A.S.L.E.&F.'s 

NATIONAL STRIKE OF 1955

The reason for the A.S.L.E.F National Strike of 1955 lay behind the wage increase by the 
Transport Commission. A.S.L.E.F. felt that this offer of between 9% for the lower Footplate 
Grades to only 1% for the higher had eroded differentials between Enginemen and Motormen and other Railway Grades. After protracted negotiations led to no agreement being reached the National Strike was called for from midnight on Saturday May 28th.

The Chairman of British Rail Southern Region Area Board stated that out of 1000 Motormen employed only 42 had reported for Duty. The N.U.R. did not support the Strike but very few Enginemen or Motormen were in that union.

At Brighton on Whit Monday only 12 Trains ran all day to and from London only a fraction of what would normally been the case on a Bank Holiday.

The Strike lasted for 17 days being called off after The Transport Commission agreed that there was a case for higher rewards adding 2 % for the higher grades of Enginemen and Motormen.

The Strike had been backed by almost 100% of A.S.L.E.F. Members. On June 29th the very few who had defied the call to strike were expelled from the union by the Executive Committee.   

Extracted and adapted from

Tunbridge Wells Branch Meeting

Sunday April 24^th 1955, at 10.45 a.m.

at the Welfare Rooms, Central Station.

Bro C.R. Cornford presiding

Members present Bros. R. Cornford, V. Rumley, R. Sulivan, K. Savage, A. Brooker, 

R. Bridger, F. Bone, L. Evans,W. Wareham, K. Cavie G. Howis, W. Gent, W. Ovenden, 

A. Dodwell, F. Robinson, B. Gower, D. Nye & D. Ward

Strike Action

In view of the impending strike action called by the Executive Committee arrangements  were to be made to hold strike meetings in the Wheatsheaf Hall, Victoria road. Morning and evening meetings on Wednesday 27^th April and if need be on Sunday morning and evening April 30^th 1955.

Strike Committee

Proposed R. Sullivan seconded K. Cavie – 

Bros. Cornford, Russell, Robinson, Wareham, Brooker, Rumley & Savage. 

Unanimous

Picket Points 2 men at each point, main entrance, Bates Yard, Show ground Gates, and Top Gates.

Extracted and adapted from

Newhaven Branch Meeting

Sunday April 29th 1955

Extracted and adapted from

Tunbridge Wells Branch Meeting

Sunday May 15^th 1955, at 10.45 a.m.

at the Welfare Rooms, Central Station.

Bro A. Brooker presiding

Members present Bros. A. Brooker, C. Russell, V. Rumley, R. Bridger & K. Cavie.

The Vice Chairman Bro. A. Brooker opened the meeting by asking the Secretary to read the minutes of the previous ordinary branch meeting.

Proposed V. Rumley seconded K. Cavie they were a true record.

The Special Strike meetings minutes held on Wednesday 27^th April 1955 were taken as read.

New Membership G. Reeves submitted an application for membership form and was accepted by the meeting. The Secretary informed the meeting that the membership was now 91. Bro. V. Rumley moved and R. Bridger seconded a vote of congratulations on the Secretary for the new he had obtained since taking over his duties.

Branch membership for February 1955 for the T.W.W. branch was entered at the District Council meeting was:-

OURS 86, N.U.R., 11, NONS 1, POLITICAL 85.

Extracted and adapted from

Newhaven Special Branch Meeting

 May 27th & 28th 1955

Joint meetings were held with the Seaford Branch at the Labour Club, Newhaven, to finalise arrangements for the strike.

It was agreed to have pickets on the Gate on Sunday morning 29th May 1955 at Newhaven Loco. and that no further pickets would be necessary. Members would then meet daily at Labour Club, between 10 a.m. and 12 noon except Whit Monday. 

Pickets were. 

Bros. J. Lower, W. Lipscombe, J. Giles & C. Wickenden.

During the 1955 strike we only had two come into work, one of them was my driver, on the 
Saturday night I asked him if he was coming in, he said yes, I said goodbye Alf, and that was the last time I spoke to him except on duty, and that was not social vocabulary! The other was an N.U.R. man, he didn't last long after!

LOCOMOTIVE JOURNAL

STRIKE ISSUE

JULY 1955

ASSOCIATED SOCIETY OF LOCOMOTIVE

ENGINEERS AND FIREMEN

To Footplate Staff and Motormen This booklet is being issued to every man in the line of promotion on British Railways. It presents a concise summary of the facts relative to the recent historic strike of Locomotivemen when, at the call of the Executive Committee of the A.S.L.E. & F., our fraternity gave from first to last so united and telling a display of craft solidarity

and Trade Union loyalty. By their overwhelming response to that call the Loco. staff and Motormen vindicated and safeguarded a principle of supreme importance to their well-being the principle of " differentials " whereby skill and responsibility are given due recognition within the

wages structure. The pages which follow will well repay careful and earnest perusal. Moreover you are counselled to keep the booklet by you, as a sober factual retort to any attempts, from whatever quarter, to minimise either the immediate concrete gains which resulted from our dispute, or -vitally important from the standpoint of the future- the splendid manner in which the loco. fraternity signalised and upheld its craft status at a most critical point in the history of our calling.

JULY 1955

The successful defence of a principle concerns all trade unionists and all those who value fair dealing and economic justice. 

The 17 days between midnight May 28 and June 14, 1955 are of vital interest to the trade union movement. During that period, 70,000 members of the Associated Society of Locomotive Engineers and Firemen were on strike in defence of a principle. 

From the first this was clearly understood by the footplatemen and Motormen; hence their magnificent solidarity and the support they received from sympathetic members of the National Union of Railwaymen. 

But for many others the real issue was obscured. Great play was made of matters that had no bearing on the principle involved. There was a hunt for scapegoats. Public attention was largely focused on its own immediate interests.

Now that the poison cloud of propaganda has lifted, the facts can be set forth. They tell a story of struggle and of victory after the longest strike in railway history.

It is a story of which the "Associated " are proud.

Let the record now speak for itself.

WHY STRIKE ACTION?

The principle involved was embodied in Railway Staff National Tribunal Decision No. 16. 

The background of the decision must be understood if the importance of this victory is to be grasped. 

In 1947 and 1951, independent Courts of Inquiry had laid down the need to restore adequate differentials, but nothing tangible emerged from the subsequent discussions. 

The principle in question was recognised for the first time by the British Transport Commission after the strike threat in December, 1953, when it was agreed to make an extensive review of the wages structure, special reference being made to the question of giving "added incentives including differentials in desirable cases."

Ultimately, the B.T.C. made a final offer, granting a maximum increase of 6s. 6d. to top rated drivers. The " Associated " was not prepared to accept the offer. 

After overcoming N.U.R. objections on the matter of procedure, the Society eventually forced the issue to the R.S.N.T., with the object of obtaining satisfaction on our claims or, failing this, to place ourselves in a legal position of being able to take strike action to enforce our just demands. 

The result was Decision No. 16. This decision, won by firm resolve and action on the part of the " Associated," accepted substantial adjustments of the differentials, and its tremendous value to locomen is well known to our entire fraternity. 

Within a matter of days the N.U.R. repudiated their agreement in respect of other conciliation grades and, following a Court of Inquiry, obtained a further agreement in January, 1955, which broadly conceded to them the 15 per cent demanded in 1953. 

The effect of this was to distort yet again the relative rates of the loco. grades, as was, in fact, recognised by the B.T.C. themselves, who entered into discussion with us regarding the matter. 

In due course they made an offer, ranging from 6s. 6d. weekly for the adult cleaner to 2s. 6d. weekly for top-rated drivers; this was the maximum proposal that could be obtained. 

Take special note of this: the offer for the drivers coincided with what the N.U.R. had claimed, and, quite understandably, was acceptable to that Union.

THE STRIKE ISSUE WAS THEREFORE A SIMPLE AND STRAIGHTFORWARD ONE. IT WAS not A WAGE APPLICATION. IT WAS DESIGNED TO ENSURE THE retention OF THE PRINCIPLE OF DIFFERENTIALS WON BY THE SOCIETY AS A CONSEQUENCE OF DECISION No. 16.

This, too, must be noted: in spite of the emphasis on differentials in the 1953 agreement, the N.U.R. clung to their policy on a broad 15 per cent. basis. Ominously, the B.T.C. offer followed the same line, despite their recent acceptance of Decision No. 16.

It was then that the " Associated " took its stand for the defence of the principle.

We could not allow the wages of footplate staff to be so determined.

THE BIG GRAPPLE

The footplatemen's immediate response to the fundamental issues involved was proof that they grasped what was at stake. The strike call was magnificently supported.

The Society's members, and many of their N. U.R. colleagues, never wavered in their determination, throughout the i7 days strike, to see the matter to a victorious

conclusion.

But as soon as the strike began, other and more complicated issues were raised.

Within a few hours, the Prime Minister went to the microphone and broadcast to the nation. His speech did nothing to clarify the principle involved.

Then the Government invoked Emergency Powers and clearly showed their hostility to the Society's action and to put it mildly their indifference to the just demands of the footplatemen.

Crisis point was reached when it was announced that no negotiations would be opened under duress.

This announcement involved the Society on a principle of fundamental importance to the whole trade union movement.

PHASES OF THE STRIKE

The strike period fell into two distinct phases.

During the first week, no attempt was made by the B.T.C. or the Government, to open negotiations between the " Associated " and the B.T.C. that would prepare the way for a settlement.

The object of this designed stalemate was clear: to discover and exploit any possible weaknesses in the Society and its membership. This futile tactical move was not abandoned until the strike was in its tenth day. Then the Trades Union Congress produced a formula to get negotiations started.

T.U.C. intervention undoubtedly caused the opposition to change their attitude and initiated the second phase. On the 12th day of the strike began the big grapple which was marked by intensive negotiations and hard bargaining.

With regard to basic rates, the Society were faced by an inflexible attitude on the part of the B.T.C., who, learning nothing and forgetting nothing, stuck to their old ground by rejecting any increase at all. The Commission did, however, as a result of our stand, abandon an obnoxious attempt which they had previously made to reintroduce classification; and they now merely confined their offer to an extension of mileage payments.

This offer we recognised to be of present and potential value to a large proportion of the Society's membership; moreover, we extracted a guarantee that the nature of the Commission's proposals in this connection would be improved in immediate negotiation.

THE ACID TEST

So far so good; but the main issue was yet to be joined.

Cash increases were to be an acid test. The B. T.C. refused even to discuss them until the strike was lifted. The Society, on the other hand, were equally determined not to call off the strike until a cash advance on the basic rate was guaranteed.

Deadlock ensued.

It was partially broken when the B.T.C. finally agreed that the rates of pay of drivers should be improved, but they were not prepared to state a figure.

So once again the clash of wills produced stalemate. The Society could concede nothing here, and for a time it looked as if negotiations would be merged into the old conundrum of what happens when an irresistible force meets an immovable object. But the problem was solved by a suggestion that, in order to break the deadlock, a referee of unquestionable integrity should be appointed, to whom the B.T.C. would state their figures.

The Society would then be able to argue the footplatemen's case before him and enable him to determine the appropriate rates.

When the rates had been thus determined, they would be binding on all parties and the strike would be lifted.

This was well as far as it went; but the Society were still concerned about the position of the firemen, which was not recognised and defined. Pressure was therefore exerted to secure recognition and, after sustained bargaining, it was agreed that the rate of pay of third year firemen should also be referred, on the same basis, to the referee, without, however, committing the B.T.C.

The importance of this solution of the deadlock will not be lost on the Society's members.

Note this: WHILE THE STRIKE WAS STILL ON, THE B.T.C. HAD CONCEDED THAT ALL DRIVERS, PARTICULARLY THOSE ON THE TOP RATE, SHOULD HAVE AN INCREASE. ALSO, THE TOP RATED FIREMAN'S WAGE WAS TO BE ARGUED BEFORE THE REFEREE.

Having obtained satisfaction on this vital principle, the Society voluntarily lifted the strike.

THE MORRIS AWARD

The Morris award did not concede the Society's claim in full. It did, however, maintain the fundamental principle of relativity. Strike action was taken to defend that principle. It therefore ended in a craftsmen's victory.

This fact has since been widely recognised within the trade union movement.

CASH BENEFITS

Negotiations on the extension of the mileage arrangements, which formed part of the settlement, have been speedily and satisfactorily concluded.

They have produced substantial cash benefits for a large section of footplatemen well in advance of the cash differences involved in the dispute.

This is another important aspect of the victory.

FOUNDATIONS OF VICTORY

To measure the Society's achievement fully, it is necessary to appreciate the strength of the forces aligned against our demands.

Never before has so powerful a combination of hostile interests been met and defeated. The outcome will certainly be a landmark in trade union history, for it is a resounding triumph for the craft basis of organisation.

It was made possible by the economic power of the Society and the loyalty and solidarity of our fraternity. To both must go the credit for an achievement whose full importance will be grasped as time goes on.

The " Associated " has proved beyond any shadow of doubt that they, and they alone, adequately represent footplatemen.

The Society's determination secured, in the R.S.N.T. Decision No. 16, a substantial improvement in differentials, and its unwavering resolve, backed magnificently by the solid strength of the rank and file, routed the strenuous efforts of the B.T.C. to nullify the improvement gained and once more to close the gap.

The attempt to impose the obnoxious feature of classification has been forcefully rejected.

Despite all attempts, during the negotiations, to widen the form of representation, the Society stood firm and had its way.

The N.U.R's efforts to intrude were frustrated, and the settlement was confined to the Society and the B.T.C.

Mark, also, the fact that that the Government refused to influence the B.T.C. in their refusal to negotiate while the strike was still on.

The Society won this trick also. They not only had negotiations but forced a settlement which guaranteed a cash increase-while the strike was still in progress.

Moreover, the cash settlement maintains the differential position and is supplemented by substantial monetary benefits, ranging up to 24s. id. over an 88-hours fortnight for top rate drivers and 20s. 6d. over a similar period for top rate firemen, arising from the extension of the mileage arrangements and improvement obtained in the existing agreements.

THE FUTURE

The Society is proud of the record set forth above. We look upon it as a battle won and an earnest of future progress.

We have no doubt that the craft solidarity, the loyalty and determination displayed throughout the struggle will reap further benefits in future negotiations.

ABOVE ALL, IT HAS BEEN FIRMLY DEMONSTRATED TO ALL CONCERNED THAT THE ASSOCIATED SOCIETY OF LOCOMOTIVE ENGINEERS AND FIREMEN ARE THE VOICE OF FOOTPLATEMEN AND THAT THEY ARE UNSHAKABLY RESOLVED TO PURSUE THEIR CONSISTENT POLICY TO MAINTAIN AND IMPROVE THE STANDARDS OF FOOTPLATE STAFF AND MOTORMAN