1900






Leeds Friendly Society of Enginemen and Firemen absorbed into 

A.S.L.E.& F.

Battersea A.S.L.E.&F. Member John M. Bliss (L.B. & S.C.R.) 

was elected to the Executive Committee Member





RAILWAY REVIEW

12TH JANUARY 1900

RAILWAY ACCIDENTS AND FOG

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 


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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.






RAILWAY REVIEW

26TH JANUARY 1900

ACCIDENT AT HASTINGS STATION

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.





RAILWAY REVIEW

2ND FEBRUARY 1900

THE WIVELSFIELD ACCIDENT

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. 





RAILWAY REVIEW

9TH FEBRUARY 1900

EXTRACTED FROM BATTERSEA BRANCH REPORT

The question of long hours of loco. men was brought forward, but no action taken.





RAILWAY REVIEW

16TH FEBRUARY 1900

PROPAGANDA MEETING

BRIGHTON

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.





RAILWAY REVIEW

2ND MARCH 1900

ACCIDENT AT WIVELSFIELD, L.B. AND S.C.

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









SELSEY







RAILWAY REVIEW

9TH MARCH 1900

NEW CROSS & BATTERSEA DISTRICT

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.





RAILWAY REVIEW

16TH MARCH 1900

BRIGHTON ENGINES

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





RAILWAY REVIEW

23RD MARCH 1900

BRIGHTON ENGINES

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





Stoats Nest (Coulsdon (North) steam shed opened in 1900 - 1929


The Quarry Line between Earlswood - Stoats Nest 

opened on the 1st April 1900.




RAILWAY REVIEW

6TH APRIL 1900

BRIGHTON ENGINES

Sir, -- I again appeal for space in reply to the letter published in your issued of 23rd ult. As I have taken the Review as my favourite journal for many years, I have always given it credit for its truthfulness and fairness on both sides. As I signed myself "FairPlay," I simply asked the question whether he ("One Who Knows") refers to the late Mr. Stoudley's engines or the engines built by Mr. Billinton. Now, I simply speak of the work done by the bogie express engines at Portsmouth via Mid Sussex line, and I can assure him that all the drivers I have spoken to at Portsmouth speak in loud praise of their engines. They tell me they were only just built in the nick of time, as the old singles were not powerful enough for the increased weight of the trains together with the heavy inclines they have to contend with. "One Who Know" speaks of tanks engines working these trains with 25 vehicles on. This is absurd; I have questioned some of the drivers, and they tell me they have never known a tank engine to work these trains. Therefore, I hope in the future he will refrain from stating anything in this journal which is not correct. "One Who Knows" speaks of repairs being done oftener to one class of engines than to another. As such work would be against the interest of the superintendent, this statement is also absurd. I have known by my own booking some of these engines have run for two years (and some are running now) which have traversed 100,000 miles, and I am sure there are no engines that run the mileage the Portsmouth engines do. "One Who Knows" also speaks of the work done by the Gladstone Class, but I have never heard that the bogie express engines were built to compete with this class of engines. However, seeing the other day one of the Portsmouth drivers with an engine of the Gladstone Class, I asked his opinion of them, and, in reply, he told me he preferred the bogie express engine any day. The Gladstone Class were very good for heavy trains and short sections, but they could not compete with a bogie in a long run. But be this as it may, Mr. Stroudley built many engines of a different class before he built a suitable engine for the Brighton line, and, in fairness to Mr. Billinton, we must give him credit for the engines he has built. If he improves upon these upon these there will very shortly be some of the finest engines in England on the Brighton line. "One Who Knows" advises me to go to New Cross to find engines with blocked boilers, etc. I know the gentlemen in charge at New Cross, and I convinced they are too good workmen to allow anything like this to happen. Mr. Stroudley has said that the working results of an engine depended entirely upon the energy and ability of the man in charge, and he could always gauge the ability of a driver by the performance of his engine. It is well known that some drivers will get good results from an engine where another man would fall, and if this is true that all must depend upon the energy and ability of the man in charge. 

Endorsing the words of the late Mr. Stroudley, 
Yours etc., 
FairPlay 



------


PAYING THE PIPER

There some people who talk about letting "bygones by bygones" as if the past was immaterial and could be wiped out. In whatever direction we turn the past has left an indelible mark. It is true we cannot undo the past and that it is wise to make the best of the present, but it is nevertheless also wise occasionally to refer to past events in order to realise the folly which has characterised our actions, and to gather instruction for the present.

On Sunday the new line from South Croydon to Earlswood was opened, and the Brighton Pullman (Limited) had the honour of inaugurating the opening of the work throughout its entire length. This work has been very costly, and a descriptive account appeared in the Daily News for Saturday last. How costly this process, and how the errors of the past cling to us, will be seen from the following extract fro the journal:-

In July, 1894, an Act of Parliament was passed to enable the London, Brighton, and South Coast Company to construct what was practically a new main line between South Croydon and Earlswood. As all regular travellers on the system must be aware, signal checks and a cautious rate of speed are frequent occurrence on this portion of the journey, the reason being the overcrowded condition of the metals, which, in addition to the Brighton company's western and eastern sections' main line trains, have to accommodate a well filled timetable of South Eastern ones travelling between Charing Cross and Reading and Tonbridge Junction and Charing Cross via Redhill. The existing track is, therefore, under dual ownership, and doubly burdened, while it has only one up and one down track to its credit. hence the delays, but whence the dual ownership? Sixty one years ago, on June 14th, 1839, when both South Eastern and Brighton Companies were ferreting their way out through the southern suburbs -- if suburbs they could then be termed -- each with the same objective, the sea, it was stipulated that when the Brighton line should be completed from Croydon to Redhill, then known as Redstone, practically he whole of this section was to be conveyed to the South Eastern association at cost price; each company, however, being permitted to use the track without paying toll to the other. It must also be remembered that at this date the Cannon Street, Charing Cross, and Victoria termini were hardly even dreamed of London Bridge was the joint terminus for South Eastern and Brighton Company's trains, and those journeyed over the same metals till Redhill Junction was reached, where an important parting of the ways took place. The South Eastern system branched off fan like on either side, on the east to Tonbridge and Dover (the direct route via Sevenoaks did not come to pass for many years later), on the west to Reigate, Guildford, and Reading; the Brighton line continued direct south. By degrees inter mediate stations sprang up on the Croydon - Redhill section, namely South Croydon, Purley, Coulsdon, and Merstham, but they were not built without a good deal of squabbling, resulting in the following arrangement. Purley was allowed to be a station common to either company, but the South Eastern claimed Couldson and Merstham for their own, at which no line train might call, while the Brighton Company retaliated by warning the South Eastern trains off South Croydon, Herein lay the beginning of friction between the respective managements, which assumed far graver proportions when the South Eastern constructed its new short main line, which linked together London Bridge and Tonbridge via New Cross and Sevenoaks. Directly it was opened the Croydon and Redhill section ceased to be a main line where the South Eastern Company was concerned, and henceforth the South Eastern trains travelling over it to the Guildford and Reading Branch, or to serve the small wayside stations between Redhill and Tonbridge, were nearly wholly converted into stopping ones. It is easy to real as the annoyance the latter caused to the Brighton Company. Here, on their main line of main lines, which they had foolishly bartered away in ignorances of its future value, was a foreign task master, who delighted in running a levy of slow trains calling at stations en route access. Talk about the grievances of the Ultlanders,  it has been nothing as compared to the combination of circumstances which has made the Brighton Company a treasurer on its own promises. Things went from bad to worse; the South Eastern, knowing that its traffic here was unimportant, declined to accelerate its trains, while the Brighton Company could only make written appeals and draw up jumble puzzle time tables of working variety, for the time lost here could be seldom be made up.

The remedy for all this trouble -- namely doubling the track -- was long apparent, but the Act authorising the much needed relief was not passed till July, 1894.

Now dividend has to be earned on the capital outlay for the whole, and the wages of railwaymen and the fares to the public suffer in consequence.


--------



L.B. & S.C. LOCO. MEN

If the staff of the L.B. & S.C. should turn out in open revolt the directors of that company will only have themselves to blame. Their reply to the loco. movement is little short of a disgrace, and the only remedy I can impress on my readers is for all grades on this line to combine as one man and make their organisation perfect. They can then put forward their demands before the board with some degree of confidence in the result.


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COLLISION AT SUTTON JUNCTION

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. 





RAILWAY REVIEW

20TH APRIL 1900

BRIGHTON ENGINES

Sir, -- I see that "FairPlay" again comes out at an expert for the Brighton Company's engines. but "One Who knows" did not state in his letter that tank engines were running these trains on the Portsmouth road, but that (and I still contend it) last summer they were running trains on the Brighton main line. Anyone think from "FairPlay's" letter that only the Portsmouth men were running trains on the Brighton, but I can assure him that the Portsmouth men do not voice the opinion of the loco. men on the Brighton line, although I regret to say that in a large measure they are responsible for the scandalous condition under which we work, a condition that is a disgrace to any body intelligent workmen in the kingdom.

Now, Sir, "FairPlay" states that the Gladstone Class of engines was built for heavy trains and short sections. But what about the 8.45 Brighton express and the 5 o'clock down, one of the heaviest express trains run in England, with over 50 miles of a run? My object is not to show the difference in the work of these engines so much as to show that working Brighton Company's engines in their present condition is not all beer and skittles, as "FairPlay" would like to make out. In regard to the block boiler engines, he says that he knows the gentleman in charge at New Cross. My contention is that he knows more about the Brighton Company's loco. officials than he does about their engines; but there is one thing he does not know, and that is that a man has no need to quality as an engineers to become a loco. official on this line. That would not do. He would be too sensitive of the scandalous condition in which these engines were sent out on the road to do their work, and that in spite of the good workmen "FairPlay" says they are. I still contend that a large number of these engines are in a shameful condition, and that the boilers are absolutely made up, due to a rotten policy of cheapness, that is not only disorganising the traffic on this road by engines falling with their train, but is costing the company thousands of pounds per year.

If "FairPlay" would like to know this, let him inquire at the traffic superintendent's office at London Bridge. The quotation which he makes from the late W. Stroudley, I quite agree with, but it also holds good with loco. officials, and even with loco. Superintendents, that by results we shall know them. And, don't forget, the drivers and firemen on the Brighton line do know them, but with the drivers there is this difference. The late W. Stroudley never sent a man out with asthmatical tea kettle and expected him to get the work of a locomotive engine out of it.

Yours, etc.,
ONE WHO KNOWS  





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.





RAILWAY REVIEW

4TH MAY 1900

NEW CROSS 
extracted from branch report

At the conclusion of the ordinary meeting at 8.30, the meeting was made open one for the purpose of presenting the superannuation grant of £20 to Bro. Samuel Linnett, who has been obliged to retire from the railway service after having been an engiineman for over 40 years. Bro. W.G. Maunders, the branch chairman, made a few introductory remarks, and then called upon Mr. J. Dobson to make the presentation, which he did in usual trenchant manner, and gave a splendid address on the progress of Trade Unionism.

Bro. George Gore (a fellow engineman) also supported, and  Bros. Copperthwaithe, Byner, and Jackson (of Wakefield). The usual vote of thanks brought a successful meeting to a close.




RAILWAY REVIEW

11TH MAY 1900

TUNBRIDGE WELLS

The May Day demonstration was celebrated on 6th inst., when a procession paraded through the town, accompanied wit band and banners, proceeding to the Lower Cricket Ground, where the chair was taken by Mr. Councillor Geer. The following resolution was moved by Mr. Dobson, A.S.R.S., and supported by various speakers: 

"That this meeting of workers urges the municipal revision of houses for working classes, and the need of removing the restrictions that now prevent the useful application of the Act of 1890, and we protest against the organised attack now being made upon municipal enterprise, and declare that our collective interest can only be effectively safeguarded by a united workers' party directly represented in Parliament and on all public bodies. Finally, we offer greetings of brotherhood to the workers of all countries."

The meeting over, the various delegates and friends were entertained to tea by Mr. and Mrs. Abbott, in the Co-operative Hall, when quite a sociable evening was spent, interspersed with short speeches from the various delegates. A hearty vote of thanks of thanks to Mr. and Mrs. Abbott concluded the meeting.





Railway accidents on the 


L.B.S.C.R.




West Norwood 7th July 1900 

involving Driver Alfred Nichols & Fireman William Parslow & 

Driver William Kitchingham & Fireman William Parkinson 

Depots unknown 

SEE SUB PAGE





RAILWAY REVIEW

13TH JULY 1900

TUNBRIDGE WELLS

Ordinary meeting held Sunday last, with a record attendance, when federation with the A.S.L.E.&F. was dealt with. A brother was nominated as delegate to the S.C.&C.D. conference. Our delegate to the Brighton Council gave us a capital report, and the banner fund came in for a good deal of discussion. Our next meeting (June 10th) will be the half yearly one when the election of officers for ensuing six months will take place.




RAILWAY REVIEW

20TH JULY 1900

MR. J. DOBSON REPORT
Organising Secretary 

During the past week I have visited Leicester re internal affairs, and addressed meetings at Hastings, Eastbourne and Rye. At the latter place it was a place to see the way men accepted the principles of combination, and expressed their regret that the good news had not reached them before. When we contrast this with some of the statements made by some the Eastbourne men, viz., that the society was no good and had done nothing for them, it was worth while paying a visit to Rye to hear their views. 

I should like to ask those Eastbourne men who said the society was no good and had done nothing for them, what right had they to expect the society to do anything for them? They have never paid into it, and have always been ready to stand by the company, some of them to the extent of backlogging, and have always opposed the workers in their movements. They have also informed the company that they were still willing to work until they were 65 years of age before they took their pensions. If they want to be slaves all their lives others do not, and some men are unfortunate and want their pension at 60, but through the action of some of these men they cannot get until 65. I would like to advise the young men at Eastbourne to think for themselves, and not to be gulled by the statements made by some of those men. The society has been the means of thousands of men being promoted by getting the hours shortened. The reason little has been done on the L.B. & S.C. of late years is because little effort has been made by the men. 

Some years ago the L.B & S.C. loco men were in advance of the other companies, but now they are years behind, even the appearance of both men and engines have altered for the worse. What with tube sweeping, and gland packing, and dirty engines, and keeping them constantly going without food, the men appear more like sweeps than enginemen and firemen of 20 years. ago. This work ought to be done in the sheds, and, when the men adopt the same principles as were adopted 20 years ago, they will again regain that position of respect they previously held. 



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HASTINGS
PROPAGANDA MEETING

An open meeting was held on the 15th instead of. at the Saxon Chambers, St Leonard's. It is much to be regretted that it was so sparsely attended. Mr. J.J. Lamb (hon. secretary of the Hastings and St Leonard's Trades and Labour Council) presided. 

The Chairman said he was very pleased to attend there that afternoon to assist in the cause of the members. He was much in sympathy with railwaymen.

Mr. J. Dobson (organising secretary) gave a very instructive address on the advantages to be derived from combination, dealing full with the benefits of the society, and giving several very forcible illustrations of the value of unity.

The following resolution was then moved:-

"That this meeting of railwaymen is of opinion that combination is the only salvation of the workers. It, therefore, calls upon all non union railwaymen of the A.S.R.S., believing it to be the only means of bettering the conditions." 

The resolution, which was carried, was very ably supported by Mr. Ingham, secretary Brighton Trades Council, and Mr. Pargeter (Newhaven). The speakers dealt fully with the questions of unity, and gave several instances of what the society had done in the past and was doing at the present time. They urged the men to organise, and when they were thoroughly united. the directors would listen to any reasonable demands. The questions of having labour representatives on our municipal bodies was also touched upon, and the men were strongly urged to do all they could in that direction. 

A hearty vote of thanks to the speaker and the chairman for presiding closed the meeting.




RAILWAY REVIEW

27TH JULY 1900

ANOTHER ACCIDENT


An alarming accident happened on the London, Brighton, and South Coast at Thornton Heath Tuesday morning,

The 10.20 express from Hastings to Victoria had just run through Thorton Heath station at full speed when it jumped a point and left the road.

The train ran for about 100 yards after leaving the metals, doing considerable damage to the permanent way, but stopped without anyone receiving injury. The accident is attributed o the rails expanding through the intense heat.






The Polegate Loco shed was closed in 1900, by the L.B.S.C.R.




ACCIDENTS AT WORK 

4th August 1900 

Engine Cleaner acting as Firemen (aged 21) Charles Alfred Kindred, whilst working engine driver R. Starley. At Clapham Poupart Junction. 

Whilst stepping from his locomotive to couple it to another. Alfred Kindred slipped on sloping ballast and fell through gap between girders of bridge (on which engine stood) down onto lines below. Kindred received abrasions and bruises on the body and limbs. The accident was caused was a lack of cover over gap between the L.B.S.C.R & L.S.W.R. girders. Driver R. Slater (Starley) should have sought relief to avoid long hours worked by Kindred after delayed trains.




RAILWAY REVIEW

31ST AUGUST 1900

THREE BRIDGES
extracted from branch report

Ordinary meeting held the 23rd Sunday last, with a good attendance. Voting taken re federation of the A.S.R.S. and A.S. of L.E.& F., all members present being in favour of same.




RAILWAY REVIEW

7TH SEPTEMBER 1900

TUNBRIDGE WELLS
extracted from branch report

Ordinary meeting held on Sunday last. 

Many complaints were brought to notice -- engines drivers hard pressed, no time to get food in any comfort, and leaky engines, which takes the fireman all his time throwing on coal to get sufficient steam to move about.  





Railway accidents on the 


L.B.S.C.R.




Stewarts Lane September ?





RAILWAY REVIEW

2ND NOVEMBER 1900

CLEANING LOCOMOTIVES

The Engineer, in its current issue, has some very timely and necessary remarks on the appearance of many of the locomotives on the South Eastern and Chatham, and the London, Brighton, and South Coast Railway. It might have gone further and pointed to the disgraceful state of many the locomotives at present running on our northern and larger companies. no doubt the same reason prevails there also. We cordially agree with the Engineer that the companies are pursuing a mistaken policy in seeking to cut down expenses by reducing the number of cleaners, by consequently the number of engines which can be effectively be cleaned. The value and effective working power of all machinery is always reduced when it is not periodically overhauled and cleaned, and this applies quite as much to locomotives as to any other kind of machinery. There are aspects of the question besides the aesthetic one and the proper pride which the driver always has in a well cleaned, spick and span engine. It is a short sighted policy from the point of economy alone, but is so thoroughly in accord with the traditions of the English railway service that we are not at all Surprised at the growing practice of letting an occasional "wipe down" suffice. We are told by the Engineer that the dispensing with cleaners was once tried as an experiment in American, but a couple of months' trial of that experiment was enough. Do our English railways always require to learn their lessons in the school of adversity, or will they be wise in time?


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BATTERSEA
extracted from branch report

The usual meeting held on the 2nd inst. An application for suspension granted. Two members who had Been unjustly dealt with by the S.E. & C., and L.B. & S.C. laid their before the members, and the secretary was instructed to write to the loco. Superintendents of the respective companied. 





RAILWAY REVIEW

16TH NOVEMBER 1900

TO ENGINEMEN AND FIREMEN OF THE A.S.R.S.

Fellow Members, -- It has occurred to myself and many other enginemen and firemen that the time has arrived when we should as members of this society endeavour by a voluntary effort on our part to mitigate the many injustices we are subjected to in our calling, Many of the failures for which we are indiscriminately punished by suspension, and in many discharged, or reduced in grade, with a consequent great reduction in pay, are beyond our control. I feel sure will agree with me it is a great deal hardship to those who lose their position, and deserving of some practical sympathy not provided for by the rules of our society.

The eyesight test enforced by the companies at the present time constitutes one of the greatest difficulties enginemen and firemen have to contend with. The constant strain, and wind, and dust, all have a tendency to injure the sight, and for which exigency we ought all to be prepared.

Could not agree more benevolent fund similar to that connected with the Associated Society be established? Although not in general sympathy with that society, one cannot but appreciate its efforts to materially assist the who lose their positions through no fault of their own, and their failure to pass the eyesight test.

Some time since a scheme was formulates by the Twickenham Branch of the A.S.R.S. in this direction, but was not generally accepted. It embraced all grades snd was scheduled to meet the views of all. With all due respect to my fellow members in other grades, who are greatly in the majority, I suppose they felt it was not necessary in their positions, hence the rejection of the scheme. I feel sure they would have no reasonable objection to one being formulated by locomotive men. I have been a member of the society since 1886, and it has been my lot to be personally acquainted with many members who had such a fund been in existence, would have found it very beneficial in their misfortune I should be very grateful for an expression of opinion from as abler pen than mine; and in anticipation that at some not very distant period we may by the addition of this fund be able to strengthen the membership of loco. men in this grand society.

INTERESTED   





ACCIDENTS AT WORK 


13th December 1900

Fratton (?) Fireman William Baverstock (aged 37), after getting water for his engine, went under the engine to oil in Fratton Locomotive sheds, when another engine worked by engine driver A.J. Ireton and Fireman A. Hine  by  moved up to Baverstock's engine with force and moved it about 18 inches, crushed his body. Driver Ireton should have given warning that his engine was to be moved and Hine should have been more careful of speed. Company's instruction should be issued when engines are to be moved against others.









Railway accidents on the 


L.B.S.C.R.




Clapham Junction 24th December 1900 

involving Driver Stephen Upton & Fireman William Groves & 

Drivers Rueben Slarley * Fireman and depot unknown 

Battersea Driver John Bliss & Firemen & unknown  

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