2ND FEBRUARY 1900
Commenting on this accident a few weeks ago, the Electrical Review made the following pertinent remarks:-
The suggestion of periodical examinations by the jury in the Wivelsfield case is just one of the suggestions that might be expected from non technical body of men, called upon to consider the circumstances and impelled to advance recommendations, without necessarily understanding the whole subject in all its bearings. Such a suggestion is opportunist, designed to meet the circumstances of one case only, without reference to the greater of question of the suitability of the system as a whole, and is no more reliable, as a complete arrangement, than a contractor's surface line is to carry express passenger trains.
But, after all, the accidents themselves, deplorable as they were, the inquiries now the subject of comment, and those yet to be made, may have good results if the lessons they teach obtain adequate consideration. If, however, the results of the board of Trade investigations are politely acknowledged, and carefully lost, or if undue prominence is given to the branches of the rules, as the only contributing causes of the accidents, the results will hardly be satisfactory. If, on the other hand, the accidents afford an opportunity for the Board of Trade to call the representatives of the railway companies together for the purpose of considering alternative methods of signalling, either as a whole, or as supplements during exceptional conditions, and if a little judicious pressure be exercised, the question will be in a fair way for settlement. Uniformity of equipment in this respect is imperative, and admits of no argument; and it is for this reason concerted action is most desirable.
9TH FEBRUARY 1900
The question of long hours of loco. men was brought forward, but no action taken.
16TH FEBRUARY 1900
An open meeting was convened for all classes of railwaymen and held at the Club and Institute, 17, Gloucester Place, on Saturday last, when Mr. J. Dobson attended and gave an address.
Two resolutions were submitted to the meeting:-
"That this meeting is of the opinion that better terms of service can only be obtained by thoroughly organising the workmen throughout the system with a view of joint action of all kinds being taken to obtain shorter hours and better conditions of service."
"That this meeting appreciates the report of the Royal Commission, and calls upon all branches to use their influence with their respective representatives to give their support to the question in the House of Commons."
Both resolution were carried unanimously.
Mr. Dunk, one of our workmen Councillors, occupied he chair, and several other speakers also addressed the meeting.
2ND MARCH 1900
Sir, -- While the sad disaster on the Brighton line is till fresh in our memory. I would like to place before you a few facts which, to my mind, are conducive to these deplorable accidents. It is all very well, after an accident has occurred, for the superintendents to trot out the rule book and say this man or that man has broken such and such a rule. It is a well known fact among railwaymen that the rule book is drawn out for the company's protection, and if the men attempted to work by it they would get the "sack" in about a week. But what about this little paragraph which appears in the special notice (not the rule book), which runs. as follows:-
"NOTICE TO GUARDS"
"Passenger and goods guards are herby instructed to specially report to the superintendent of the line immediately on arrival at the end of any journey full particulars of time lost by engine in running or taking water, etc. These reports must be dispatched to the superintendent of the line (London Bridge) by first mean in the red envelopes used for the conveyances of telegrams. In all cases the distinctive number of the engine be given."
Now, Sir, I consider that to give the engine numbers very necessary, because if a guard should happen to come across an engine a little better than another, he certainly ought to let the superintendent know, for good engines are awfully scarce on the Brighton line. I can assure you. Sir, that it is nothing fresh to hear guards when starting with their trains threatening a driver with a red letter if he does not keep time. I should like to ask you, Sir, if you don't think that a driver has got enough on his mind without being threatened with red letters.
Take, for instance, a driver of a fast train, with all the responsibility of his engine, and, perhaps, hundreds of precious lives in his keeping, who is threatened with red letters. I wonder which is of most importance, a few paltry minutes, or those precious human lives.
You will understand, Sir, I am not blaming the guards, but the officials who issue these orders. Then, again, do they expect their engines to run without water, because I can tell them, they won't, and, not that, but the constant attention that the Brighton Company's engines require is warranted to make a man's hair turn grey in six months. They are beautiful engines,.
I can assure you, Sir. A few weeks ago they had to borrow an S.E. engine at Redhill to take one of their trains to Three Bridges. With such engines to work with I should think it would be far better for the driver to look after the engine requirements than it would be to run any risk, and that is just what this continual pressure is causing drivers to do, and then, when an accident occurs, the public who know nothing about this secret pressure put on the men are ready to hang them. I contend the fault lies with the head officials who issue these orders, but who take care to keep them out of the rule book, or they might possibly meet the eye of some coroner who would ask a few unpleasant questions. At the present time printed forms are posted in the sheds entreating the men to do their utmost for punctuality, to regain what has been lost. I wonder what that means?
Another paragraph in special notice runs as follows:-
"It is very desirable that considerable improvement should be effected immediately now that there is better weather and lighter traffic."
Ye gods and little fishes! and there are trains running daily on one of the worst roads in the country with 18 coaches on and sometimes not more than 18 passengers, and I am open to wager there id no heavier running stock in the country than that of the Brighton Company. It frequently appears in the special notice that guards are to report all cases of unnecessary haulage, and I wonder what the special inspector is doing who was appointed a while back to regulate the load. By the way the Brighton Company is going on now making officers (but you must be a fancy man) they will soon have two officers to one man.
One more question I would like to ask, and that is. Why is it that when a driver is a few minutes late starting with his train and arrives at destination to booked time he yet finds some sectional time booked to him? This is not very encouraging for a driver?
Trusting some abler pen than mine will take note of these few lines.
Yours
KRUGER
9TH MARCH 1900
A crowded meeting of drivers and firemen of the New Cross and Battersea District end held on Sunday last at the Railway Tavern, New Cross, to hear the delegates' report of their interview with the loco. Superintendent and the board of directors on the demand for better conditions of service, The concessions offered were considered most unsatisfactory, and a strong resolution was carried on the matter. The feeling was also expressed that, owing to the manner in which the delegates of other grades had been treated by the company in their endeavour to obtain better conditions of service, all grades should now combine in a general movement for the purpose of furthering their programme. With a view to making such movement a success, it is hoped men of all grades throughout the system will join the society.
16TH MARCH 1900
Sir, -- I beg for space for a space in your valuable paper to a letter published in the Review, dated the 2nd instalment. The writer signs himself "Kruger." I should like to ask him what class of engine he refers to on the Brighton. Are they the late Mr. Stroudley's engine or Billinton's? As I have travelled thousands of miles on the Brighton line and northern lines. I am no stranger to working of railways, and am not quite ignorant as to the qualifications of loco. engines. I have certainly watched the bogie express engines on the Brighton line at Portsmouth with keen interest, and more so because I read a letter by a (Portsmouth) driver (J. Caldwell by name), in which he stated that they were just the class of engine for the Brighton Line. I must say that in my opinion, there were never heavier trains run through the Mid Sussex line than last summer, and I certainly admired these engines in the way they handled these heavy trains. In some cases, I must say that the weight of these trains has been trebled in the last 16 years, and in a very which could often be avoided. Only the other night I saw one of these engines with a load of 21 vehicles on the 7.25 from London to Portsmouth, and even in this train there are always two vehicles in the front portion of the train which are locked and run empty from Sutton to Portsmouth. In my opinion there is no need whatever for this overloading of these engines with empty stock. It helps to pull the engines to places, and runs the company into great expense for coal, which is a very important item to consider. As to the petty tyranny caused by some of the officials in the traffic department encouraging the guards to book time to the enginemen for taking water and other paltry items, in my opinion, this is unjust and uncalled for. If a driver does not know the way to handle his engine and does not know his engine requirements, he has no business to be in the position as driver.
Yours, etc.
Fair Play
23RD MARCH 1900
Sir, -- In reply to "FairPlay," myself, I can say the remarks in his letter apply to the engines on the Brighton system generally, and that "Fairplay" would know if he was an engine driver, which I feel sure he is not.
Whatever his gratification may be, he is quite ignorant of the condition of this company's engines.
"FairPlay" in his letter comments on the work of done by Mr. Billinton's bogie express engines, but I can assure him that what these engines are doing last summer the late W. Sroudley's D tank engines were doing also i.e., running main line train with 24 and 25 coaches on, and. moreover, Mr. Billinton's bogie engines are kept in a much better contain the late Mr. Stroudlet's are, for these engines are always on the shops after a few months' running. I am sure "FairPlay" is aware that the work of these bogie express engines cannot perform what the late Mr. Stroudley's Gladstone class have to do.
If your correspondent would care to know the condition of this company's engines, let him spend a week at New Cross. but I would advise him to be insured before taking hold of one of them.
Then, as regards their"patent" engines. These have block boilers -- not water space boilers -- blocked up from the bottom to the top, and if ever they do make an effort to clean them out, there will be a good opening for a gang of navvies.
How is it possible to keep time with such engines as these, and no wonder breakdowns are occurring ever day and men having to pull their fires out. The results of this of thing are such as to cause the superintendent to charge the men with incompetence. If so, then the men have deteriorated since Mr. Stroudley's time. But the blame is as I have shown, elsewhere, not the men's. If the board of directors had amongst them, as of yore, a man who really understood a loc, no superintendent would dare to make such a charge in the face of the facts.
Before "FairPlay" enters upon another crusade, he ought to make himself familiar with old crock the drivers have to work. They are not engine, but steam water carts, and men are leaving the service in disgust rather than work them. I know this not as a looker on as "FairPlay" seems to be
Yours, etc.,
ONE WHO KNOWS
6TH APRIL 1900
On the 29th ult., whilst a goods train was crossing from the Epsom Downs line to the Croydon line at Sutton Junction, it was run into by an engine to which several horse boxes were attached. Several of the trucks were thrown off the metals and roads to Croydon and Mitcham blocked. Fortunately there were no personal injuries. The line remained blocked for some two or three hours, causing great delay to the Portsmouth Express at the busiest time of the day.
20TH APRIL 1900
LOCOMOTIVE JOURNAL
1900
HORSHAM BRANCH
Sir, - I am pleased to report a further increase in our membership. At our quarterly meeting held on March 18th, we enrolled three new Protection members and transferred one from half to full benefits. we have two or three more in view. The time has arrived when men It is not because see the benefit of belonging to a society, and a case which occurred her last year taught some a lesson. It is not because we join a society and pay into it that we want the benefit of it, but one never knows when his turn may come to want assistance we. I should like to see the time when every man on the footplate joined hands with us.
Yours fraternally,
W. Buckham Sec.
4TH MAY 1900
11TH MAY 1900
Railway accidents on the
L.B.S.C.R.
13TH JULY 1900
20TH JULY 1900
27TH JULY 1900
31ST AUGUST 1900
7TH SEPTEMBER 1900
Railway accidents on the
L.B.S.C.R.
RAILWAY REVIEW
2ND NOVEMBER 1900
RAILWAY REVIEW
16TH NOVEMBER 1900
Railway accidents on the
L.B.S.C.R.