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 THE 1950's




HARRY WARE 1955 - 1959

 (Footplate Seniority, no date available)



& C. STONER 1951 - 1964

(Footplate Seniority 01.12.1916)




MARCH 1950

Page 42


It is very pleasing to note the attendance at branch meetings is increasing; it shows that some interest is now being taken in the 

branch and the work of the Society. Come and air your views at the meetings - 1st and 2nd Thursdays in each month - one for 

each shift. Help to send in resolutions for Housing and Pensions.

I hope all members read the February journal, especially those who do not pay or have contracted out from paying the 

Political Levy.

Now we have a new committee and we are also hoping to have our own L.D.C. it is now up to you to get things moving; 

everyone will be welcome.



Driver Bob Roser, Fireman Ted Janes & Unknown Brighton Guard

This photo was taken by Fred Rich at Bournemouth West on the 15th August 1952 

with 13:52 Bournemouth West to Brighton

The engnie was a Brighton Atlantic Class H2, 32426 'St. Albans Head'

Ted Janes recalls firing to Arthur Robert Roser for about two years in the 'Top Gang' and he was 

possibly Ted's longest mate and was apleasure to fire to.

Bob at the time of this photo being taken would of been about 59 years old and Ted was 24.

Bob entered the footplate grades at Brighton on the 25.06.1910.



Page 54



A further visit to Brighton has been necessary as a result of management wanting to introduce a new Summer Roster at 

Brighton and West Worthing depots which is unacceptable to the men. If the L.D.C. are allowed to function as the machinery 

intends. I am satisfied that a solution to the vexed problem of excessive Sunday work can be found.


Driver George Frederick Laycock on a West Country 34045 "Ottery St. Mary"  4th July 1952

George was approach his 62nd birthday which was on the 23rd July. 

George entered the footplate grades on the 11.06.1909.

Ted Janes recalls: George Laycock was one of my favourite drivers out of the 11 regular mates 

during his firing career. I fired to George in 1949-1950 in the next to top  link, without doubt the 

happiest two years of my firing career. He had the nickname of John Bull and a couple of his 

previous mates didn't get on too well with him but we got on well together and would frequently 

have a drink and game of snooker even though we had done a days work together

I can recall that all his drivers were very nice blokes and it was a pleasure to be at work with 

them all. However George really stands out from the rest. 

Ted fired to George in the "Second Gang" which at time was mostly made up of work which the 

"Top Gang" did not want, so the "Second Gang" had a variety of work which included a trip up 

the "Cuckoo" from Polegate to the Wells along with the 03:25 paper train.

He had a wicked side and Tunbridge Wells was his happy hunting ground for winding people up 

more often than not about their short shunts to London and what  they  were missing by not 

having West Country's to work on.



Page 58


We have he’d the pleasure of recent visits by Bros. P.G. Hocking and E. Cordell. It was evident by the attention given and the 

able way in which questions were answered, coupled with helpful advice rendered by both E.C. Members, that those listening 

left the meeting fully satisfied that the past two hours had not been wasted.

Bro. Newbegin also attending at a meeting of L.D.C. representatives re duty bookings that are considered unsatisfactory, in 

consequence of which joint inquiry has been asked for.

The retirement and social fund committee once again arranged on November 21st a very enjoyable evening at Labour Club, 

when presentations were made to retiring Bros. J. Pearce, C. Parker and T. Parsons. gifts were handed to these Brothers by 

Bro. W. Bolton (Selhurst), and his words to each were suitably replied to by the members concerned. Bro. Richard should also 

have received his retirement gift but illness of his wife prevented his being present. Excellent entertainment was provided by 

the “The Revelaires” Concert Party, for which our grateful thanks are due.

May I remind members of this society that those in and around the Brighton are may join this fund on application to Branch 

Secretary, Bro. C. Stoner.




  Driver Bob Roser & Fireman Reg Craft 12th July 1955.

The small extract below recalls part of his trip on the eleven o’clock Brighton to Cardiff on Monday 11th July 1955. Brighton 

men used to work this train as far as Salisbury. The Brighton fireman on this trip was Reg Craft, who showed how he would 

cope with the firing whilst working up Dean bank. It also records the feelings of Brighton engine-men’s towards their fellow 

South Western Enginemen.

An extract from the Fred Rich Journals

We had no booked stops over the 24.5 miles between Southampton and Salisbury; and from Nursling [4.5 miles beyond 

Southampton] we began the 16 mile climb up to Bridge 44. At this point Reg initiated me into a bit of nonsense which, for him, 

was utterly out of character. He (along with many others from 75A) feels that most “South-Western” enginemen think too 

much of themselves and their railway. At Dean [about 4.75 miles from Bridge 44] the ‘eleven o’clock Cardiff’ always passes a 

goods engine in the sidings, with Salisbury men in charge of it; and Reg likes to show ‘em what he thinks of their Dean bank. 

The game is to have a ‘a potful of water’ and a full head of steam after passing through Romsey. This produces (for the benefit 

of those Salisbury men) the spectacle of a Brighton ‘West Country’, trailing 10 corridors, hurtling up through Dean with 

safety valves blowing and with the fireman relaxing in his seat, smoking a cigarette and preferably reading a newspaper.

Fred Rich worked as an engineering apprentice at Brighton Locomotive Works and commuted from Tunbridge Wells. Fred 

became known to a number of engine-men at Brighton. On his days off Fred would see if he could get a cab ride with the 

various engine-men that he knew and spent most of the trips doing some of the firing.






This special issue of the" Journal,covering the months of July/August, commemorates a truly historic passage in the annals 

of the A.S.L.E. F.-namelythe great stoppage of labour by the locomen of Britain, lasting for 17 days from midnight on 

Saturday, May 28th, 1955; a stoppage which, in spite of opposition by the Government, the Transport Commission, the Press 

and the N.U.R., resulted in a telling victory for our cause. Such a result was achieved as the direct outcome of the magnificent 

solidarity shown throughout by our fraternity-not forgetting the wonderful support given by so many N.U.R. loco. members 

who, with us, appreciated the great and lasting importance of the principle at stake.

We would also join in the tribute paid by the E.Cto the untiring and highly efficient work performed in organisation, etc.by 

district and local strike committees throughout the country, whose selfless efforts, enthusiasm and service abundantly showed 

that the spirit which animated the pioneers and the men of 1924 still remains vital and strong as ever inour Society to-day.

The strike will go down on record as the greatest example of Trade Union loyalty for many yearsIt is significant that its result 

has been universally hailed by other craft unions as a victory for a principle fundamental to any logical, just or durable wage 

structure----the principle of "differentials," which means the due reflection, in the pay packet, of extra responsibility and skill.

Details of the terms of settlement, together with further observations and records of fact, will be found in this issue.

Mean time we here set down our sincere expression of gratitude, admiration and thanks for the grand loyalty and solid support 

so unstintingly given by Loco. staff and Motormen to the policy of the only Society which reflects their aspirations and 

desires-the A.S.L.E. F.

We also record our deep thanks and appreciation to the T .U.C. for the constructive part which they played throughout, with a 

view to bringing about a satisfactory settlement; and also to the many trade union organisations at national, district and local 

level which sent good wishes for our success,and so readily proffered. their assistance both financially and in other ways.

Our heartfelt recognition and thanks are particularly expressed to our colleagues of the Transport Salaried Staffs' Association 

for their consistent support rendered in every way.


Some Facts and Observations

In looking back upon our recent dispute and assessing its resultit will be helpful first of all to glance at the gradua

development of the situation which finally camto a head in April and May last.

Readerwill well recall how in December, 1953, following rejection of the 4s. flat-rote increasawardein Decision No. 1

of the Railway Staff National Tribunal, a disputarose between the railway Trade Unions and the Transport CommissionThe 

terms of settlement of that dispute included thfollowinclause (No.2):

2The BritisTransport Commission are prepared to examine witthe trade unions their whole wage and salary structure. 

The BritisTransport Commission contemplate that this examination would be completely exhaustive without conditions of 

any kind. Its purposes would be

To correcanomalies and give added incentives including differentials in desirable cases;

and to investigate all standard rates of pay.


The A.S.L.E. Fattached particular importance to the above-quoted clause. We did so because we felt that its wording 

recognised at long last a fundamentaprinciple of our wages policy, namely, the payment of wage margins (or .. differentials

adequatelrecompensing higher responsibilities and greater skill.

We were, however, doomed to disappointment. Aftereight months of fruitless negotiation on Clause 2, we broke off direct 

discussions and took thmatter forward throughthe Machinery to the RailwaStaff NationaTribunal. Although the B.T.C. 

raised nproceduraobjection to our doing thissuch an objection was in fact puforward by the N.U.R. This tended for a 

time to delay progress but the tactic was soon outmanoeuvred. The result of our reference to the Machinery was Decision No. 

16 of the Tribunal iNovembeof last year.


That decision pin-pointed the Society's case for differentials. True, it did not give to locomen everything for which we aske

on their behalf. Nevertheless (as the Executive Committee recognised in acceptinit) Decision No. 1did in fact concede 

substantial advances to our grades, e.g.;-


1st year 13/-

2nd year 20/-

3rd year 26/-

4th year 22/

5tyear 19/-

6th year 14/-


1st year 5/-

2nd year 13/-

3rd year 19/6

4th year 16/-

5th 11/-

6th year 7/-

Engine Cleaner (after 1st year) 4/6

(In add
ition, the incremental period between the minimum and maximurates foDriveand Firemarespectively were 

halved, i.e. reduced from six years to three yearin each case. Furtherthe differentiafor the Cleaner, over and above th

adult minimum rate, was again reintroduced.)

Within a matter of days or thTribunahearing, the N.U.R.had repudiated their settlemenin respect of other conciliation 

grades, reached as recently as 8th October (the previous month)It is well to remembethat at the said hearing the rates of pay 

of all these grades embodied in this settlement had been placed beforthe Tribunal by the B.T.C.no doubt to ensure that they 

had thwhole picture in front of them.

As is well known thMinister oLabouset ua Court of Inquiry following which direcnegotiations between thN.U.R

and the B.T.Cresulted in their agreemenof January last, which broadly conceded the 1per cenoriginally sought in 1953.

Here it musbe borne in mind that at the time othese negotiations thposition othe Society iregard to relativity, 

differentials anR.S.N.T. Decision No. 16wamade crystal-clear to thB.T.C., as also ihad been fully ex- plained by the 

General Secretary in a statement before the Court of Inquiry.


thJanuary agreement footheconciliatio
grades distorted yet again the relative rates of the locomotive grades. Thi

position was in fact recognised by the B.T.C.. who entered into discussions with us regarding necessary adjustments. 

Nevertheless, these discussions proved abortive because of the unsatisfactory nature of the maximum offer forthcoming from 

the RT.C., ranging from 6s. 6d.weekJy for the adult Cleaner to 2s. 6d. per week for the Driver on the top rate. (A point of 

interest here is that th2s. 6d. in respect of the Driver's maximum was obviously acceptable by the N.U.R. because it was i

fact the figure claimed by them.)

The A.S.L.E. & F. again had recourse to the Machinery. resulting in R.S.N.T. Decision No. 17, which confirmed the RT.C. 

offer just mentioned. That decision therefore was in serious contradiction of the differential position estab-lished by the 

previous award (No. 16) of November, 1954. We accordingly had no alternative but to reject it and givenotice (on 15th April) 

of our intention to strike as from1st May.

It is quite significant that despite the emphasis on differentials in the 1953 agreement the N.U.R. consistently maintained their 

policy on a broad 15 per cent basis. It was also ominous that the B.T.C. offer followed the same pattern, despite their so recent 

acceptance of Decision :No. 16. We could not allow the wages of footplate staff to be so determined.


ver, in the intervening period, as a result of media
tory efforts bthe T.U.C., discussions with the Commission took place 

and produced the following formulaas a result of which our members werinstructed to remain at worand negotiations 

were reopened:-

"(1) The British Transport Commission confirm their acceptance of Award No. 17 othe Railway Staff National Tribunal o

April, 1955, and will implement it forthwith as the finaresolution of the negotiationarising from the Agreemenof 

December, 1953. This position is accepted without prejudice by the A.S.L.E. F. subjecto paragrap(2); they will therefore 

instruct their members to continue at work.

(2) The Commissiowill consider forthwith any proposals whicthe Society desire to put to them onthe question o

differentials witview to discussions proceeding with all the parties concernedWhilst the Commission cannot enter int

any prior commitments, every endeavour will be made to reacagreement. It is the intentiothat sucdiscussions should b

concluded at the earliest possible date.

(3) The Commissioagree that neither of the recent Awards othe Railway Staff NationaTribunal willbe regarded a

establishing principles which will pre- clude free animmediate discussion of any proposals whicmay be submitted."

The rates opay which thus becamoperative foOur grades as from 10th January1955were as follows:-

Adult Engine Cleaner  Per Week

1st year                         133/-

2nd year                        135/-

Engine Cleaner (after the prescribed number of firing turns have been worked representing one year) 145/-

Fireman and Assistant Motorman

1st year                         145/-

2nd year                       154/-

3rd year                        164/- (Max.)

Fireman (after the prescribed number of firing turns have been worked representing one year) 175/-

Driver and Motorman: 

1st year                         175/-

2nd year                        185/-

3rd year                         195/- (Max.)

Shed Chargeman, Category “A” 175/-

Shed Engineman                          175/-

Shed Engineman’s Mate              145/-

(A London ratof 3s. highethan the provincial rate tbe applied to EnginCleaners employed in London.)

The instructioto our members to remain at work was given because the agreeformulrecognised Society policy o

differentials and seemed to afford reasonabljustification for the hope that progress coulbe made along these lines;moreover, 

our legaright to strike if necessary remained fully protected.

We immediately re-submitted to the B.T.Cthe claiin dispute; this course was logicalhonourabland proper because the 

said claim soughto maintain the differential position set up by Decision No16The N.U.R. madenproposals affectin

footplate staff at any time during the succeeding discussions. What they did do was to seek tbroaden the issue into one of 

differentials for .. all railwaymen." No progreswhatever could be registered due tthe attitude of the Commissionwho were 

only prepared to look at (a) a reintroduction of the utterly obnoxious principle oclassification of enginemen; and (b) 

improvements in mileage paymentsStrongly pressed by us to give consideratioto our claim for restoration of differentials, 

they declined to do so, their spokesman stating that our claim could not be conceded  either in whole or in part:


In t
hese circumstancethe Executive Committee were obviously left with no alternative but to reimpose the strike notice, and 

this duly tooeffect as from 28th May. We were immediately accused in variouquarters of"dealing a blow at the sanctity of 

negotiating machinery," and of" undermining the principles of collective bargaining." Yet our patient, consistent adherence to 

constitutional procedure had been a matter of common knowledge throughouthe long course of thnegotiations, and ou

actioin calling a strike when we did waentireliconformity witprocedurlaid down in the Machinery of Negotiatio



The responsi
bility for the emergencof a striksituation was not ours. Whad soughthe due honouring of Clause 2 of th

settlemenof December1953, anof a position in respect to differentials already createby the Railway Staff National 

TribunalThe Transport Commissiomust take the blame fotheir failure to face up to the justice of our claim; and here i

must be added thatheir opposition was seriously aggravated by the attitude of the N.U.R.-an attitude dictated purely b

opportunist considerations, and with no element of loyalty to the principle of differentials, althougthat principle had been the 

true point aissue throughout the whole of the wage negotiations of 1954-55.

Indeed, it cannot be too often emphasised that the N.U.R.bad sought in fact to ha,,"e the reference to differentials omitted from 

the December, 1955, settlement; and, incidentally that alsbad it not been for the initiative of the A.S.L.E. Fnoonly the 

wage rates of locomenbut like wise those oall conciliation grades would have been substantially lower to-day than in fact is 

the case.

The Railway Staff National Tribunal must also take its share of the responsibilityanif theris anything at all which" deals a 

blow at the sanctity of negotiating machinery," then it is such decisions as R.S.N.T. Decision No. 17, given in face of 

differentials set up by the same Tribunaonly five months previously: differentials, not only in connection with the adult 

minimum rate, but related to the grades within the Line of Promotion itself.

The strike issue was perfectly straightforward. It was NOT a question of a wage application as such, but simply one of 

maintaining, as we have indicated, the operation of the vitaprinciple of differentials established under Decision No. 16.


The response to the strike call was immediate and overwhelming, confounding all who anticipated otherwise. Moreover, it 

was maintained 100 per cent throughout the whole seventeen days of this, the longest strike in railway history.

That response, coming as it did from many colleagues in the N.U.R., in addition to the Society's membership, clearly showed 

that our fraternity were alive to the all-important nature othe issues involved. The scope of those issues werin fact quickly 

widened following the broadcasby thPrime Minister on the first day of the strike; it appeared that the Government were in 

support of the attitude which the B.T.C. were seeking to maintain, that negotiations" could not" proceed" undeduress." Thus, 

in itearlhours our struggle raised considerations vitally affecting the rights, not only of organised craftsmebut of every 

Trade Unionisthroughout the land.

Looking back upon the strike ican be seethat in the firsnine days (remembering that in 1924 the strike did not last this 

long) there was no attempon the part of the Commission or thGovernment to bring about a settlementTt was fully 

apparent that the solidarity of our people was being tested. It seemed that regardless of the costo the country or the industry, 

here was a determined attempt to break the strike. How triumphantly that teswas undergone is not only a matter of history, 

but will remain as the Society's finest hour whereithe oppositiowas completely routed.

The influence of the T.U.C. undoubtedly caused a change of attitude by the opposition. As a result of severameetings with 

the T.U.C. representatives, a period of intensive negotiation commenced under the aegis of the Ministry of Labour. Progress 

was slow: Eventually, as a result of the determined stand madethe B.T.C. were prepared to throw over their attempt to 

reintroduce classification, but insisted that cash increases coulnot be discussed unless the strike was called off.

On the latteissue deadlock prevailefoa considerabletime until, faced with the fact othe continuing solidarity of our 

grades, the Commission's representatives at lastconceded that there should be a cash increase ithe basic rates of Drivers and 

Motormen. As to the amount of the increase, it was proposed that this question should be remitted to a referee of unquestioned 

integrity who would immediately hear the parties and give his verdict thereon.Such verdicwoulbe accepteby both sides 

anthe strike would then be called off.


We strongly pressed the Firemen's position, and ultimately secured agreement that thmaximum rate fothat grade shoul

also be submitted to the referee, buwithoucommitment on thpart of the B.T.C.

The importance of these developments will be readily apparentThe Commission had now abandoned theirimpossible attitud

of "no concession while the strike ison"; they had agreed thaall Driverand Motormen,

particularly those on the top rate, should have aincrease; and the positioof the top-rated Fireman was also to bedealt with 

by the referee. Moreoverthe effort of the B.T.Cto bring back classification had successfully been rendered abortive.

For some days the N.U .Rhad beeinsisting that the time bad arrived for joint discussionsdespite the fact that from the 

same quarter the strike had been criticisedWe insisted, however, thathe dispute lay between this Society and the B.T.C., and 

that any settlement could only be agreed between the same parties.

Accordinglyhaving obtained satisfactioon the vitaprinciple, on 14th June we voluntarily lifted the strike, thefollowing 

being the formal termof settlement:-

The following is agreed as a liJasisfor the subsequent settlement of matters now idisputbetweethe BritishTransport 

CommissioanthAssociated Societof Locomotive Engineers and Firemen:-

1. Within seven days othe cancellation of the strike and resumptioof work the Commission will negotiate witboth Unions 

representing Footplate Staff on thbasis given hereunder.

2The Commission accepthe principle that there should be higher rewards for speciaskill and responsibility where no

already given anthey agree thatheris a case for such higher rewards for certain sections of the Footplate Staff.

3. Iprevious discussions on this question the Com-missioput forward proposals to deawith it by- (a) speciaallowances to 

Drivers and Motormen for driving certain types of trains;

(b) an extension, on a basis which they defined. of the mileage payment system already in operation.

4. Having been advised at this time that their proposal under para. 3(a) above is noacceptablethe Commission agree not to 

press it apart of the projected settlement although they adhere tthe view that it would be of benefit to the industry.

5The Commission have represented that considerable benefits would accrueto both Driverand Motor-men and to Firemen 

from their proposal under para. 3(b) abov'e. They have stated their readinessLoconsider at this time modifications of the par-

ticular proposal which they had presented. The A.S.L.E. & F. agree that an extension of mileage payments, either on the basis 

of the Commission's proposals or an improvement thereof, shall be accepted as part of the higher rewards referred to in para. 2 


6. (a) Having withdrawn their proposal under paragraph 3(a) above the Commission have stated their readiness to examine 

instead basic wages in the driver grade, particularly in respect of the highest rated Drivers and Motormen.

(b) The A.S.l.E. & F. having requested a more definite statement of the Commission's intentions under para. 6(a) above than 

they were prepared to give, it has been agreed to ask the Minister of Labour to appoint a Referee of impartiality, integrity of 

Labour and acknowledged judgment to name the figures which he considers appropriate as basic wages in the driver and 

motorman grades as a settlement of para. 6(a) above after bearing the views of the parties privatelyand separately. It is agreed 

that the N.U.R. shall be entitled to be heard by the Referee.

(c) The A.S.L.E. & F. will present to the Referee for his decision their views about the appropriate rate to be paid to the ,third-

year firemen, as presented by them to the Commission. The Commission have stated that they will not raise objection to the 

Society presenting their views in this way, but reserve in such case their own right to present their views.

(d) When the Referee mentioned in paragraph 6 above gives his"decisions they shall be accepted immediately and without 

question by all parties.

7. As regards any corresponding application of the principle mentioned in para. 2 above to other than Footplate staffs which 

the Commission may negotiate separately with the Union or Unions concerned, the Commission will not, on this account, 

delay acceptance of a settlement for the Footplate staff which they are prepared to accept on its own merits.

8. It is agreed that when a settlement has been reachedunder para. I above, the corresponding application of the principle 

mentioned in para. 2 above to other than Footplate staffs shall not be held to justify a further upward revision of the settlement 

for Footplate staff.

9. In view of the foregoing, in the best interests of allconcerned, the A.S.L.E. & F. decide to cancel thestrike forthwith. It is 

agreed that there shall be no victimisation of any kind.


The Minister of Labour appointed Lord Justice Morris 
as the Referee under Clause 6 of the settlement. At thremeetings with 

the Lord Justice we spared no effort in presenting the best possible case on behalf of our membegrades. In the course of 

these meetings we formed thopinion that the Referee for his part was anxious to havthe fullest information so as to assis

him in reaching what he would consider a fair, just and honourable decision.

For record purposes the full terms of the Morris Award are set out on another page of this issue.


The Morris Award established a more reasonable measure of differentials for Drivers and Motormen, and it should be noted 

that it is estimated that 96 per cent of Drivers andMotormen are on the maximum rate of pay and thus qualify for the further 

increase at the rate of 3s. per week(the increases for the first-year and second-year men being1s. per week and 2s. per week 

respectively). The award in fact maintained the fundamental principle of relativity fowhich we took strike action, and has 

been universally and rightly, hailed as a CRAFTSMAN'S VICTORY.


We had obtained a guarantee that the mileage proposals under Clause 3(b) of the strike settlement be improved and the 

negotiations would be speedily and satisfactorily concluded. The agreement reached produces substantial cash benefits well in 

advance of the cash differences involved in the dispute for a large proportion of footplatemen.

Tho new arrangements in this connection are also set out in this issue of the JOURNAL and a comparison with what the 

B.T.C. originally offered (as notified to our branches by RO. circular) will readily reveal the great value to our fraternity of the 

amendments now secured.It is noteworthy that the amounts obtained in respect of an  elven day fortnight for Drivers and 

Motormen and for Firemen anAssistanMotormen respectively are as shown on next page.


                                               DRIVER AND   FIREMAN AND

                                               MOTORMAN   ASSISTANT MOTORMAN

70 or more but less than 80          2/9                     2/3 1/2

80 or more but less than 90          5/6                     4/7

90 or more but less than 100        8/3                     6/10 1/2

100 or more but less than 110     11/-                     9/2

110 or more but less than 120     13/9                  11/5 1/2

120 or more but less than 130     16/6                  13/9

130 or more but less than 140     19/3                  16/0 1/2

So far as concerns the position under section (iof the amended proposals it will be appreciated that mileage payments will 

now be made in respecof all mileageincluding 140. In other words nodd miles will be dropped from the calculationsfor 

example, 140 - 144 miles, for which no payment has hitherto been made, will qualify for an-hour's payment-and likewis

whereas only half-an-hour has hitherto been paid for mile148149 and 150the payment will now bone hour anso o

throughout all greater mileage turns.

In effect, this section of the arrangements, translated into terms of cash, benefits the Driver on the top rate tthe extenof £1 

4s. 9d. over an S8-hours fortnight, and theFireman on top rate by £1 Os. 6dfor a similar period.

Furthermore, the valuof claus(ii) paragraph 3 of the new arrangements will alsnobe overlooked, ensuring as it does that 

any mileage man qualifying undethis clause is treated similarly to a " timeman working upwards of miles.


To conclude this examination of the dispute and its 
results, we cannot do better than quote from the concluding paragraphs of 

a circular issued to branches on 1st July, wherein the Executive Committee, in expressing their appreciation of the great 

loyalty shown, call upon each and all of ufor renewed vigilance and activity in the period that lies ahead;-






In agaiacknowledging with pride the splendid solidarity which made these successes possible we woulpay tribute also t

the work of organisation, etc., so magnificently performed by the various strike committees both at local and district levels

and by so many of our active stalwarts, throughout thRegions oBritish Railways.





Revised Arrangements

With effect from 3rd July, 1955 (i.e. in respect of all turns of duty commencing after midnight on Saturday, 2nd July, 1955) 

mileage payments to Drivers, MotormenFiremen and Assistant Motormen are to he on the following basis:-

(1) For turns of duty involving mileage of 70 miles or more during any turn but 0/ less tha140 miles.

Payment to be made, additional to all existing payments and allowances in respect of the time worked, on thbasis of:

Drivers and Motormen

3d. for every 10 miles or part thereof. 

Firemen and Assistant Motormen

2 1/2 d. for every 10 miles or part thereof.

The payments under this arrangement to be as follows:-


                                               DRIVER AND   FIREMAN AND

                                               MOTORMAN   ASSISTANT MOTORMAN

70 or more but less than 80          3d                     2 1/2d

80 or more but less than 90          6d                     5d

90 or more but less than 100        9d                     7 1/2d

100 or more but less than 110     1/-                     10d

110 or more but less than 120     1/3                    1/0 1/2

120 or more but less than 130     1/6                    1/3

130 or more but less than 140     1/9                    1/5 1/2

(ii) For turns of duty involving mileage of 140 miles or during any turn.

Payment for mileage in excess of 140 during any turn is to be at the rate of one hour's pay for every 15 miles, in accordance

with the provisions of the existing agreements relating to mileage payments for Footplate Staff, but subject to the following 

conditions :-

1. The mileage allowances for turns of duty involving 140 miles and up to 155 miles to be as follows:-

140 miles or more and up to 147 miles-half and hour. 148 miles or more and up to 155 miles-one hour.

2. Thereafter, odd miles are to be dealt with as follows:-

Distances of up to 7 miles-half and hour. Distances of 8 miles and up to 15 miles-one hour.

3. Staff working turns of duty of 140 miles or more whounder the existing arrangements are paid on the basis of time worked 

instead of mileage arc to be paid in addition to the appropriate payments for the time worked a mileage allowance of:-

Drivers and Motormen-1s. 9d. Firemen and Assistant Motormen - 1s. 5 1/2d.


To The Right Honourable The Minister of Labour and National Service


I was appointed by you on the 14th June1955, as the Referee to act in pursuance of the Agreement made on that date being 

an Agreement made as a basis for the subsequent settlement of matters then in dispute between the British Transport 

Commission and the Associated Society of Locomotive Engineers and Firemen.

2. I have heard the views of the Associated Society of Locomotive Engineers and Firemen, of the British Transport 

Commission, and of the National Union of Railwaymen privately and separately.

3With reference to paragraph 6(b) of the AgreementI name the figures which I consider appropriate as basic wages in the 

driver and motormen grade as a settlement of paragraph 6(a) of the Agreement as follows:-

Driver and Motormen

First year 176s. (One hundred and seventy-six shillings)

Second year 187s. (One hundred and eighty-seven shillings)

Third year (maximum) 198s. (One hundred and ninety-eight shillings).

4. With reference to paragraph 6(c) of theAgreement, my decision is that the appropriate rate to be paid to the third-year 

Firemen is as follows:-


Third year (maximum) 164s. (One hundred and sixty-four shillings). 

I have the honour to be, Sir, Your obedient Servant.


20th June, 1955.


Driver Fred (Rab) Gambling  & Fireman Harry Mitchell



JULY 1955



It is with great pleasure and pride in our hearts that we can report in this special issue of the JOURNAL such a splendid 

response by all our Motormen, Drivers, Firemen and Cleaners, members of No.1 and No.2 Branches, to the E.C.’s call May 

28th and also to include in this report a tribute from Bro. C. Batchelor, who says:

“Congratulations to Brighton for 100 per cent response to the call of the E.C. for strike action. One member in steam and one 

“Non” spoilt the record.

Thanks are due to the Branch Secretaries and Strike Committee for carrying out of their duties so well, also to the N.U.R. 

members who came out and thus assisted in getting our grade recognised.

This proves that there is only one Union for footplate staff, that is the A.S.L.E.& F.

The bond between the Electric and Loco depots during the strike should now be maintained in all L.D.C. and social matters.

Keep the good work up brothers!

Yours fraternally, C. Batchelor.”

These remarks by Bro Batchelor make all the work and trouble involved very much worthwhile, to know that ir was so 

appreciated. Lets us hope this spirit of brotherhood will long be kept alive through the medium of our branch rooms.

F.W. Musk

Branch Chairman


WJ. CLEAVER - District No.7

During the crisis period I addressed special meetings at AshfordBrighton Nos1 and 2 (twice), Colchester (twice)

Paddington, Slough, Reading Nos. 1 and 2 branches, Hitchin, Southall, Kentish Town, Stratford, Cricklewood,

Clacton, Parkeston Quay, Wimbledon and districtSouthend and Shoeburyness Joint, Feltham, Eastbourne, Newhaven

King's Cross, Gillingham and Didcot. I also addressed the special meetings of the London and Redhill District Councils

Packed halls were in evidence everywhere and votes of confidence in the General Secretary and the Executive Committee 

were in every instance unanimous.





 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 



Pathe News Report 02.06.1955


Pathe News Report 06.06.1955


Pathe News Report June.1955










Once again I have to report that differences have arisen with 

the local management at this Depot over their non-observance 

of some National and L.D.C. agreements, and a special 

meeting of Branch Officials and our L.D.C. was held to deal 

with this matter. With efficient guidance of Organiser Bro. A. 

Newbegin, it was decided to ask for a consultation between the 

District Motive Power Superintendent and L.D.C. to 

endeavour to stop the violating of these agreements in future; 

we ask members to give more strength to the L.D.C. by seeing 

to it that agreements are observed.

On November 20th the Retirement and Social Fund held the 

Annual Reunion, and a dinner and social evening was 

provided in a very successful way by the Committee. Organiser 

A. Newbegin, who attended this function, presented gifts from 

the Fund to the retiring members, Bros. T. Gunn, F. Larkin and 

A. Staniford; then, with appropriate words to them, he referred 

in turn to their length of service and their Society membership, 

and the changes and benefits which had been obtained through 

the efforts of our Society during their careers on the footplate 

and in Motor-man’s cabs. He wished them on behalf of all 

retired members a long and happy retirement. Bro. F. Larkin 

suitably replied for all three.




 Jim Friend on the "Brighton Works" engine, a Brighton Terrier Class A1x in Brighon Loco

Jim Friend started at Brighton Loco on 16th January 1956 as a Engine Cleaner and progressing to, Fireman and Past Fireman, 

in 1963 Jim transferred to Slade Green EMUT Depot to gain his promotion to Driver. In 1965 Jim transferred to Charing 

Cross where remained until 20th April 1985, when Jim emigrated to Adelaide, South Australia where he now resides.






On November 12 a very successful Social Evening was held at the Richmond Hotel, where Bros. C. Cole, A. Routledge*^, W. 

Hudson and A.T. Green* were presented with a gift from the Retirement Fund. Organiser W. Cleaver made the presentations 

with appropriate words. Let us keep the good work of this fund going. At our December meeting all officers were re-elected for 

1956. The present L.D.C. were adopted as the official nominees for 1956. The January meeting was enlivened by the 

attendance of Bro. Monty Renshaw (A.A. Delegate), who gave a splendid report on Conference, touching especially on items 

affecting motormen and dual men. Several questions were asked and very ably replied to and there was no doubt left in our 

minds that the grade of motormen is being brought to the surface to our constitution, and with the coming of increased 

electrification over a wider area the maintaining of the position of motorman will have to be seriously considered.  So fill the 

Branch Room, lads, and let our E.C. know that we are very much alive to those who matters that will assist the front end of the 

future – “the motorman.”



* Original Brighton No. 2 Branch Member

^ West Worthing Motorman



 Ian Munro

Outside the Weighbridge in Brighton Loco.

Ian entered the footplate grades on the 14.08.1950 at Brighton and later transferring to Brighton 

E.M.U.T. in the early 1970s. On the 22nd July 1974, Ian eventually transferred to West 

Worthing to do a mutual change of depots with West Worthing driver Ted Janes. With the 

closure of West Worthing in 1995 transferred to Barnham where he remained until his 


In July 2011 Ian emigrated to Canada.







PAGE 33 

Steady attendance at meetings has been maintain by the “regulars” who deserve all the praise for keeping the Society 

interests on top, and letting the “lobby critics” see that we are a live branch who intend to give every assistance to our L.D.C. 

in upholding our agreements against the strong opposition we find all too frequently from the other side of the table. The 

interpretation of some conditions of service from that quarter calls forth much criticism and hard feeling from the men when 

they find themselves frustrated by a management side who seem to try by all means to make the accepted conditions and 

agreements read only to suit their requirements. We should like a much better attendance and an increase in confidence and 

support for our L.D.C.

Our Annual Retirement and Social Fund Presentation was held on November 17 and a jolly evening was enjoyed by all. Bro. 

A. Taylor made presentations to eight of our retiring comrades from the footplate and the Motorman’s cab. This was the first 

year that the Steam and Electric Retirement Funds had joined forces which we hope will continue.

F.W. Musk

Branch Chairman 








During the period since my last Journal notes Coroners’ Inquests have had my attention at Reading St Pancras and Woking, 

and Ministry of Transport Inquiries at Old Oak Common goods, Clapham Junction (two inquiries), Charing Cross (two 

inquiries), Pitsea, Stonebridge Park, Westbourne Grove, Parkeston Quay, and Haywards Heath.

At Haywards Heath the inquiry was held to investigate the circumstances responsible for a serious accident to one of our 

young Fireman members. Whilst working a goods train the Fireman injector “flew off” and after several futile attempts to re-

start it, it appears that our member concluded the men who prepared the engine had failed to fill the tank. Without indicating 

his intention to the Driver, who at this stage was looking out for signals, the Fireman apparently  climbed on to the tender in 

order to lift the tank lid and, whilst so doing was struck by an overbridge   ad sustained severe head injuries. This is an 

unfortunate  accident that should not have taken place. Rule 126, Clause 7, reminds enginemen of the dangers of leaving the 

footplate whilst the engine is in motion, and, if the circumstances are such that it is absolutely necessary for such action, the 

rule provides for certain arrangements by which that operation with reasonable safety.




page 65


Attendance at meetings has slightly improved and it is heartening to see younger fraternity taking part in activities. Lively 

discussions on matters affecting our livelihood often take place and we find 2 1/2 hours pass all too soon. See that we keep 

this up, Bros., and do your best to get some of the “slackers” to attend these meetings.

We had the pleasure of a visit, on August 8, by the 1957 A.A.D delegate, Bro. P. Collens. Following his very interesting report 

members present found much satisfaction when their questions were very ably answered by him.

I had a very pleasing surprise at the December meeting when I was presented by our Secretary, Bro. C. Stoner, with the 

Society’s Pen and Pencil Set having completed 5 years in the Chair. In expressing my thanks I remarked that despite the many 

ups and downs of opinion I would still do my best to keep an unbiased mind and assist in the upholding of our Society’s 

policy and maintaining of our National Conditions of Service. In closing this report I wish to thank the L.D.C. for the hard 

work they perform against difficult odds and wish them, with all my other colleagues, a very Prosperous New Year.







(Extracted & adapted)

PAGE 61 

The chief officers remain although it was necessary to elect a vice chairman to replace Bro. Eric Wellington who has 

transferred to Brighton. We wish him every success for the future.


APRIL 1959


(Extracted & adapted)

PAGE 131 

The March  meeting of our Branch bruh a special occasion: the members of the Branch gathering to pay a tribute to our 

retiring member, Bro. Ern Binstead (Seniority Date14.03.19).

“Ern” came to us about 20 years ago from the Brighton railway, and at all times proved himself a good Trade Unionist. it was 

a great surprise to most of us to learn that Ern had served in the 1914 - 18 War, and, what is more, that he had received the 

M.M. for gallantry on the Somme.

He was presented with a wristlet watch, suitably inscribed, from the men at the depot.

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