1902





A.S.L.E.& F. in affiliation with 

the Labour Representation Committee




RAILWAY REVIEW

3RD JANUARY 1902

BATTERSEA BRANCH
extracted from branch report

The question of excessive hours of duty in loco. department, L.B.S.C., was discussed and adjourned. Will members in that department please note and attend meetings of branch?





RAILWAY REVIEW

31ST JANUARY 1902

PORTSMOUTH BRANCH

RAILWAY PRESENTATION

On the 25th inst. at the Engine Shed, Fratton, Mr. C.C. Hawkins, the Brighton Company's District Locomotive Superintendent at Fratton, received on behalf of his daughter, whose marriage was recently announced, a handsome silver biscuit barrel, given by the staff. The presentation was made by Mr. J. Latter, engine driver. 




RAILWAY REVIEW

7TH MARCH 1902

CROYDON BRANCH
extra from branch report

Meeting held on Friday last. The treasurer, Bro. Payne, reported that he had carried out the instruction of the branch and had purchased. and presented to (Driver) Bro. Allision an American roll top desk, and that he had also presented Mrs. Allision with a gold broach and earrings in recognition of their services in making the entertainment on behalf of the Orphan Fund and the Branch Benevolent Fund so successful during the past nine years. Bro. Allision thanked the members on behalf of himself and wife, stating that as long as they were able their services would be always at their disposal in so good a cause. 




RAILWAY REVIEW

21ST MARCH 1902

NEW CROSS BRANCH
extra from branch report

The usual meeting held on the 13th inst., with a fair attendance. We received the news of the sudden death of our old and much respected Bro. George Norris, the well known driver of the Brighton Company's express engine "Gordon Leonox." A vote of condolence with the family was passed in silence. His remains were buried at Brockley on Wednesday, when a goodly number of members and friends attended the cemetery to pay their last tribute of respect. A handsome wreath was sent from the branch.  





RAILWAY REVIEW

9TH MAY 1902

INQUEST AT HASSOCKS


At inquest was held at Hassocks on the 1st inst. by Mr. J. Vere Benson (coroner) to inquire into the death of Bro. R. Pygall (goods guard) L.B. & S.C. Mr. Dobson represented the A.S.R.S.

Thomas Charman (coal marchant) identified the body.

George Saunders (assistant guard) stated they left Battersea at 7.55 p.m. On arrival at Hassocks they had to shunt for the mail train to pass. He saw Bro. Pygall in his van when they backed across the road, and spoke to him. After the mail had passed Pygall's brake was found to be on. The they commenced shunting. He went to the van and found Pygall was not there. He walked down the line and found Pygall lying between the down platform and the rail. He was dead when found. In reply to Mr. Dobson he said that it was near the closet where he was found, and probably he might have been there. Pygall was a steady man, and they had tea together in the van at Batterea, and had not had any other drink but tea.

W. Smith, driver of the mail, said he thought he heard a little ballast strike the engine at Hassocks. On arrival at Brighton he found blood, etc., on the tender step and brake rods. In reply to Mr. Dobson, Smith said probably the engine struck him and knocked him forward, and that he fell by the side of the platform and was dragged along the tender step. He whistled on approaching the station.

The jury returned a verdict of "Accidental Death," and expressed their sympathy with the widow, wholeheartedly is left with four children, and handed their fees over for her benefit. 









 

 

Battersea Royal Train Driver William John Pullen, and his fireman, both wearing their Royal Train Helmets, whilst standing at Victoria station with their locomotive Class H1 No 42 "His Majesty" in August 1902.

Standing on the platform with his back to the locomotive is Locomotive Superintendent Robert Billinton and second from left is Outdoor Locomotive Superintendent, John James Richardson.





 *It was from John Richardson initiative that the use of “White Coal” in connection with 
Royal trains originated. The trans were made so dirty by coal dust that he conceived the idea 
of white-washing the coal. The “White Coal” on the tender caused amusement, but proved 
efficacious.

John Richardson retired on the 1st January, 1916, after served the London Brighton & South coast Railway Company for 48 years. At the time he was the oldest railway servant in the United Kingdom. 

* Extracted from the Sussex Express, 31st December 1915. 





BATTERSEA ENGINE DRIVER
 
WILLIAM JOHN PULLEN




PENNY LEACH COLLECTION

Above is John Pullen standing next to his H2 Class Atlantic no. 426 which was built in 1912. The engine was later renamed St Albans Head.




Battersea Enginemen William John Pullen, was known as John, and during his career was asked to become a Royal Train driver at Battersea. This was seen prestige on honour for an enginemen to achieve this status.

According to his marriage certificate, he was a Fireman in 1878 aged 23.

On the 5th January 1883, John become a member of the Battersea Branch of the Amalgamated Society of Railway Servants, and is record as an Engine Driver aged 28.

John died at the age of 73 on the 2nd February 1929. 




PENNY LEACH COLLECTION

Above is John Pullen standing (middle) on his H2 Class Atlantic no. 426

Story as it, that one evening driver John Pullen was working the Royal Train down from London to Brighton, conveying King Edward VII. On arrival at Brighton station, the red carpet was situated in the wrong Place. John was asked to set back his train, so the train could line up with the red carpet. John politely refused and told them to move the carpet instead. 





 LOCOMOTIVE WORKING ON SUSSEX 

BRANCH LINES 1902


HORSHAM, LITTLEHAMPTON, MIDHURST AND 

BOGNOR

EXTRACTED AND ADAPTED THE JOHN PELHAM MAINLAND 

FROM RAILWAY MAGAZINE FEBRUARY 1902 

At the beginning of the century, the working of the locomotive depots at Littlehampton, Bognor, and Midhurst exhibit many interesting features directly traceable to mid -Victorian practice. These depots were included in the Horsham Locomotive District; Midhurst and Littlehampton had four engines each, and Bognor two engines. At least one engine at each shed was designates the “Branch Engine,” a relic of the practice established by John Chester Craven, Locomotive Superintendent of the L.B.S.C.R. from 1852 to 1869.

The Locomotive Foreman at Horsham made a tour of his District on the last Wednesday of each month. Leaving Horsham at 10.20 a.m. the circuit of inspection occupied no less than 7 1/2 hours, unless as sometimes happened, Bognor was omitted on a verbal assurance being given by the fitter in charge at Littlehampton that “they were all right there”; this reduced the time by 2 1/2 hours.

The choice of the day was a relic of the past; it had been originated with an old instruction which held the foreman personally responsible for certifying that the reserve coal stack had not vanished in whole or in part, and that the oil stock was according to the books, and had not been diverted to other purposes. Occasionally, on the second Wednesday of the month, the foreman paid a visit to Littlehampton only, but this was an exceptional measure of supervision. The reason for the choice of Wednesday was that on this day the Outdoor Locomotive Superintendent regularly visited the Chief Offices at London Bridge and therefore was not likely to descend upon Horsham, and find the Foreman absent.     

For all practical purposes the telephone was non-existent, the only means of communication, other than by rail-borne letter, being the single needle telegraph, known as the “speaking instrument.”

The immediate responsibility for these out-depots therefore rested upon the man in charge of the shed, and sol on as he was conscientious in the discharge of his in charge of the shed, and so long as he was conscientious in the discharge of his duties, everything worked satisfactorily. The standard of locomotive maintenance at these depots compared favourably with any other shed on the system, the mileage run between shop repairs averaging 65,000 in a period of about 2 3/4 years. The general arrangements were primitive by modern standards, but were suited to the conditions of railway working at that time.

Variations of the standard engine workings, as diagrammed, were confined to local adjustment at the time of the annual revisions of the timetables, and at holiday times, when late running of the London - Portsmouth trains resulted in unscheduled trips on the Bognor and Littlehampton branches. During the Goodwood Race period (the week before the August Bank Holiday) some slight adjustments were made to the train service on the Midhurst branch.

All clerical and administrative work was done at Horsham, as were repairs which could not be carried out by the fitter stationed at Littlehampton. The sole boilermaker visited the out depots if necessary, but such occasions were exceptional, engines being worked up to Horsham on suitable duties and charged over as required. Additional personnel, other than repairs staff, were provided from Horsham to cover sickness, leave, and other similar contingencies, as well as for special traffic requirements. Engine power for the latter was usually supplied from Horsham as well. In practice, if any member of the staff fell sick, provisional arrangements to cover his duties had to be made by the local man in charge of the depot until a substitute could be produced from Horsham, which ordinary was not until the following day. That life on the railway was much less strenuous for the fact that Horsham was not frequently troubled by such applications.

When a vacancy at any of the four depots occurred, it was filled by the senior man in the junior grade in the district, unless he expressed his desire not to do so, in which case the offer went to the next senior and so on. In the event of the post of fitter-in-charge at Littlehampton becoming vacant, the appointment was made but the Outdoor Locomotive Superintendent, Brighton.


LITTLEHAMPTON SHED


The shed at Littlehampton, in which four tank engines could just be accommodated, and locomotives enthusiasts could obtain close up views of the engines from the public highway. There was consequently no occasion for any contravention of the law of trespass, or fear of  prosecution for loitering such as was the case at Bognor and Midhurst. Nevertheless, warning notices exhibited on the Company’s premises against loitering and trespassing were so numerous and conspicuous as to suggest to visitor that the local inhabitants possessed a particular flair for such offences, but the present writer knows of no case in which it was necessary to summon assistance from the Police Station immediately opposite the shed.

At Littlehampton, the fitter was in charge, and during the daytime he usually was to be found there, except on Mondays and Wednesdays, when he visited Bognor and Midhurst respectively to carryout repairs to the engine stationed there.Having but ten engines to look after (a small number for those days) the post was considered to be an easy one, as it undoubtedly was if action was taken to forestall mechanical troubles.

As Littlehampton possessed direct rail access from the Brighton, London and Portsmouth directions, it never partook of remote character associated with Bognor and Midhurst, and engines stationed there were more generally visible, as they have a much less restricted range of operation. The Littlehampton goods engine worked from that station to Brighton via the Preston Park spur on Monday to Friday nights inclusive, the enginemen being on duty 12 hours a night, thus completing their 60 hour week in five night. It was washed out by the pump-man on Monday mornings. The “ local service engine,” a Stroudley 0-4-2 tank in 1900, worked a turn daily as far as Three Bridges and back. This engine, and the branch engine, were washed out regularly after six days’ worked by the pump-man (but not on a Monday) the spare engine being used to cover their normal duties on such occasions.


BOGNOR SHED


The Bognor branch engine, a “Terrier” tank, was washed out regularly every Monday, the spare engine (another “Terrier”) being used only on such occasions. The latter was generally a run-down specimen waiting it turn for general repairs in the shops. On other days it reposed behind closed doors in the combined running shed and pumping station, the site of which is now in the centre of the main tracks, approximately half-way between the end of the platforms and the Bersted level crossing. Its isolation rendered a clandestine visit a matter of some difficulty, but a persistent oral tradition records that marathon one enthusiast awaited in ambush the hour (about midday) when the pump-man) adjourned to a certain establishment in the immediate vicinity (to wit, the “Richmond Arms”) to enter the well guarded area and behold the rara avis ensconced therein. As the write confesses to having acted similarly at Midhurst in 1901, he is prepared to accept the Bognor tradition as possessing at least, some foundation in fact.

The clearer worked, of course, at nights. He had to coal and light up the engine, as well as clean it, for the next day’s work, which commenced with a light run to Barnham to “bring in the goods” from that station at about 6.30 a.m. The last trip out and back left Bognor about 9.40 p.m., to connect with coastal services, after which the branch closed for the night. The shed was in charge of a driver who worked early and late shift alternatively, but performed only about 7 1/2 hours as a driver, the balance of 2 1/2 hours being supposed to be devoted to administrative duties. The latter mainly consisted in sending up to Horsham the drivers’ journals (total two) the records of the daily coal and oil issues (about 30 c.w.t. and 4 pints respectively) and some other particulars of like character, all of which could easily be 
discharged in about 20 minutes.

Of the three depots, Bognor was the most primitive and the most isolated, as there was no facing connection with the main line at Barnham. The branch line was single, worked on the staff and ticket principle, the tickets only coming into use on occasions in the summer when excursions mainly school treats arrived from a distance. These trains had, of course, to shunt on and off the branch at Barnham. The enginemen and guards booked off and on again for the return journey, unless there was any major defect on the engine, in which case it had to worked light to Brighton to obtain another for the up trip. Strange to say, this procedure was of the rarest occurrence. It is not recorded what happened if a Stroudley “Single” or a Class “B2” 4-4-0 showed signs of shortage of water in the boiler, but it is to be presumed that the pump-man “made the necessary arrangements” as there was no one else to do so.

The replacement of the “Terrier” tanks by “D” Class 0-4-2s tanks on the regular Bognor branch line duties, however, a “Terrier” continued to beheld occasionally for working that branch and to be held as a spare engine until 1919. It was used occasionally for working that branch , and on the Littlehampton branch, when the necessity arose.


MIDHURST SHED


The Midhurst branch passenger service required two “Terrier” tank engines to be provided from that depot daily, a third engine being held as spare to cover washing out and repairs. It was not until after the turn of the century that the first “D” Class 0-4-2 tank arrived to displace one of the “Terriers.” Some few years elapsed before the “Terriers” finally disappeared from this shed.

The goods engine worked a trip from Midhurst to Three Bridges every week night, but on Sunday mornings it arrived back somewhat earlier than on other days. The engine as washed out on Monday mornings. At one time this engine worked an occasional ballast trip from Midhurst to Beddington Lane (Croydon) and back during the daytime.The shed administration was on similar lines to that at Bognor, except that the pump-man and not one of the drivers was in charge.

The replacement of the “Terrier” tanks by “D” Class 0-4-2s on the regular branch line duties was necessitated by the substitution of six wheel main line stock for the five coach four wheel sets previously used, which entailed an increase in the tare weight of nearly 90 per cent. per passenger. The change had been completed by 1906. 

* John Pelham Maitland, was a Loco Foreman 

at Newhaven, Littlehampton & Norwood loco sheds.





 FOOTPLATE PROMOTION WITHIN

THE HORSHAM DISTRICT

At the beginning of the century, he Horsham Locomotive District; covered the  locomotive depots at Horsham, Littlehampton, Bognor, and Midhurst . When a footplate vacancy at any of the four depots occurred, it was filled by the senior man in the junior footplate grade in the Horsham district, unless he expressed his desire not to do so, in which case the offer went to the next senior man and so on. In the event of the post of fitter-in-charge at Littlehampton becoming vacant, the appointment was made but the Outdoor Locomotive Superintendent, Brighton.




 Railway accidents on the 


L.B.S.C.R.


West Croydon 9th July 1902.


Involving Borgnor/New Cross Driver Henry Winterton & Fireman 

Ernest William Webb


SEE SUB PAGE



Kemp Town 9th July 1902 

Involving Brighton Driver Harry Mitchell & Fireman Herbert 
Baldwin 

SEE SUB PAGE




L. CHAPPELL COLLECTION

Three Bridges Driver Thomas Chappell 
with his two sons on King Edward VII’s Coronation Day on the 9th August 1902. 
The Class C2 no.440 was on Stand-by for the Royal Train.





ACCIDENT AT WORK 

17th September 1902

Fireman Alfred W. Johnson, had climbed into the tender to clear the coal chute whilst the engine passing between two bridges in Grosvenor Road Bridge area. He was not aware of the the wire and came into contacted with.  He received Bruising after falling from his engine. Fireman Johnson, knew of the Order not to leave the footplate whilst the engine was in motion.





RAILWAY REVIEW

26TH SEPTEMBER 1902

NEW CROSS ENGINE CLEANER KILLED


Mr. Thomas, deputy coroner, held an inquest at Southwark on Friday ,on the body of a youth, William James Cooke, age 17, whose parents live at Leylang Road, New Cross, and who was killed on the London, Brighton, and South coast Railway at New Cross on the previous Wednesday.

The father of the deceased an engine driver stated  had been employed as an engine cleaner on the London, Brighton, and South Coast Railway for the 18 months.

Henry William Murdock, foreman of the cleaners, said he was called from his office just after 1 o'clock on the early morning of Wednesday, and found the deceased jammed between the buffers of two engines on the line just outside his office.

Other evidence showed that deceased was seen approaching three stationary engines on 6thr line to cross between them to get some water for tea. He got the water, and was returning between the engines, went one of them "backed," and he was caught between the buffers.

The jury returned a verdict of "Accidental Death."


--------

ENGINE DRIVER CHARGED WITH MANSLAUGHTER 

An inquest was held at Hastings on the 12th inst., touching the death Thomas More, a railway employee, who met his death while engaged in his work as an inspector of tunnels in the service of the South Eastern Company.

The facts of the case were of an unusual character. It appears that it is the rule that not more than one train must pass through Bopeep Tunnel at a time. The signals are so arranged that those at one end being down, those at the other end are immovable. This rule is said to be well known to all rivers and firemen. On the morning of 12th August deceased entered the tunnel to examine his length of structure. At the same time the down goods train from Brighton was signalled, and it passed the man More, who was walking in the up four foot way. The fireman on the engine saw him, and directly afterwards the early morning goods train from Hastings dashed past them, an unusual circumstance, which was remarked upon by the fireman, named Constable. He said to his driver, "What about that, mate? That train passed us, and we have only just passed More." A report was made at the next station, and the tunnel was reached by other employees of the company, who found the deceased lying in the up four foot way 150 yards from the entrance. he was badly injured, and was taken to the hospital on a stretcher, where he died. When Frank Roots, of New Cross, driving the up train, had his attention called to the fact that the signals were against him, he is alleged to have said tot the signalman, "Yes, mate, I have come on with caution. I thought it was no good going back."

The jury returned a verdict of "Manslaughter" against Roots, who was thereupon committed for trial on the coroner's inquisition.


ENGINE DRIVER AT THE POLICE COURT

At Hastings police court on the 13th inst. Frank Roots, the engine driver, was brought before the Bench.

Dr. Saunders, house surgeon at the Hastings and East Sussex Hospital, said that at 7.15 on the morning of the 12th ult. Thomas More, a platelayer, was admitted to the hospital suffering from shock caused by internal injuries. He died on the 5th inst. as a result of the injuries.

Detective Sergeant Coppard said that on the previous evening he received a warrant for the prisoner's arrest from the coroner on a charge of manslaughter. Prisoner mode no reply when the warrant was read over. He was formally charged and again made no reply.

The Chief Constable asked for a remand. There was a great deal of evidence to call. The coroner had granted bail in the prisoner's recognisance of £50, and two other pf £25 each.

The magistrates granted a remand, and allowed bail in the same sureties. 

The accused is a member of the A.S.R.S., and his defence will be undertaken by the body. 




RAILWAY REVIEW

3RD OCTOBER 1902

THE CHARGE OF MANSLAUGHTER

VALUE OF THE A.S.R.S.

ROOTS LIBERATED


The Hastings Police Court on the 19th ult., Frank Roots, of New Cross Road, the driver of a goods train from Hastings, on August 12th, was charges on remand (on bail) with the manslaughter of  Thomas More. Mr. S. Pearce appeared to prosecute and Mr. Brewer for the defence, instructed by the A.S.R.S. Mr. Frasers represented the S.E. and C.R.

Mr. Pearce, in opening, said that the prisoner, it was alleged, had neglected a signal at the entrance of the Bopeep Tunnel. Having detailed the facts, he urged that the prisoner was guilty of negligence.

Phyllis More, the widow, said that she last saw the deceased in full health at home about 6 o'clock in the morning at August 12th.

William Thomas Turner, of Bexhill Road, St. Leonards, a signalman, repeated the evidence which he gave at the inquest, and said that in reply to his question, "Are you aware you have run by your signal?" prisoner replied, "Yes, mate. I've come through with caution; I did not like to go back." Prisoner afterwards said something about seeing a green light in the tunnel, but witness understood this to refer to Hastings Tunnel. Witness saw that the train was all right, and then signalled it on.

Cross examined: He had heard a complaint of the signals being faulty, and believed the company fixing new signals being faulty, and believed the company were fixing new signals in the tunnel.

Lewis Davis, another signalman, having given evidence as to the condition of the signals, admitted that when the up train came through the station the arms of the starting signal were obscured from his view by smoke and steam from previous trains coming out of the tunnel, and in his opinion it would have been difficult for the driver to see it. 

Thomas Highwood, a driver, and Harry Constable, a fireman, having repeated their evidence, the case was adjourned.

On Monday Lewis Davis, signalman, said that as the train passed his box he gave a "steady" signal with his hand. He could not see the driver, but only the fireman.

Walter Mitchell, the fireman, said he saw the steady signal given by the last witness, and mentioned it to Roots, but was not certain the prisoner heard him.

Frederick Flawn, plumber, said he had known the distant signs get out of order and not answer the lever, and had known the coloured glass to fall half way, the light being half red and half green.  

William Howie, locomotive inspector, produced prisoner's report of the journey, which concluded, "Ran by St. Leonards stop signal at danger, taking it to be off; partly obscured by steam blowing from tunnel."

Mr. Brewer's having made an able speech for the defence, the Bench retired. Upon their return the Chairman said they had come to the conclusion that there was no evidence of such negligence as would amount to culpable negligence, and were of opinion that no reasonable jury would convict. The case would be dismissed.

New Cross  Driver Frank Roots, Fireman Walter Mitchell
Brighton Driver Thomas Highwood & Harry Constable


DRIVER ROOTS ACQUITTED

At the Lewes Assizes on Tuesday Mr. Justice Grantham summed up strongly against Driver Roots, bu the jury acquitted him. Roots was defended by the A.S.R.S.

*Railway Review, 28th November, 1901


RAILWAY REVIEW

5TH DECEMBER 1902

THE TRIAL OF DRIVER ROOTS

At Lewes Assizes on the 25th ult. Frank Roots, engine driver, bailed on committal, was indicted for the manslaughter of Thomas Moore on the railway at Hastings on the 6th September, before Justice Grantham.

Prisoner, who pleaded not guilty, was defended by Mr. Ernest E. Wild, instructed by the A.S.R.S. The brief for the prosecution was held by Mr. Horton Smith.

William Thomas Turner, a signalman at the Bopeep box, said he went on duty at 5.55 on the morning question. Moore passed the box ten minutes later. Deceased had to walk along the line from West Marina to Hastings every morning to see that everything was safe. The signals were normally kept at danger. Prisoner's train came through the tunnel and witness asked Roots if he was aware that he had run by the signals. He replied "Yes, mate; I have come on with caution. I did not like to go back." Witness had never known a driver run past the signals before.

In cross examination witness said the signals had been completely altered since the date of the accident and the position of a signal box had been changed.

Walter Greenstreet, a signal inspector in the employ of the South Eastern, said that by the rules of the company only one train was allowed in the Bopeep Tunnel at one time.

By his Lordship: If a signal was hidden by the smoke it would be the duty to stop. If he did not see the signal he had no right to go on.

In cross examination, witness said distance signals were not infallible. There was not in the signal box at the time of the accident a repeater of the distance signals.

His Lordship: Why was that? Because Hastings is not sufficiently large to take charge of its inhabitants?

Lewis Davis, signalman, said that at the time in question the signals were at danger. he saw that Roots' train was travelling too fast, and gave the fireman the "steady" signal. When he saw that Roots had gone through the tunnel he communicated with the signalman at the other end.

Cross examined: If Roots found the distance signal was in his favour he was entitled to expect that the home signal and the starting signal were in his favour.

Walter Mitchell, said he was fireman to the engine drivers by the prisoner on the morning of the accident. He saw the last witness give a steadying signal and told the prisoner, who went overt to the left side of the engine, to look for the starting signals. They could not see them for the steam and smoke issuing from the tunnel. Latter in the journey prisoner told him he did not hear what he said about the steadying signal.

William Howie, locomotive inspector, produced prisoner's report book. On the 12th August prisoner entered in the book, "Run by West St. Leonards signal at danger, taking it to be off, as it was partly obscured by steam coming from the tunnel."

Prisoner, who gave evidence on oath, said he had been in the service of the South Eastern since 1888.He passed an examination for an engine driver 14 months ago. He was not in a hurry on the morning in question. The distance signal showed a plain green, which indicated that the section of the line ahead was clear. The section would begin at the entrance of the Bopeep Tunnel. The home signal was off and indicated to him that he could pass into Warrior Square Station. He saw nothing of Davis's steadying signal, and he did not hear the fireman say anything to him.

In cross examination, prisoner said that he did not see the other train, as the smoke was thick. He firmly believed he had the starting signal.

John Dobson, organising secretary for the A.S.R.S., said that in the event of the distance signal red it was the duty of the driver to proceed with caution. If the distance signal was green the driver would be justified in running at his booked speed until he found an obstruction. A man must not pass a signal he cannot see.

Mr. Wild made an eloquent appeal to the jury on behalf of the prisoner, in the course of which he said that if anyone ought to be in the dock it was the directors of the South Eastern Company. He commented on the alternations which had been made to the signals since the accident, and added that when there had been more deaths they might expect more improvements.

His Lordship, in summing up, said a great deal had been said about the railway company, and he must say, with the greatest truth. The tunnel in question had been known for years to be a dangerous one, because two engines could not be allowed in it at the same time. He thought every word that had been said against the company had been justified. They had condemned themselves by now doing what should have been done years ago. That was the best defence that could be raised for prisoner. The evidence showed in what a difficult position the signals were placed, and there was much to say in prisoner's favour by reason of the signals being so difficult to see, though it did seem to him that prisoner had failed observe the very necessary rules the company had laid down. It spoke volumes for the way in which the employees of the company had carried out their orders that no accident had occurred prior to this one.

The jury, after about 20 minutes deliberation, returned a verdict of not guilty and prisoner was discharged.




RAILWAY REVIEW

7TH NOVEMBER 1902

LOCOMOTIVE STEAM ENGINEMEN AND FIREMEN'S FRIENDLY SOCIETY


The London branch of the above society held their their annual dinner at the Athenaeum Camden Road, N. on the 1st inst. The chair was occupied by Mr. Roger Bass, the vice chairman Mr. T. Rose.

Letters of apology were read from the following gentlemen: Messrs. Wainwright (S. E. & C. D.), Price (N. L.), Weatherwall (M. R.), Armstrong (G. W.), Richardson (L. B. & S. C.), and Parkhouse (L. B. & S. C.).

The toast of the evening, "Locomotive Steam Enginemen and Firemen's Friendly Society," was proposed in a capital speech by the chairman, who referred to the good fellowship that accrued from such associations as the L.S.E. & F.F.S. The toast was responded to by Messrs T. Rose (L. B. & S. C.) and F.J. Wray (G. N.).

A splendid programme was got through, while selections of music were rendered by Mr. P. Williams' Orchestra during the evening. The songs rendered by Mr. R. Humphrey were highly appreciated by those present. Mr. B. Simkins was exceedingly funny with his songs.

A very successful evening was brought to a close with the singing of "Auld Lang Syne" by the company.




RAILWAY REVIEW

26TH DECEMBER 1902

OPENING OF PURLEY BRANCH

A meeting of all grades of railwaymen was held at the Purley Hotel, Purley, on Sunday last, when an address was delivered by J. Dobson, organising secretary. A number of names were haded in, sufficient to form a branch, which it was decided to open on January 4th. Several delegates attended from other branches and briefly addressed the meeting had a good effect.

RAILWAY REVIEW

9TH JANUARY 1903


A meeting for the above object was held at the Purley Hotel on the 4th inst., with good attendance. Bro. Dobson, organising secretary, and delegates and visitors from Hither Green, New Cross, Battersea, Deptford, and Rotherhithe being present. Bro. Knight was asked to take the chair, and having consented, address the members present with a few word of advice. Bro. Dobson (organising secretary) then addressed the meeting, and spoke of the need of unity, and in his usual manner, exhorted the members present to do their utmost to get non members in, so that the Purley Branch would be a success. Having regard to the almost of business to be done. Bro Dobson stated that he would address the meeting after it time would permit. 

The next business was the election of officers, with the following result; Chairman, Bro. Searle; vice chairman, Bro. Knight; secretary, Bro. Bowers, 45, Railway Cottages, Stoat's Nest, Coulsdon, Surrey; check Stewart, Bro. Harris; treasurer, Bro. Coe. Other officers to be elected at some future date.

Bro. Dobson read the dispensation, which was received with loud applause. After much discussion it was resolved that the meetings should be held on the third and fifth week at the Purley Hotel at 7 on Thursday evenings. The Purley members also decided to have a collector for the Orphan Fund; Bro. Harris (check steward) elected for the same. 

Bro. Gurgueay (Rotherhithe) in an able manner addressed the meeting, and said there was no fear of the Purley Branch not being a success if the members would attend by one another, attend the branch meetings, and support their officers. 

Bro. Earl (Rotherhithe) also gave a few remarks. Bros. Pocock (Battersea), Longhirst (New Cross), Christy (Deptford), and Hudson (Hither Green) also wished the new branch success. 

Bro. Dobson then again addressed the meeting, speaking of the need of Labour representatives in Parliament, also on what each individual member could try to do. Speaking of the Hither Green Branch Bro. Dobson said that although many opinions were expressed about it being not a place for a place for a branch when it was opened, the Hither Green Branch had shown many what could be done, they having nearly trebled their number in the small space of nine months. Wishing the new branch at Purley the same success, Bro. Dobson closed his remarks.

A vote of thanks was accorded him for his attendance. A. vote of thanks being also accorded the visitors a splendid meeting -- from which much good should be derived. Closed

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