1904
A.S.L.E.& F.’s Head Office moves to 8 Park Square Leeds,
Membership reaches 12,000 with funds £123, 000
The Locomotive Engineers and Firemen's Monthly Jouural
was renamed the Locomotive Journal (established 1904).
THE RAILWAY REVIEW
15TH JANUARY 1904
PURLEY BRANCH
extracted from the branch report
Meeting held 7th inst., with good attendance. Seven new members (drivers, firemen, engine cleaners and porters S. E. &C. and L. B. & S. C). Secretary reported that we closed 1903 with 64 members on the books.
DIED IN SERVICE
21st January 1904
Three Bridges engine driver W. Fernmore died on the 21st January 1904, whilst working a goods train through Merstham tunnel, Driver Fernmore looked over the side of his engine to see if the injector was working correctly. His head came in contact with the tunnel and he was knocked of the engine and died.
THE RAILWAY REVIEW
29TH JANUARY 1904
THREE BRIDGES BRANCH
OBITUARY
With deep regret we have to inform you of the death of Bro. Walter Fernmore. late engine driver of Three Bridges, and a member of this branch, who met his death accidentally on the 21st instead of., through filing of his engine in Merstham Tunnel. Our late brother leaves a widow and two children, the youngest being 13 years old, and entitled to the Orphan Fund benefits. Our late brother was well respected by all who knew him. The funeral took place on the 27th. inst., at 3 p.m., at Worth.
An engine driver named Furmore, of Three Bridges, in the employ of the London and Brighton Company, when driving a goods train on the 22nd instead of., was suddenly taken ill and fell from his engine in Merstham Tunnel. the stoker pulled the train up at the first signal box and telegraphed to Merstahm news of what had happened. Furnmore was afterwards found dead, his head being cut and the skull fractured.
THE RAILWAY REVIEW
15TH JANUARY 1904
THREE BRIDGES BRANCH
extracted from the branch report
Meeting held on Sunday last with a splendid attendance. A vote of sympathy was accorded to the widow of our late Bro. Fermore, engine driver who was accidentally killed the 21st ult.
Railway accident on the
L.B.S.C.R.
Peckham Rye 23rd January 1904
Involving New Cross Driver Charles Young & Fireman unknown & Battersea Driver William Colbran & Fireman Thomas Cass.
SEE SUB PAGE
EASTBOURNE BUFFER STOPS COLLISION
On 26th January 1904, when a 'Gladstone Glass' engine No. 192 ‘Jacomb Hood’ ran into the
buffer stops when entering Eastbourne station with the 8.5. p.m. Hastings – London train in
pouring rain. No serious damage or casualties resulted, the engine retired to the shed. The
train continued in service with another engine a E4 class no. 485 ‘Ashington.'
THE RAILWAY REVIEW
5TH FEBRUARY 1904
BATTERSEA BRANCH
extracted from the branch report
The usual meeting held 29th ult. There was a good attendance. The repot of the Benevolent fund Committee was given and adopted. One member granted 30s. and his card cleared. The position of four other members was considered, and secretary instructed with a view to rendering these members assistance in pay their contributions.
Three members suspended owing to errors in judgement in dense fog were granted the suspension benefit. An application for out of work pay was adjourned for the said member's attendance.
Secretary's action in providing representation t Board of Trade inquiry was endorsed.
THE RAILWAY REVIEW
12TH FEBRUARY 1904
BATTERSEA BRANCH
extracted from the branch report
Meeting held 5th inst. Reply from Mr. W. Forbes, general manager L.B. & S.C. re dismissal of a member's real and discussion was adjourned for the attendance of the member.
Lengthy report from Mr. J. Dobson re the Board of Trade inquiry into the Peckham collision was read, discussed and accepted with thanks.
THE RAILWAY REVIEW
19TH FEBRUARY 1904
BATTERSEA BRANCH
extracted from the branch report
Meeting held 12th inst. It was decided that the report of Mr. Dobson upon the Board of Trader inquiry should be again read at our next two meetings. The application for out of work pay which had been adjourned for the member to attend the branch meeting, was now withdrawn by the member, who had obtained other employment.
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NEWHAVEN BRANCH
extracted from the branch report
This branch held a successful complimentary smoking concert at the Bridge Hotel on the 10th inst. The chair was taken by Mr. W. Norman, who was supported by Mr. Funnell (chairman of the Newhaven branch). Mr. John Dobson, and Mr. Tom Pargeter (local secretary). The chairman, in an able speech, thanked them for the compliments in asking him to preside over their gathering, What they as railwaymen required was combination, He was very much surprised to learn that in Newhaven only 40 or 50 men were members of the A.S.R.S., a society that had so much good for railway employees all over the country. The society was a very great power for good. They now had a member in the House of Commons. He understood what he had to do and was listened to with attention and respect. Speaking of their secretary, he said he had known him for a number of years, and he was a colleague with him on the Urban District council, and it was only due to speak of him as a most upright, straightforward man. The speaker urged all railwaymen to join the society Mr. Dobson ably spoke on the Workman's Compensation Act, pointing out the benefits of the act. He hoped, with Mr. Norman, that they would increase in membership before the year was out.
THE RAILWAY REVIEW
26TH FEBRUARY 1904
BATTERSEA BRANCH
extracted from branch report
Meeting held on 19th instead of., with full attendance. A member reported that he had again started work after a week's suspension; another reported he was still suspended. The actions of the L.B & S.C. officials in excessively punishing numbers of men by suspensions, reductions in wages, and dismissals for the most trifling offence, and in some cases where no offence has been committed, is becoming scandalous. The men are all wondering who is to be the next to have a trumpery charge brought against them for the purpose of suspension or reducing their wages. Every member off duty should attend next meeting, when the question of taking some steps to remedy this state of things on the L.B. & S.C. will be considered.
THE RAILWAY REVIEW
4TH MARCH 1904
BATTERSEA BRANCH
extracted from the branch report
The usual meeting was held on the 26th ult., with a crowded attendance. The case of excessive punishment of two members (driver and fireman) on the L.B. & S.C. is also to be taken up, and the secretary was instructed re strengthening our position in this case, as it effects the whole of the loco. staff on the L.B. & S.C.
THE RAILWAY REVIEW
18TH MARCH 1904
BATTERSEA BRANCH
extracted from the branch report
The usual meeting held on the 11th inst.
The Board of Trade Inspector's report read re the Peckham collision (23rd January 1904), and Bro. Coldbraw (driver) stated he had not accepted the punishment of being reduced to a fireman at 4s. 6d. per day which had been meted out to him by the company with the threat of dismissal if he did not improve as a fireman.
The members considered this a very excessive punishment and strongly condemned the threats of dismissal which are being freely dispensed with punishments to the men -- it is adding insult to injury. It was decided to hold a mass meeting of members of the A.S.R.S. and the A.S.LE. & F. to consider the punishment of L.B. & S.C. loco. men on the 20th inst. at the Mason Arms.
THE RAILWAY REVIEW
15TH APRIL 1904
BATTERSEA BRANCH
extracted from the branch report
Meeting held 8th inst.
The reply from local branch of AS.L.E. and F. re their co - operation in taking up a case of two of our members who have been excessively punished was read and discussed and the case adjourned until next meeting.
Battersea Branch report 22nd April
Meeting held 15th inst.
Letter from the A.S. of L.E. & F. again discussed and adjourned till next meeting.
THE RAILWAY REVIEW
6TH MAY 1904
BATTERSEA BRANCH
extracted from the branch report
Meeting held on 22nd ult.
Letter from the A.S. of L.E. & F. again discussed, and three members appointed to act on the committee to watch there interest of the members of both societies under the Federation Scheme. It was also unanimously decided that the secret should appeal to the loc superintendent L.B. & S.C. for a reconsideration of the punishment which continues to be inflicted upon two members.
THE RAILWAY REVIEW
13TH MAY 1904
NEW CROSS BRANCH
extracted from the branch report
The usual meeting was held on Thursday last, with a fair attendance. Bro. Charles Allison wrote accepting our invitation to be the representative for the district re proposed joint movement with the A.S. of L.E. & F. This gave every satisfaction .
THE RAILWAY REVIEW
6TH JUNE 1904
PURLEY BRANCH
extracted from the branch report
Meeting held on 20th ult., with a very good attendance. two new members (fireman & porter, L.B. & S.C.)
Railway accident on the
L.B.S.C.R.
West Croydon 4th July 1904
Involving Driver George Lyncoln & Fireman Henry John Windsor depot unknown
SEE SUB PAGE
ACCIDENT AND DISABLEMENT
1904
Brighton No.1 engine driver W. Elliott old age 1904, aged 65. Joined the Amalgamated Society of Railway Servants, on the 7th July 1889
THREE BRIDGES LOCOMOTIVE SHED
The Third (Transitional/Tank) Shed 1904
This was the so called ‘Tank’ shed nicknamed by virtue of the water tank which stood on top a long single road shed. The exit to the north was straight onto a 45ft turntable, which lay right at the apex of the Horsham branch’s divergence from the main line, with two roads accessing to a reversing siding beside the Horsham lines. While the second shed was in operation, the Horsham lines must have been frequently occupied by locomotives crossing-over between the two servicing points.
When the widening of the lines and the extension of the station commenced and claimed the space and site of the second shed, the ‘Tank’ shed stood in until completion of the new shed sited a few hundred yards further south on the east side of the main line and close to the Horsham line. It became the ‘Engine Shed’ as indicated in the 1911 O/S map (right), and was converted from dead-end to through pattern permitting access via the west marshalling yard. A spur ran beside the coaling platform, and locomotives stood overnight in two sidings close to the shed and in the new short sidings close to the shed and in the new short sidings emanating from the turntable. The new depot was probably brought into use about 1904.
Loco No. 38 ' Millwall' photo taken outside Three Bridges Loco Shed in 1904
LONDON BRIGHTON & SOUTH COAST RAILWAY 1904
Number of Enginemen within the L.B.& S.C.R. 630 (including Motormen)
Wages for Enginemen: 34 - 48 Shillings per week, working day 10 hours and Promotion according to needs of service.
Wages for Firemen; 21 -27 per week, working day 10 hours and Promotion after six years
firing service.
ACCIDENT AT WORK
2nd August 1904
Fireman Harry Houchin whilst in Tunbridge Wells, got onto the bunker to break coal, the shunter asked engine driver John Day to move the engine, and Houchin told him to go ahead whilst still on the bunker. Houchin's head was strucked by a signal bracket and he was thrown onto the ballast. Hochin acted contrary to the special instruction and is responsible for the accident. Day is also to blame for starting the engine whilst Houchin was in a position of danager.
THE RAILWAY REVIEW
5TH AUGUST 1904
ENGINE DRIVER JOHN JAMES HAYWARD
PORTSMOUTH BRANCH
Portsmouth branch regrets the death of one its best and loyal members, who was always ready to assist when a call was made to help, and we sincerely hope the widow and children will be rewarded for his efforts for belonging to our society, the A.S.R.S. Deceased, John James Hayward, 45, was an engine driver, and death was due to heart disease.
THE RAILWAY REVIEW
26TH AUGUST 1904
BATTERSEA BRANCH
extracted from the branch report
The usual meeting held on the 19th inst. A join mass meeting with the local branch of the A.S.L.E. & F. was agreed upon to be held on September 4th re loco. men's national conference. Will all locomotive drivers, firemen, and cleaners note date and attend? Bills will be out later.
PHOTOGRAPHER UNKNOWN
Derailment at Littlehampton 1904
THE RAILWAY REVIEW
9TH SEPTEMBER 1904
NATIONAL LOCO. MOVEMENT
BATTERSEA BRANCHES
A joint special mass meeting of locomotive men, held under the auspice of the Battersea Branches of the A.S.R.S. and A.S.L.E. & F., took place at the Masons' Arms, Battersea Park Road, on the 4th inst., at 8 p.m. A member of the A.S.L.E. & F. presided, assisted by an A.S.R.S. member in the vice chair. The chairman made a short statement as to the object of the meeting, and the secretary read the agenda which had been prepared by the joint committee of the two branches. The purport of the decisions were embodied in eleven resolutions:
That the men support the holding of a national conference of loco. men, also the adoption of a national programme for loco. men; that the delegates to the conference be selected at the branch meetings; that the national programme suggested by the A.S.L.E. & F. with the exception of the clause dealing with miles, which is to be struck out, and a further slight alteration in the words of the first clause.
A very successful and business like meeting was brought to a close with the usual votes of thanks.
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The loco. men movement branch reports
from around the country can be found on a separate page
THE RAILWAY REVIEW
30TH SEPTEMBER 1904
SMOKE NUISANCES
The L.B. & S.C. Company was fined £25 17s., which included costs in the 18th inst. for permitting smoke nuisances from locomotives at Victoria.
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A.S.L.E. & F. PROPAGAMDA WITH A.S.R.S. FUNDS
Sirs, -- Is it customary when joint meetings in connection with the locomotive men's national movement are held for the speaker on behalf of the Associated to occupy his time in advocating the claims of his society? I ask this because a meeting was held here at Leicester last, Sunday, and our speaker occupied about 40 minutes, and pleaded for the men to support the above movement and to join a Trade Union without in any way advocating the specific claims of the A.S.R.S. But when the speaker for the Associated poke he occupied his whole time in pleading for his own union, and said it was the duty of locomotive men to combine among themselves to improve the conditions before they joined other grades. He also found fault with our almanack, with Mr. Bell on the North Wales Quarry's engine. If it is right for one speaker to advocate the claims of his particular union at a meeting that has been brought about by the moral and financial support of two branches of another society then it is right for the speaker on behalf of that society to advocate its claims. If this is to be the course adopted is there likely to be peace and harmony at such meetings?
Your, etc.
A.DRIVER
Railway accident on the
L.B.S.C.R.
Cocking Friday 9th September 1904
Involving Midhurst Driver William Dale & Fireman unknown
THE RAILWAY REVIEW
7TH OCTOBER 1904
AN EIGHT HOUR DAY
For some years now there has been put forward the ideal of achieving an eight hour day for railwaymen. Even so far back as 1893 at Glasgow an eight hour day resolution was adopted, which was renewed again at the Manchester Congress in 1895. That the resolution has remained an ideal is due to many causes, social, economic, and political. The agitation has been renewed during the last two or three years with some vigour, and the demand has received considerable momentum from the driving force of circumstances which recent changed have brought about. We have taken the trouble to ascertain the opinion of practical men on the subject -- men working under the changed conditions and capable of forming an unbiassed judgement -- and we have met with but one answer. An eight hour day is the only remedy which will meet the changed circumstances brought about by the introduction of larger engines and wagons of greater carrying capacity. The increasing intensity of the work, the greater strain and responsibility of the service, the undoubtedly added manual and mental exertion all combine to make the demand at the present time equitable, righteous, and just. Whatever may have been the case in the past the arguments today in its favour are irrefutable. The times are ripe for translating the ideal into the actual, for converting the vision into reality, and for materialising the aspirations of the workers on our railways in regard to this most desirable reform. Whatever be the means adopted, pressure on the employers by Trade Union effort or a united and determined demand for the Eight Hours Bill which is now the Congress, all the energies of the members of the various railway unions should be concentrated on this end, and in order to obtain it we again emphasise the necessity for absolute unity on the part of all the men, the putting on one side of gradeism and jealousies, and the setting on the face forward with practical unanimity towards an "eight hour day" as the goal.
The reform is practical and just. Let us get this firmly fixed on our minds at once. We have shown from time to time in these columns what has been the effect upon work and wages by the changes of the last four years. Up to 1899 promotion was easy -- a large number of men were taken on and they had chances to rise -- the position of engine driver and guard was an expanding quantity. Each year as the traffic grew, more of the higher positions had to be created and old ones filled, so that men had something to look forward to. Between 1881 and 1901, according to the census returns, engine drivers and firemen increased by 200 per cent. and guard by 100 er cent. It is not so now. Before another census return, unless a change takes place such as we are advocating, there will be a very large number less, the process of reduction of numbers is going on with startling rapidity, and is only being delayed by short time working and the non-filing up of vacancies. These are not mere hypothetical statements. According to the census returns referred to there were in 1901 in England and Wales 66,135 engine drivers and stokers, say, in round figures, 33,000 of each. From the Board of Trade returns we learn that in 1903 the various railway companies owned 22,385 locomotives. That gives 1 1/2 sets of men to each engine. Each engine runs on the average, in round figures, 18,000 miles per year, In 1903 there was a decrease in the freight train mileage as compared with 1902 of 10,000,000 miles. That means a decrease of 832 sets of men required for the whole of that year in the traffic department, although 7,000,000 toms more merchandise was carried. Between 1900 and 1903 the actual decrease in freight train miles was 20,000,000 miles or 1,700 sets of men, while had the same methods been in vogue as in 1899 2,350 more sets of men would have been required than were actually needed. Is there any wonder that men are working short time, that promotion is blocked, or that men are actually being reduced? As an off set to this, there is, of course, a slight increase in passenger mileage, but with the increased power obtained by the larger engines and cessation of double running to a large extent, it is doubtful if one does much more than cancel the other. This excess of men over the requirements for the ordinary day of ten hours shows that the demand for an eight hour day is the only solution of the difficulties, and stamps the reform as a practical and just one. The men are there to meet the requirements. It is not now a question of lessening unemployment outside the service, but of preventing it inside.
Again as to the cost, one of the commonest economic fallacies is that a reduction of hours necessarily increases the cost production. Experience has proved this is not so. That it would in the ordinary course have that effect upon railways to some extent may be admitted, but in the present circumstances there are other factors to be taken into account, which minimise its effect. There are the savings which are being made by the larger engines and bigger wagons -- savings which, according to the prophesies of railway chairmen and others, are but in their infancy. Up to the present the whole of these savings have been appropriated by the companies. The men have not only not received anything -- they have had less wages to take home and less regular work to do -- but while working their work has been of a more arduous and intense kind. How great these savings have been is shown from the fact that in four years the North Eastern increased its earnings by 34.7 per cent. on freight, and actually ran 4,688,000 miles less to do it. The men suffered -- the Company gained. The Great Northern increase from the same cause was 27 per cent., with a saving of 2,626,000 miles, and other companies in proportion, as may be seen from the figures wee have previously given. The savings occur in two ways -- more work is done and more receipts are given -- less miles are run and less wages are paid. Hence the necessity for the justice of the plea for an eight hour day. In the locomotive department, notwithstanding an increase of 4,000,000 in passenger train miles and of 7,000,000 tons of freight -- £39,000 less was paid in wages in 1903 as compared with 1902, and the men who actually did the work, worked ever so much harder to get it. It is these things which go to show not only that an eight hour day is economically possible also. Last year profits increased by £698,000 as compared with 1902, while the wages of loco. men were £30,000 less. Most of the illustrations and arguments have been taken from the position and point of view of loco. men, but they apply also, though with less effect, in the case of the other grades. In each case the men have been the sufferers -- the companies have been the gainers -- and the only plan by which a just division of the increasing gains can be struck is by a reduction in the hours of labour.
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ENGINEMEN'S CONDITIONS
The Daily Chronicle of 29th ult. contained a letter from a railway engine driver drawing attention to the dangers arising from the new methods of railway working owing to the terrible strain imposed upon the enginemen by the enormous engines and the long non stop runs. He repeats what has been published in our columns times without number, and after column upon column off ur space has been devoted to the exposure of the conditions of enginemen and the great danger involved by the altered workings, there is no necessity to reproduce the remarks. The Chronicle communicated with the managers of the chief railways and obtained from them telegraphic replies, which were published in the issue of 30th ult. These are the replies:-
MIDLAND. -- The statement made could not possibly apply to this company. No such strain is placed upon the men, and no complaint whatever has been made.
LONDON, BRIGHTON, AND SOUTH COAST. -- No condition such as you mention apply to this railway.
GREAT WESTERN. -- No foundation whatever for statements made so far as the Great Western Company is concerned.
LONDON AND NORTH WESTERN. -- Had no knowledge of case named in your telegram, or any complaint of the kind from this company's men.
GREAT NORTHERN. -- We have not one single complaint from any of our drivers or firemen who are working either express or our heavy goods trains. There is no foundation for the communication made to you.
GREAT CENTRAL. -- No truth in the statement so far as the Great Central is concerned.
NORTH EASTERN. -- There is nothing whatever in the working arrangements of the North Eastern which involves undue strain on their enginemen or undue risk to the public.
LONDON AND SOUTH WESTERN. -- The conditions do not apply to this company.
GREAT EASTERN. -- There is no foundation for the statements made by the driver, and the public need be under no apprehension.
After the institution of a national loco. movement, after almost every section of the daily, weekly, and technical press has drawn the attention of the public time after time to the circumstance given prominence by the Daily Chronicle, after every loco. centre in England has held its meeting of protest, meetings reported in the local press, after the Railway Engineer has stated that the limit of physical endurance for loco. firemen has been reached, railway managers are still oblivious to any cause for complaint. Their replies are beneath contempt, and the least thing any of them with the slightest regard for personal honour could do was to have kept silent. Our report of the Annual General Meeting of the A.S.R.S will be a sufficient answer to all of them, and as a good many of them read the Review more diligently then the men, perhaps they will carefully read the report and make themselves acquainted with what is happening on their own lines.
Derailment between Cocking and Singleton
Friday 9th September 1904
Midhurst Driver William Dale
PHOTOGRAPHER UNKNOWN
D1 Class Tank No. 239 ‘ Patcham’ worked by Midhurst driver William Dale, came to grief on Friday 9th September 1904. It was returning from a Midhurst to Singleton freight working when it left the rails for no apparent reasons, taking with it an open truck, box van and guard’s van, between Cocking and Midhurst (Cocking Causeway - 1 mile north of cocking, having just passed over Park Lane Underbridge). It was finally lifted back onto the rails two days later, on Sunday 11th October 1904 it was re-railed by steam cranes from New Cross (No.17) and Brighton (No. 16).
PHOTOGRAPHER UNKNOWN
ACCIDENT AT WORK
4th November 1904
Battersea engine cleaner Henry Branigan (aged 19) had finished cleaning an engine outside Battersea Engine Shed, when returning to the shed he stumbled over a turn over point lever. Although he was familiar with the position of the point lever, the cause of the accident was the lack of a fixed light by which the obstruction would have been exposed. A recommendation that the existing lamp should be moved and the points lever and any other obstruction should be painted white.
Railway accident on the
L.B.S.C.R.
London Bridge 18th November 1904
involving Battersea Driver William Tall & Fireman George Harris
& Driver Joseph Reed & Fireman Thomas Moody Depots unknown
SEE SUB PAGE
THE RAILWAY REVIEW
18TH NOVEMBER 1904
We regret to hear of the death of Mr. R.J. Billinton, locomotive superintendent of the L. B. & S. C. we know that this gentleman has been ill for a long time, saffron, we understanding, from cancer, so that the end is not altogether unexpected. The work which he has done for the Brighton line has placed him in the forefront of locomotive engineers, although he has not gone in for any of the special locomotive types such as have been introduced on other railways. He possesses a distinction, however, which is very rare among any but the older school of locomotive superintendents, and that is, that previous to his advent on the Brighton less than ten years ago, there was no such thing as a bogie engine of any type. Mr. Billinton followed to some extent Derby practice, and one can see Midland influence in his work, but otherwise he followed a line of his own, and his engines are reckoned as well suited for the needs of his railway. A specially noteworthy feature of his practice is the extensive use made of six coupled tank engines for all and every purpose. There is only one other railway, the L.&N.W., which had made six coupled engine its standard for passenger work as done by tank engines.
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BATTERSEA
extracted from the branch report
The usual meeting was held on the 11th inst., with a good attendance. A good discussion took place re unsafe working on the L.B. & S.C. by drivers and guards working long trains with only one guard, and having to of so far along the platforms at stations before they can get a signal to start owing to re bend in the road. This is specially dangerous in foggy weather. The secretary was instructed to write to the superintendent, Mr. Greenwood, upon this matter.
THE RAILWAY REVIEW
25TH NOVEMBER 1904
BATTERSEA
extracted from the branch report
Meeting held 18th inst., not a good attendance, probably owing to the of fogs. Reply from Mr. Greenwood, superintendent of the L.B. & S.C., re long trains being worked with only one guard was read. The following resolution and amendment caused a lengthy discussion, and resulted in the amendment being carried by 14 votes to 4.
Motion: "That this branch call the attention of Mr. R. Bell (general secretary) in presiding at a Liberal meeting at Camberwell on 20th ult., and to ask them if this was in accordance with rule and instructions as laid down by various A.G. meetings."
Amendment: "That this branch declines to interfere with Mr. Bell's action in presiding at a Liberal meeting at Camberwell. The last A.G.m. by their decision gave him a free hand politically. We are, therefore, of the opinion that no useful purpose will be served by an appeal to the Executive Committee."