3rd JANUARY 1964


On the 3rd January, 1964, the 9.40 a.m. Ore to Brighton service derailed when departing Hampden Park  derailed on the crossover at 10.18 a.m.


Horsham Loco Driver Rodney Burstow (15.10.1945) at Preston Park waiting to go light to Three Bridges, a gap just after leaving the loop, controller wide open second man pushed back in seat, wondered what was happening when juice regained!


Horsham steam depot was closed on the 27th January 1964 and became a Mixed Traction depot.




Portsmouth (1) wishes to extend best wishes to all readers for 1964.

The well attended December branch meeting resolved that in the event of the E.C. not recognising the anomaly regarding “Driver not entitled to an 8b move,” then a member of the E.C. be requested to attend this branch, and explain to the drivers affected why they are left in this most frustrating position.

Among the new Branch officers elected for 1964 was Bro. Ron Chick (vice chairman), and we hope that he will enjoy this very interesting position. Bro. Den Beard was elected to the vacancy on the L.D.C., and coupled with Bros. Jack Burghard and Ron Habershon we feel that we have a strong team.

In these items of modernisation and branch line closures, cutting down of services, etc., resulting in staff changes and roster alterations, it is essential for members to attend branch meetings and so keep in touch with the position. Why leave the decisions to a few? We regulars don’t want to be dictators. Let’s have some criticism (constructive, please!) in the branch room, and not in the messroom. 

A. Waller
Branch Reporter





For the last meeting of 1963 there was a good attendance.

In the election of officers, Bro. J. Sayers stood down from the Committee, on which he had been for many years; his place is filled by Bro. D. Barrett.

A lengthy discussion took place on “Retirement Presentations.” It was decided to hold them in the B.R.S.A., the organization to be independent of the “S.A.” Collection would be made for four to retire in the first half of 1964, and then there will be a group presentation.

Finally, L.D.C. items were raised; these included new rosters for the introduction of diesels. There will be a roster for Fireman separate from the Drivers embracing all turn. It was not possible to bring in one roster for Drivers due to there being four types of traction involved. Movement from rosters was raised; in one movement a man suffered a loss of earnings, but his main complaint was that he was not consulted. The matter was taken up with Shed Master the following day and it was agreed that a man must be consulted

Put your complaints and suggestions to the Branch meeting. There will eight during 1964 – dates to be posted in E.M.U.T. and M.T. depots.

Branch Chairman




We are pleased to report our branch has quite good meetings considering we are only a small branch. At our last meeting we had one of our original members retire, Bro. J. Chant, who had belonged to the branch since it was formed in 1947. A present a writing case from our members to our retiring Brother was made by the Secretary, with best wishes for good health and happiness for his good wife and himself in retirement.

Last but not least, I am pleased to report that all our members are clear on the last quarter’s return. 

E.J. Beecher
Branch Secretary



Clifford Highams, Bert South & Trevor Fielding.





On the morning of 8 February of last year a collision occurred between two electric passenger trains at Drayton, Southern Region. To quote the words of the Ministry of Transport Inspecting Officer’s report: “In dense fog the 7.50 a.m. Up Portsmouth Harbour to Brighton electric passenger train, which had been wrongly admitted into the section, collided at about 25 m.p.h. with the 7.37 a.m. Up Portsmouth Harbour to Bognor Regis electric passenger train, which was moving slowly after having been stopped at Drayton Up home signal. There were about 210 passengers in the two trains; 17 were injured, fortunately none very seriously,and the driver of the second train and the guard of the leading train were also hurt.” 

The driver of the 7.50 a.m train - Bro. E.J. Chivers of our Bognor Regis Branch - said at the Ministry of Transport Inquiry into this accident that he saw the arm of Drayton Up distant signal rise to the clear position as he approached at moderate speed. He did not accelerate fully because of the fog so as to be sure of not missing the home signal, and the train as travelling at about 30 m.p.h. only when he suddenly saw the trailhead. He put the brake hands in the lap position and let go the deadman’s handle; he then opened the side door of the cab and got on to the footboard, whence he was thrown clear when the collision happened.

In his official report on the collision Col. W.P. Reed, the Inspecting Officer, laid the prime responsibility upon the another signalman; and criticised a guard for failure to carry out Rule 55 promptly.

Furthermore, he also was critical of Driver Chivers, for

“failure to make a full application of the Westinghouse brake in the emergency and his lack of appreciation of the delay element in the deadman’s control application.” 

(In fact there is no delay on the stock in question, although there is of course, in the case of electric, diesel-electric or electric-diesel locos which have dual controls.)

This last criticism, based upon mistaken information, received publicity in the Press, along with the other comments referred to above. Accordingly, on the instructions of our Executive Committee, following their perusal of the documents, an approach was made to the Ministry with a view to a correction to the report being publicly made.

As a result we have been advised that the Press and other bodies to whom the original report was issued, have been sent copies of the following letter from the Inspecting Officer to the Minister:

“With reference to my Report dated June 19, 1963, on the collision between two electric passenger trains on February 8, 1963, at Drayton in the Southern Region, British Railways, there was an error in the information which I was given about the working of the compressed air brake when the deadman’s handle is released. I have since been informed that there is no designed delayed in the onset of the brake when this handle is released on the electric multiple-unit passenger stock of the Southern Region. The observations in paras. 11 and 20 of my Report would not have been made but for this error, and I accept that Driver Chivers’ action in releasing the deadman’s handle to apply the brake was fully effective.”

The high integrity of H.M. Inspecting Officers of Railways is undermined by this ready correction on the part of Col. Reed, to whom we tender thanks for thus publicly absolving Bro. Chivers from the measure of blame which had previously seemed to rest upon him.   







A.G.M. attendance fair. All branch officers filled for 1964. L.D.C. election controversy has now being resolved itself, and I trust all concerned will live together happily ever after.

Thos who have joined us here from the North are a grand set of trade unionists, and the combination of North and South augurs well for all in the future.

I regret to announce the passing away of Bro. Bert Goodhall after a long illness. A good trade unionist was Bert, and may he R.I.P.

By the time this article appears I shall be no more on the “Front End,” owing to having retired at the age of 65. Also my A.S.L.E. & F. work will have been finished after 45 years. I have attended A.A.D. under five “Generals” commencing with the late Jack Bromley, and many friends I have made there from all parts of the British Isles, who will live long in my memory. To my own members here, again thank you for the very kind words and the splendid ovation given me at our A.G.M. I am sure all will give to my successor, Johnnie Hewing, the same fine assistance as you have given me.

In conclusion, I say to you all members, forward the A.S.L.E. & F.! It’s in you hands. Dum spiro, spero. “Au revior and Happy Hunting” is the wish I give to you all.


 Three Bridges Loco Shed c1964

Railway accident on British Railways

Southern Region 

Central Division


Itchingfield Junction 5th March 1964

Involving Brighton Driver Michael Guppy & Fireman John Myles & 
Three Bridges Driver Robert Hickman & Fireman William Jones 


Three Bridges Railway Club Committee Meeting in the early 1960s

L-R Les Wilson, Peter Walls  unknown guard, Doug Packham (guard), Roy Ansell, 

Bob O'Donell,  unknown 2 Charlie Stokes


APRIL 1964



The first meeting of the year was well attended. After a report on the subject of retirement presentation, it was suggested that those retiring be divided into two groups of four, the first social to be held in July. Individual collections will be made for each man.

Spare work from the E.M.U.T.  depot is going to other E.M.U.T. depots; in a number of cases use of taxis is being made to carry men to and from other depots. An approach will be made will made to Management to see if greater use can be made of the relief link (M.T.).

The question of a continuing  second manning was raised. It was pointed out that the matter was being discussed at Headquarters level.

The siting of Crawley Down Home was raised, also a warning light  in a boiler-house, up side after Redhill. A final discussion dealt with whether the rates of pay Driver now receive are reasonable. With the different forms of traction a driver is expected to know, and the increase in single manning. It’s about time a move was made for substantial rise for responsibility.

The next Branch Meeting is 26 April.

Branch Chairman.

 Driver Roy Tutt & Fireman Bob Waghorne in C1963.

Bob later transfered from Eastbourne to Tonbridge, Sevenoaks, Ore, St Leonards, and Hastings depots



JUNE 1964


PAGE 126

Correspondence L.D.C. before the Branch in the main with second manning station limits, London to Brighton and Three Bridges depots; no one is yet support London Bridge. A second man now supplied at the other two depots.

On D.E.M.U. work for the depot, the management requires more economical diagrams. But it seem reason for no work is the fact the East Grinstead branch.

Retirement presentation raised again, and to prevent delay organisation  it was suggested that as a pensioners’   social is being held in May the next presentation could be made then.

A point was raised in relation to a newspaper report on a serious accident in which two Brighton men were killed. In the report was a statement from a “Railway Spokesman” which contained a misstatement showing that the “Railway Spokesman” had very little knowledge of the locality. The “report” being sent to Head Office.

There is a Branch Meeting on 7 June.

Branch Chairman.


D6536 standing in Brighton Loco Works 

Brighton Loco shed was closed on Sunday 14th June 1964, by the 
British Railways as result of dieselisation. Brighton steam depot 
become Mixed Traction depot with diesel locomotives and 
D.E.M.U.s replace the steam locomotives.


Diesels now standing in Brighton Steam Shed 
where steam locomotives stood a few months earlier


Memories of the Horsham Hornbys

By Rodney Burstow.


It was only Horsham and Newhaven men who originally worked these locomotives, at Horsham loco we had a “Hornby link”. Horsham men took them with open arms, and what a good job they did, I doubt Horsham Loco would have survived as long as we did if we hadnt, our local goods and passenger traffic could have easily been covered by the likes of Guildford, Three Bridges and Brighton, as was proved in much later years!

Brighton, Three Bridges and the London men refused to have them for years. I can remember a certain driver who booked on at Horsham to work the Newhaven Boat and was told the Hornby was broken down and he was to be steam hauled he nearly S**t a brick, but he did it some how. I used to love these engines, powerful, but a bit too light on their feet, a fitted head was always useful. Second men used to go white some times, when running light engine.

I worked the Boat Train down to Newhaven, we had a couple of rostered turns if I remember. Once on arrival at Newhaven, the Guard came up really serious and informed me I was half a minute down at Keymer, but he would forget it as we were right time at the harbour!! We also work the Lewes goods, then light to Polegate and Eastbourne with the “Hornby's" Coal train from Polegate to Three Bridges. We also worked to Wimbledon Park and suburban area for special workings and maintenance, us “Hornby Gangers” got about a bit! When Horsham shut we took the work to Three Bridges.

Loco No 3, was fitted with the driver's seat you had to change ends with, they did give us one both ends in the ends.

Driver Reg Hampshire left with 10 hoppers steam hauled, I left thirty five minutes behind him and passed him between Salfords and Earlswood and I went via Redhill both going to Bricklayers Arms, Reg actually lost control down Forest Hill but thankfully was able to regain it.

Additional info provided by Biff Manvell


Horsham steam depot was closed on the 27th January 1964 and became a Mixed Traction depot, as a result of British Railways  dieselisation program. On 14th June 1964 Horsham Mixed Traction closed and their work moved to Three Bridges steam depot. 

Horsham A.S.L.E.F. branch remained open representing Horsham E.M.U.T. drivers



Three Bridges to Tunbridge Wells West 


JULY 1964


PAGE 146

An open meeting was called on 26 April to hear an L.D.C. report on the closure of Horsham M.T. and the transfer of men and work to Three Bridges; also to hear and collect ideas on link structures and training required to make the new links workable.

The provisional figures for the depot will be 58 Drivers and 35 Firemen.

The depot will be allocated D.E.M.U. work on the Steyning and East Grinstead lines; but both these lines come into the closure plans.

When the L.D.C. met the Management they suggested a link structure which would have meant minimum displacement of men, also the minimum of extra training (E.M.U.T.). the Management would not agree, and now additional training will be requires creating disturbance of rosters.

There are a number of light duty men at Horsham and the Management suggested that they be accomoditated at Three Bridges. The meeting agreed that this could be done, providing they are placed at the bottom of the roster and are utilised as a last resort, not displacing any Firemen.

The L.D.C. must be complimented on giving a clear report.

Branch Chairman.

Bob Walls Collection

Tunbridge Wells Driver Vic Rumley

inside the engine room of BRCW TYPE 3 Locomotive 




Freight Services ceased at Midhurst on Friday 12th October 1964, with freight workings between Horsham and Petworth until 1966. 

However, there was the Midhurst Bell Rail Tour on Sunday 18th October 1964.



PAGE 220

Sad new at Brighton where our good colleague Harry Neal received fatal injury in the 
Collision at Lover’s Walk depot. Harry was a member of the Branch Committee and L.D.C.; 
he was well liked by all who knew him, Members of Brighton (2) Branch and, indeed, all 
members along the South East Coast, will miss him. At the recent M.O.T. Inquiry the Society was represented and the Ministry Report is awaited. Out Compensation Department is currently dealing with case and were rendering all assistance possible to our late member’s dependants, to whom we all express our sincere condolences.

* The accident occurred in the washer road in Lover’s Walk on the morning at 8.3 a.m.on the 10th September 1964, involving the following E.M.U. 6 PUL NO. 3009 and 4BUF 3074


BRCW Type 3 (Class 33) Brighton Loco 

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