THIS WEBSITE, THE BRIGHTON BRANCH OF A.S.L.E.&F.
HAS NOW BEEN MOVED TO A NEW SITE CALLED
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http://ignitingtheflameofunity.yolasite.com/1919-strike.php
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IGNITING THE FLAME OF UNITY WEBSITE
THIS WEBSITE COMBINES THE FOLLOWING WEBSITES
THE BRIGHTON A.S.L.E.&F., THE BRIGHTON MOTIVE POWER DEPOTS
& THE SUSSEX MOTIVE POWER WEBSITES
WHICH EXPLAINS THE EVOLUTION OF THE FOOTPLATE GRADES AND THE HISTORY OF THEIR TRADE UNIONS AND THE STRUGGLES TO IMPROVE THEIR WORKING LIVES
Workers of the world. Break your chains, demands your rights. All the wealth you make is taken, by exploding parasites.
Shall you kneel in deep submission from your cradle to your grave? Id the height of your ambition to be a good and willing slave?
Joe Hill
This page tries to record the turbulent year that 1919 was going to be for the Brighton Branch
of A.S.L.E.F.
THE GUARANTEED EIGHT HOUR DAY
The quest for an 8 hour day on the L.B.S.C.R., was originally raised on the 18th August, 1908, a deputation of Brighton
Enginemen and Firemen, met the Locomotive Superindendant Douglas Earle Marsh and his Running Assistant John
Richardson (Earle Marsh's No.2), to seek redress of their grievances. The former had to tread carefully for in these early days
of locomotive associations there were rival groups seeking to speak for the Enginemen and Firemen. Marsh did his his utmost
to play them off against each other, opening with "First of all, tell me whom you represent?" The Group Secretary, C. Allinson,
replied, "I might say we represent the majority of the men on the Brighton system - the Running men. I can authoritatively say
we represent the majority of them."
Marsh stepped in; "That is certainly contary to information I have from the men themselves. you are aware that the last year i
saw a deputation who represented some 900 Enginemen and Firemen."
Allinson, "We represent members of the 'Society' , and a large number who don't belong to either."
Marsh "Why do you not avail yourselves to the Conciliation Board?"
Allinson "This is only a prelimary meeting."
Marsh then pulled out his premediated cudgel with which to deal with this deputation. I have a letter from the other members,
who state they represent the majority of the men - a very reasonable letter - in which they say they recongise the finanical state
of the Company at the present time, and do not wish any of these demands to be considered for the next twelve months. They
hold 900 signatures of Enginemen and Firemen to that effect. We have been stopping carriage building, and are getting rid of
men, and it is not likely the Company will save money with one hand and spend it with the other. If it came to a Conciliation
meeting, the Directors will also have their proposals which might put you in a very worse position than you are today.
(In this context it is worth noting that following interview between Marsh and six Enginemen in July 1907, the daily rate of
pay for drivers with nine years' service was revised up to 7s. 6d. and Firemen with six years' service up to 4s. 6d. This modest
increase in wages rewarding experience was to cost the Company a mere £1,130.)
The other item was the 8 hour day: "We are kept almost at work and we feel 8 hours per day is sufficent for the responsibilities
we have". Again Marsh made the finanical calculation.
It means £30,000 a year. I can assure you this is not the time to ask such sweeping advances as you are doing here. I may say
the Directors are now considering furrther retrenchments, and I don't I think they would for a moment consider these,
especially in the face of the letter I received from the other deputation that these matterds stand over 12 months. Never is not a
very opportune time fron your point of view to press any demands.
Marsh was quickly back to questioning their credentials. "Do you represent the Countrymen as well as the London men?" and
found himself mired on the question of extra costs in living expenses in London where men were demanding an extra 3s. a
week so as to come in line with other Companies, and in the vastly differnet costs of living in Eastbourne vis-a-vis Horsham.
Marsh who had previously worked on the Great Northern Railway Company, showed no sympathy for the deputations
requests. Marsh's response was; "I advise you not press claims at this present juncture. You could not find a worse time. You
do not have such strenuous work as they do on the Northern lines. You do not have such hard work when firing your engines.
This is more or less a tram line as compared with the others. Well I do not know that we can get much further. If you take my
advice you will let the matter dro for the time being. you evidentley are not the representatives of the majority of the men, if I
am to attach any importance to this document from the other deputation."
Before he could finish Marsh was asked whether he considered 8 hours a day an unreasonable request. Marsh replied “that
most of the work on this railway fell short of justifying an 8 hour day," and quoted the 8.45 train from Brighton returning with
5 p.m. train only to be reminded by Richardson. "He takes a train to Wimbledon and back to London in the meantime." Marsh
then opened the floodgates: "If you give men any special instance, I am willing to consider the cases" and the representatives
quickly waded in:"I was on the main line firing on the 'Wilseden turn.' There is very little opportunity of having a mouthful of
food at all." His colleague quoted an extreme case:
I had the 11.25 down to Worthing a week ago last Saturday. Certainly it was late down, but in every circumstance it is closely
timed. We are entittled to get a little food at some time. A man cannot go for 10 hours. On this particular occassion i went on
the table at Worthing 10 minutes past 2 for the 2.20 back to Brighton.I had a quarter of an hour to turn and grt bacvk for the
3.35 p.m. Half an hour late consequently I had not sufficent coal, had to scramble over to Fratton for coal, and I would like to
point out to you, Mr. Marsh, although we may not have quite the stressof the Northern lines, we are mostly kept shunting and
almost continually at work.
Marsh sopped this tirade; "If you will be advised by me, you go away and drop these matters pro tem. I do not think you there
is any possibillity of your getting anything. In fact we are getting rid of men here in the shops, and working on short time
against my wish, but the finanical situation embrasses the Director so much that it has to be done"
On 8th February, 1909, it was the turn of the delegation appointed by A.S.L.E.F. to meet Marsh. Credentials were immediately
questioned. The Association numbered 645 men on the footplate plus a small number of Cleaners. Marsh querried; "But what
about the 900 odd men you said you represented the last time you were here?" That included signatures from some of the other
Society," came the reply. Marsh explained: "I have been marking time with Gill and that lot, but it would be a bad thing for
you and all the Engine men on the line if they go to arbitration. I cannot see what on earth their game is. They must know they
have got more benefits than the Northern lines."
Under discussion were the terms of service , whether the delegation represented the majority and of this the Board of Trade
would need to be convinced, the question of arbitration and of more frequent medical examinations. The latter was a major
concern as it related to accidents caused by the mental condition of the men who feared an increase in the number who would
be certified as unfit."
"A rcommendation by the Board of Trade cannot be lightly brushed aside, you know." Marsh explained. In reply to the
question of "How often?" he summised "I have in my mind every five years as a reasonable time." He was asked what would
be the effect on a man's position should he fail to pass the examination . "Speaking off book somewhat." Marsh responded, “I
should say it would not interfere with their claims on the Pension Fund."
Marsh then switched to "How is it the Amalgamated Society complained of the treatment of the men at Battersea?" It brought
forth the fact that within the past two yeards there had been 40 cases of men passing signals at danger. Driver Cooper of
Battersea commented "That is the fruit of an all grade Society. There is a difference between overshooting and running past if
a man tries to stop." To which Marsh retored, "We have had several bad cases, Cooper, not of which Marsh not of running one
but two or three!" Cooper rejoined; "As regards the Conciliation Board, we shall do all in our power to upset the other side
in going to the Arbitrators," causing Marsh to conclude, "Judging from the state of trade, this is about the worst time to go to
any Arbitrators about the questions of any advances.
At the end of March it was reported that the Locomotive Superintendent had received pettions for improved conditions of
service from themen in his department. Referred to the Board, the proposals were refused and counteer proposals laid before
the Conciliation board.
adapted and extracts from the book
Douglas E. Marsh: His Life & Times
By Klaus Marx
STRIKING FOR THE RIGHT TO HAVE A PHYSICAL NEEDS BREAK
On February 1st 1919 the 8 hour day was finally
implemented for Enginemen throughout the
Country although the Board of Trade
reinterpreted the agreement to exclude the meal
times for Motormen. The Motormen employed on
the London Brighton and South Coast Railway
and the London and South Western Railway and
on the District and Metropolitan Railway of the
London Underground were expected to work the
full 8 hours without a meal break.
On Sunday February 2nd, A.S.L.E.F. Motormen
on the London Brighton and South Coast
Railway went on Strike along with Motormen on
London Underground, with the threat of the rest
42,000 members to join the strike to force the
principle of a paid meal break for all Enginemen
and Motormen.
The A.S.L.E.F. Executive met on Monday 3rd
February and sanctioned the action and called
out all the Engine men on the L.B.S.C.R.
(Peckham Rye, Crystal Palace, & Selhurst) as
well as all Motormen on the District Railway
and on the L.S.W.R. (*Waterloo,Hounslow,
Hampton Court, Wimbledon Park (Durnsford
Road ) & Strawberry Hill ). About 75% of all
Enginemen and Firemen on the L.S.W.R. came
out on strike in support from London to as far
west as Exwter and Plymouth.
On Friday 7th February the Railway companies capitulated and an agreement with A.S.L.E.F. was reached where 30 minute
paid meal breaks would be provided for Motormen.
In spite of the settlement the drivers and firemen belonging to the A.S.L.E.F. had not returned to work, this was owning to the
decision had only been reached at such a late hour on Thursday night, and there had not been time for it to be officially
communicated to the A.S.L.E.F. membership at Brighton and other branches within the L.B.S.C.R. By the Saturday a near
normal steam was being operated, but owing to the absence of motormen, only a curtailed service of electric trains was in
operation.
The Drivers and firemen who belonged to the National Union Railway-men continued to work normally during this dispute.
* Motormen's depots that were open in February 1919.
LOCOMOTIVE JOURNAL 1919 BRIGHTON BRANCH We have been living in very trying times here recently, in that we have been involved in two disputes: Lancing and Electric affairs, about 200 taking part in the electric affair. We have emerged successfully, as since January 1st we have received over 100 Entrance Fees, a good proportion joining as Full and Half-benefit Members, with a few transfers. As our men are being de-mobilised and others taken on as Cleaners, and are joining us, we are now 300 strong. Now that we are looking forward to a little more leisure, we hope the members will be able to attend the Improvement Class more regular, as besides the mechanical side of our work, we hope to be able to take up other subjects. We are also looking forward to a clubroom of our own, which will be open to our members every day of the week. Mr. Stevenson (E.C. Member) was here on Sunday, March 30th, and gave an account of the recent negotiations on the National Programme. The following resolution was carried unanimously:- "That after hearing a report from Mr. Stevenson (E.C. Member) re negotiations on our National Programme and the Government's proposed Standardisation of Conditions of Service, we hereby express our appreciation of the General Secretary and Executive Committee in the way they have carried out the negotiations, and are confident that they, having secured by their policy a Locomotive Committee to deal with Engineman's Wages, etc., will safeguard our interests, and raise the general status of Enginemen, and are of the opinion that this should be the final step to the A.S.L.E. & F. representing the Loco. men of the United Kingdom" BRANCH SECRETARY |
BADGE PHOTOS ALAN PENTNEY COLLECTION
The Lancing Carriage Works Strike of 1919 is on its own page
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THE SECOND NATIONAL RAILWAY STRIKE
FRIDAY 26th SEPTEMBER - SUNDAY 5th OCTOBER
The second national Railwaymen’s strike commenced at midnight on Friday
consolidation of war bonuses of 33 shillings, and the reduction of the working day to eight hours. The strike only finally being
settled with the intervention of Downing Street on
This was to be the third strike that the Brighton Branch had supported during 1919.
The scene at Brighton Central station on the morning of Friday 26th September, saw many carriages standing alongside the
empty platforms, but the engines were conspicuous by their absence, and the signal-men were not in their signal boxes. By
8.40 not one train had departed from Brighton, but during the morning a small service run, which included four motor trains
between Worthing - Brighton - Lewes, there was also one train to St Leonards which departed at 12.30, and four trains to
London Bridge. The the last London Bridge departed at 12.30, and none of these trains returned back to Brighton. One thing
was quite clear that there would be no more trains running on that day, with many carriages still remaining in the platforms
and still waiting for their engines to be attached to them. The following day there was no trains arriving or departing Brighton.
On Monday 29th, there was another limited service, four morning trains to London Bridge, two Worthing and one train to
Crowborough and another to Eastbourne. A curtailed service operated on the Chichester to Selsey line. During the day, the
Brighton Labour Party held a private meeting with the striking railway workers to discuss the situation of the railway strike.
A Government statement appeal for civilian volunteers pocessing qualifications as engine drivers, firemen, signalmen, or other
work, to get in touch local railway officials, also persons experienced in the organisation and running of mechanical transport
were requested to apply to the divisional road transport officers. Volunteers in the Lewes district applied to 64, High Street,
Lewes, and in the Chichester district to 93, East Street, Chichester. The Government hoped that demoblized officers and men
experienced in this branch of transport will respond to this appeal. Able bodied men were asked to enrolled as special
constables, and wireless operators with military experience are invited to register at Command Headquarters.
On Sunday 28th September, an attempts of train wrecking took place at Pulborough and a further attempt took place at
Warnham on Tuesady 30th. At Pulborough flagstones were placed on line, the military are guarding the station, and at
Warnham boulders were on the track near the station, and in consequences arrangements were made for the line to be patrolled
by special constables.
There was little sympathy towards the striking railwaymen by the residents of Brighton and a cross the county, with the
general opinion was, that railwaymen have been treated generously from the start the of the War, and the public have borne the
burden of heavy fares and the increase in taxation for their benefits. Food supplies through out the country were so badly
effected, and food rationing was introduced. Many retailers were now refusing to serve striking railwaymen. There was a
common opinion that the quickest way of ending this strike was for everyone to refuse to serve any railway servant who was
on strike.
On Tuesday 30th, the Brighton Central station was a crowded scene with hundreds of volunteers who had come forwarded
and placed their services at the disposal of the railway officials, and although the lack of necessary experience prevented many
of them being accepted, in others they were made used of and very serviceable contributions for the dispatching of trains.
It was also felt by many ex-service men, that Trade Unions had deliberately kept men away from the fight for the freedom of
the Empire, and that railwaymen had been paid big wages whilst "Tommy" had fighting for their safety and freedom. Many
unemployed ex-servicemen, believed that the Government should dispense with the service of the striking railwaymen, and in
many cases as possible fill their places with ex-service men who were still on the unemployment list and were anxious to
obtain work, and let the dissatisfied railwaymen seek employment elsewhere. The Brighton Branch of the Comrades of the
Great War, advertised in the local papers, urging their members, who are willing to assist the authorities during this case of
emergency, to call at once on the Secretary, 157, North Street, Brighton.
Among the volunteers were a number of ex-station masters, who acted as guards, as well as station masters from places where
no trains are running. A number of the drivers and firemen of the Associated Society of Locomotive Engineers and Fireman,
which is not connected with the N.U.R., have remained loyal. There was no lack of drivers at Brighton shed, and the difficulty
was of the working of signal boxes. Brighton Cental Signal box for example was being worked by one person, the Mr.
Greenyer, the station platform inspector at Brighton station. This signal box in normal operation, would have be manned by
three signalman per shift.
At Bognor, the Stationmaster, Mr. Gillham, with the assistance of Inspector Brets, and Sergeant Cannon were able to restore
a partial train service between Bognor and Barnham. The train was worked by voluntary helpers.
The railwaymen on strike at Eastbourne indulge in a game of football at the Old Town, on the afternoon of Monday 29th. The
general feeling in Eastbourne was also against the strikers. There was a number of "blue boys" stationed at Summerdown
Camp, and the a great majority of them would be willing to serve in any capacity that would assist the authorities in dealing
with any emergency that may arise.
At Tunbridge Wells, with the exception of the Station master, booking and parcels clerk, and one Head Porter, all the railway
workers at both Tunbridge Wells stations were out on strike. No trains arrived or departed Tunbridge Wells West station.
Tuesday 29th september, saw a slight improvement in the train running in and out of Brighton, with a small return of
railwaymen to aid the volunteers in operating the trains, and a proposed timetable of 32 trains departing out of Brighton. This
was to become more apparent as each day passed as more trains were running.
WAGES WITHELD
GOVERMENT TAKES FULL RESPONSIBILITY
The following Goverment statement was issued from 10,
Downing Street at 7 p.m. on Thursday 2nd October.
A question has arisen as to the pay of railway workers which
have fallen to be made this week if they had not gone on
strike. The Goverment take full responsibilty for the decision
to withhold payment of this money. The men have broken their
contracts. They stopped work without due notice and in
complete disregard of the effect of their action on the persons
and property of the ordinary citizens of which they were in
charge. They inflicted damage on a number of able people.
They left food on which the public depend for subsistance to
perish. They put vast number to great expense by leaving them
stranded for conveyance, and inflicted great loses upon many
by preventing them from reaching their destinations. The
damage in which they are liable in law are vastly greater than
amount which is now being withheld.
Different consideration may arise if an early resumption of
work takes place. In the meantime, the country is still
subjected to an unexampled injury by the action of the
railwaymen, and in these circumstances the Goverment would
not be justified in handling over to the strikers a sum that must
be used to prolong a struggle which was undertaken without
any consideration for the welfarde of the public, and which is
endangering the whole life of the nation.
In the ordinary way, Friday is pay day, both at Brighton Central station and the locomotive works, but in accordance with the
decision in London a notice was posted to this effect:-
"No payment of wages will be made this week to any employee who has been on strike."
The strikers accepted the stoppage philosophically, or least, with the best grace possible, and there was no sign of disorder. A
notice posted outside the Labour Headquarters, in London Road, warned the strikers that in view of the Government's decision
that the railwaymen were not to be paid their wages, they should not present themselves at the pay offices or take any action
until instructed so to do. The advice was adhered to and the striking railwaymen followed to this advice to the letter, with no
application for pay was made during the course of the day at either at the Brighton station or at works.
Another notice posted that was posted at the Labour Party Headquarters, bears the significant announcement
"No wages - no rent”
This was just another attempt in trying to intimidate the striking railwaymen
Friday saw 43 trains running in and out of Brighton which was a similar number to the previous day, but with an addition of
four trains running to Horsham, and on Saturday 4th October twenty-two engines were be employed on the L.B.S.C.R., for the
movement of merchandised mainly food, but there was still no trains running in and out of Bognor and Littlehampton.
Monday 6th October, with the striking railwaymen slowly returning back to work, there was no additional trains running out
of Brighton, and the times of the trains arriving and departing Brighton, would be the same as on Saturday. This appears to
have been situation adopted all over the London Brighton & South Coast Railway.
At Eastbourne, between 400 to 500 striking railwaymen formed up at the Labour Rooms, in South Street, on Monday
morning, and headed by the Strike Executive Committee, marched back to work. They expressed their disapproval of the out
come of the strike.
FOR THOSE WHO WERE LOYAL
Mr. W.H. Askew, writing to the Sussex Daily News to-day from the Union
Club, Brighton, appeals for subscriptions towards a fund for distribution among those
members of station and locomotive staffs at Brighton who remained loyal to the Company
during the strike, and thus enabled the public to travel with little inconvenience. There should
be a generous response to this appeal.
Brighton Evening Argus
Tuesday 7th October
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PHOTOGRAPHER UNKNOWN
BRIGHTON LOCOMOTIVE DEPARTMENT
FIRE BRIGADE
NICKIE PRESTON COLLECTION
Trying to find out more information regarding the Fire Brigade that was based in the Locomotive Department at Brighton.
These pictures feature Firemen F. Cathing.
THE BRIGHTON BRANCH OF A.S.L.E.&F. WEBSITE.
HAS NOW BEEN MOVED TO A NEW SITE CALLED
IGNITING THE FLAMING OF UNITY
https://ignitingtheflameofunity.yolasite.com/
PLEASE CLICK ON THE IMAGE BELOW
TO TRANSFER TO THIS NEW SITE
CLICK ON THE ABOVE IMAGE TO TAKE YOU
TO THE NEW UPDATED COMBINED AND WEBSITE
IGNITING THE FLAME OF UNITY WEBSITE
https://ignitingtheflameofunity.yolasite.com/
THIS WEBSITE COMBINES THE FOLLOWING WEBSITES
THE BRIGHTON A.S.L.E.&F., THE BRIGHTON MOTIVE POWER DEPOTS
& THE SUSSEX MOTIVE POWER WEBSITES
WHICH EXPLAINS THE EVOLUTION OF THE FOOTPLATE GRADES AND THE
HISTORY OF THEIR TRADE UNIONS AND THE STRUGGLES TO IMPROVE
THEIR WORKING LIVES
CLICK ON THE ABOVE IMAGE TO TAKE YOU
TO THE NEW UPDATED COMBINED AND WEBSITE
IGNITING THE FLAME OF UNITY WEBSITE
https://ignitingtheflameofunity.yolasite.com/
THIS WEBSITE COMBINES THE FOLLOWING WEBSITES
THE BRIGHTON A.S.L.E.&F., THE BRIGHTON MOTIVE POWER DEPOTS
& THE SUSSEX MOTIVE POWER WEBSITES
WHICH EXPLAINS THE EVOLUTION OF THE FOOTPLATE GRADES AND THE
HISTORY OF THEIR TRADE UNIONS AND THE STRUGGLES TO IMPROVE
THEIR WORKING LIVES