THE END OF THE MOTORMEN GRADE

The Motorman grade of driver was abolished in 1961 and those Motorman where protected 
under the L211 arrangements which enable them only to work electric train duties unless they decided to give up their L211 status.

but continued as a steam depot until 14th June 1964

LONDON BRIDGE

21st JUNE 1961

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BLOOD & CUSTARD WEBSITE

On the 21st June, 1961, the 6.24 p.m. Epsom Down to London Bridge, arriving on platform 18, collided with buffer stops

HORSHAM

2nd JULY 1961

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BLOOD & CUSTARD WEBSITE

On the 2nd July, 1961, two Electric Multiple Unit Trains were involved in a converging collision.

BRIGHTON

19th SEPTEMBER 1961

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BLOOD & CUSTARD WEBSITE

On the 19th September, 1961, the 11.28 a.m. Victoria to Brighton was involved with a converging collision with the 12.30 Empty Coach Stock from Lover’s Walk to Brighton

LITTLEHAMPTON MOTORMAN

FRANK MILLER

Seniority 17th June 1912

LOCOMOTIVE JOURNAL

SEPTEMBER 1961

Sir, Where Toram Beg carried out his investigations, only he knows. What I know is that he didn't carry them out at such termini as Charing Cross, Victoria or London Bridge, because I am certain that had he done so, he would be altering his tune.

Has he ever tried to push his way through a milling mass of passengers from two trains alighting on the same platform?

Has he tried to walk alongside the train (8-car) and to negotiate 60 or 70 doors open in his path and dodge the door suddenly opened in one's face? If he had he would have known  this tends to destroy the two minutes walking time that he so plausibly states.

Surely work study doesn't tolerate the ignoring of the Rule Book and ElectricTrain Instructions, such as making a brake test, or testing the dead man; these are rules to be practised every time one changes ends or takes over a new train. Then there is making up a stencil for the headcode and  replacing in headcode frame. Then the tail lamp, and the brief but important conversation with the driver one relieves. regarding train defects. etc.All these things add to the time.

The statement by D. K. Pullen, experienced as a practical Train Driver (Electrics) is one that the fraternity of Southern Region men will agree with wholeheartedly.

J. Whiley, 

Assistant Secretary, London Bridge

LOCOMOTIVE JOURNAL

SEPTEMBER 1961

LONDON BRIDGE

IN spite of the holiday season our August meetings proved both interesting and lively gave a special welcome to Bros. Monty Renshaw and Frank Saunders, Sectional Council Members. Monty was present to give a report on Sectional Council and we were so pleased to see Frank back again after his bad illness.

Members were pleased to hear the results of the ballots in which Don Pullen has again been chosen to be our E.C. representative, and our Chairman, H. Bagilhole, elected as Delegate to the 1961 Labour Party Conference.

In response t o the circular dealing with the 10 per cent Wage Increase application, the E.C. was unanimously urged to press our claim, despite Selwyn Lloyd's statement for a standstill on wage increases. Monty's report on the enlightening and appreciated, drawing seen questioning from the floor.

The report on the new L.D.C. set-up drew the exact opposite in the shape of heated criticism, our members leaving our Sectional Council members with no doubts that we consider the new Depot representation an unnecessary and retro-grade step against effective trade union organisation. Protests are being submitted.

Bro. Williams will be giving his A.A.D. Report next month. Come along and get acquainted with official policy, Brothers !

H. Bagilhole 

Chairman

LOCOMOTIVE JOURNAL

SEPTEMBER 1961

KEEPING IN TOUCH

with Don Pullen

ONE of the most remarkable things about the infamous Promotion, Transfer and Redundancy Arrangements is the fact that the slightest alteration always designed cautiously and with the best possible motives immediately promotes chaos on top of utter confusion.

Why on earth the briefest possible reference to staff representation (in the recent document tying-up the deletion of Clauses 22 to 26) should prompt everyone to believe there had been wholesale changes in the Machinery of Negotiation is quite beyond me.

Appendix 1 of this Machinery says as clearly as it is possible to say, what shall govern the setting up of L.D.C.'s. the manner in which representatives

shall be elected, the f u n c t i o n s of such committees, etc. There has positively been  no change in this arrangement. All that has happened is that the grade of Motorman has gone out, and that we are no longer lumbered with dual and electric links.

TURMOIL

Staff have always had the right to group under one Shed Master to form a full L.D.C. if they so desire. This arrangement never applied to Motormen, but now that we have no such grade everything should be straight-forward. No longer any need of special Regional concessions from Management to cover peculiar circumstances. One would have thought the change would have been most welcome 

Yet on the Southern Region at this point in time things are in a real turmoil. We are threatened with the carving-up of a system of staff representation which has proved its worth among electric train drivers for a longish time. It is difficult to believe that management really want to so divide the staff that more than double the number of representatives will be needed. Imagine the position at times of roster scrutinies, etc., when there will be more men at the roster offices than out on the trains! Seems as though some hurried re-thinking is now necessary in high places....

While on the subject, let's say a word about the passing of the dual links. No tears, no regrets, no ashes and sackcloth among the staff on the Southern. All we ask is that these offending links shall be sunk completely and without trace.

If anyone should harbour the notion that dual links can still survive in some other garb, ;et them have another think. Dunghills under any other name still offend the nostrils. Those of us who sat through the years of negotiation on the abolition of the dual system will take most unkindly to any suggestion that it should be perpetuated.

The designation of Supply Depots in cases where electric depots are so small that it is unreasonable to claim that they should be self-contained is one thing; for anyone to attempt to argue at this late stage the wholesale establishment of Supply Depots merely a resurrect dual links is quite unreasonable and unrealistic.

ABOARD FOR A RIDE INTO THE PAST

extracted from the Evening Argus 09th October 1961

Bert Griggs (seniority 12.01.1920) & Albert Newman

LOCOMOTIVE JOURNAL

NOVEMBER 1961

PUTTING BACK THE CLOCK

Thursday, October 12, 1961, will go down to history as a notable date in the long record of railway labour negations.

On that date at the Railway Staff Joint Council and British Transport Commission not only rejected our pay claim, but did so on the grounds which in part can only be described as sensational. In addition to advancing arguments on familiar lines, they also made it perfectly plain that they did not intend to be bound, in these or in future negotiations, either in detail or in principle, to the relativity with outside industry laid down by the Railway Pay Committee of Inquiry so far as wage rates are concerned. As the "Daily Telegraph" bluntly put it the following morning: " The British Transport Commission has abandoned the principle of comparability, embodied in last year's Guillebuad report on railwaymen's pay."

For many long years this Society has consistently laboured to restore to locomotiqemen's standard pay rates a fair and reasonable with other rates aid both within and outside of the railway industry. Over and over again since 1947, in negotiation within the industry, at Courts of Inquiry, and at a whole series of hearings by the Railway Staff National Tribunal, we have sought to restore our member grades to their rightful position in the general wages pattern of British Industry as a whole. The effect of the Guillebuad Committee report of 2nd March, 1960, whatever its shortcomings, was at least to vindicate in principle the contention which we had pressed for so long a period of time,

But now that is to say, at the tie of writing these notes a position has been reached in which the Commission do not merely refuse out reasonable claim, but, lo and behold, seek into the bargain to throw overboard a vital principle: to put back the clock; to take away something which had already been established and achieved.

It would be folly to minimise the gravity of such a situation if allowed to persist. We trust that not only the Commission but the Government also will give it the most serious consideration with a view to second thoughts because in an affair of this kind the whole basis of the relations between management and staff is involved.

Regarding our two further claims, seeking certain amendments in detail to the post Guillebaud arrangements, viz., for the abolition of classification of Drivers, and for readjustment of the Fireman's rate in relation to that of the Guard these were also declined by the B.T.C. In so doing, surprisingly enough, they cited the Guillebuad Report as supporting, in their view, the negative reply.

These notes can fittingly be closed by quoting from the concluding section of the circular which on behalf of the Executive Committee was issued to our branches following the refusal of our claims at R.S.J.C. level:-

"We are under no illusion and desire members to be perfectly clear with regards to the arduous nature of the talks before us. In discharging that task we confidently count on the loyally of the membership. We would direct attention to the very important part which can be played by our branches in making a special onslaught upon non-unionism wherever it exists, so as to ensure that the hand of the 'Associated' is at maximum strength in the critical time ahead. In this respect we rely with confidence upon your hearty co-operation." 

LOCOMOTIVE JOURNAL

NOVEMBER 1961

PORTMOUTH (1)

At the September branch meeting we had a very memorable evening, being honoured by a visit from the General Secretary and the President of the E.C., who were in Portsmouth for the Trades Union Congress. The attendance was not worthy of the occasion, but I am sure that those members who gave up these couple of hours were more than pleased.

During his address, Bro. Evans  wished a long and happy retirement to Bro. A. ("Jack ") Elston, who recently retired after 17 years as Branch Secretary.

We had a first-hand report from Bro. J. Simons on items that have the immediate attention of the E.C.. and we as a branch know that the future of our "Associated" is in good hands.

The branch has had its share of visitors during the past few weeks, namely. Bros. D. Pullen and W. Cleaver, and I am glad to say that although the dispute which occasioned these visits was of a very serious nature, it was resolved with great satisfaction to our members.

Don't forget to keep the "nons" in mind.

Branch Reporter

LOCOMOTIVE JOURNAL

NOVEMBER 1961 

LONDON BRIDGE

At our September meetings, members welcomed "home" a former member of our Branch ("Billy") Williams, who attended to give his report on the 1961 A.A.D. With branch business kept to a minimum. Bill had the floor on each occasion for over two hours and treated us to a very lively and interesting report.

His quick-fire references to many details was evidence of a job well done at Conference, a fact acknowledge with acclamation in endorsing the votes of thanks.

Another good evening, well spent by the supporters of an active Branch.

On a sadder note, members will join with us in our genuine sympathy for Bro. Jim Philpot of Addiscombe in the sudden death of his wife. A tragic blow to such a young family.

H. Bagilhole

Chairman

LOCOMOTIVE JOURNAL

DECEMBER 1961

THAT TRANSPORT BILL

The Government Bill for the reorganisation of the nationalised transport undertakings, published last month, follows in the main the proposals outlined a year ago in the White Paper.

The British Transport Commission is to disappear. Nationalised transport is to be run (with a greatly increased amount of  commercial freedom) by separate Boards, Controlling respectively (1) British Railways, (2) London Transport, (3) British Transport Docks, (4) Inland Waterways; and a Holding Company covering commercial activities such as road freight, shipping services, road haulage, bus operation, and travel agencies.

The proposal in the Bill for hotels varies form that put forward in the White Paper; insisted of going under the Holding Company, the hotel property of the B.T.C. is to be taken over by a hotel company of which the shares will be held by the Railways Board.

The Bill requires the Railway Boards "to provide railway service in Great Britain and, in connection with provision of railway services, to provide such other services and facilities as appear to the Board to expedient......" It is proposed that the Board shall appoint (with the approval of the Minister of Transport) the members of six Regional Boards which are to set up under the Bill. The Regional Boards will be concerned with operating and management duties delegated to them by the central Board.

So far as labour negotiations are concerned, it is laid down (clause 70) that the Railway Board (and the other three Boards) must, "except as they are satisfied that adequate machinery exists," seek consultation with the appropriate organisations with a view to establishing and maintaining agreed machinery of negotiation.

Specially noteworthy proposals are for the removal of the obligation on the railways and on the inland waterways to act as "common carriers"; for the railways to have freedom (outside the London Passenger Transport Area) to price fares and rates; and for permission to the railways to develop the land they own.

Important also are the intentions with respect to financial reorganisation. The amount of loss to be written off, given in the White Paper as £400 millions to the end of 1959, is now increased to £475 millions to the end of 1962. (Owing to depreciation of assets the the further figure of £800 millions which the White Paper stated would be put into suspense is now anticipated o have fallen to £650 - £700 millions.)

During the five years' period after vesting date the Minister is to have the power to provide aid from the Exchequer up to the limit of £450 millions for the Railways Board to meet revenue losses.

Such is the brief outline of the main proposals of the new Bill, a Bill which, although it begs the fundamental question, has certain features in its favour. We believe that the only true solution is that propounded by the Labour Movement the integration under public ownership of all forms of transport. The best that can be said about this Bill is that, from its authors' own angle at least, it makes a more realistic approach to the economic morass in which the industry has floundered for so long. 

Parliamentary debate on the measure can serve a useful purpose if it keeps to the fore the important issue of how far railway operation should be governed by commercial considerations and, on the other hand, the extent to which it should be considered as a social service.

----------

FORTY TWO HOUR WEEK

Since my notes were written for last month's "Journal," a Head Office circular (No.94/1961) has been issued to branches, giving further information about the highly regrettable and continuing delay in the implementation of the 42 hour week. That circular made our membership aware that this matter has now been referred by the Executive Committee to the Railway Staff National Tribunal the ultimate stage in the Machinery of Negotiation. An early meeting of the Tribunal to hear our submissions is anticipated.

As long ago as last April the B.T.C. indicated at the Railway National Tribunal Council a qualified  acceptance of the principle of a 42 hour week for wages staff qualified, because they insisted on a joint Working Partying set up by the R.S.N.C. to examine how the shorter working week, if conceded, should be applied so as to ensure its efficiency and economic application.

In the deliberations of the Working Party, renewed difficulty ("difficulty" is a mild way of putting it) has been met with. Our policy at the successive meetings which have been held has been designed to secure the application of the principle by means of an additional Rest Day per month.

The B.T.C. on the other hand, stating that there must be "flexibility" in regards to rostering, have insisted that at a substantial percentage of depots the principle should be applied on the basis of eleven terms of 7 hours 38 minutes per fortnight.

For our own part we have maintained our attitude, we feel the adoption of our policy would ensure the most effective provision of increased leisure, which is the whole objective in shortening the working week.

And so "failure to agree" is the result as far as R.S.N.C. is concerned hence the reference of the Tribunal. Obviously one can make no prediction as to what the Tribunal will be. What can be said is that in our advocacy before that body we shall do our utmost, as we have done throughout the deplorable ongoing drawn earlier stages, to uphold the best interests of the men whom we represent in relation to this most important matter.

GIPSY HILL

19th DECEMBER 1961

EXTRACTED & ADAPTED FROM 

BLOOD & CUSTARD WEBSITE

On the 19th December, 1961, the 10.40 a.m. Victoria to West Croydon, was hit in the rear by the 10.45 a.m. London Bridge to London Bridge service whilst being held at Gipsy Hill's home signal.

accreditation © Mark Stothard https://msp.im

Brighton built BR Standard Class 4MT  80065 on shed at Brighton loco