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If I’m yon haughty lordling slave. By nature’s law design. Why was an independent wish. E’er planted in my mind?
If not, why am I subject to. His cruelty or scorn? Or why has man the will and power. To make his Fellow mourn?
Robert Burns
The Strike of the
London, Brighton, & South-Coast Railway.
Engine Drivers
Tuesday 26 March 1867
On Monday 25th, March, 1867 a deputation of the Engine Drivers and Firemen awaited upon the Directors at London Bridge
Terminus, on the understanding come to between them on Friday week, that an adjournment of the determination of the men
to leave the service of the Company, should take place for a week, in order to afford the board time to consider the whole
question.
The scale of wages proposed by the Directors to the Engine Drivers was an increasing one of 6d. per day, at intervals of
twelve months to a maximum of 7s. 6d. per day at the end of two years’ service. The strong objection of the deputation was
that the advance of wages proposed by the Directors was to take place every twelve months, at the option of the Locomotive
Superintendent, and the feeling expressed by the men was that this arrangement would occasion be continuance of a
grievance of which they professed to have complained, viz., that a system of favouritism would be pursued. We are informed
that with the exception of the question of wages and the objection to power to be given to the Locomotive Superintendents, the
other requisitions of the men were compiled with.
The interview between the men and the Board lasted above an hour. The Board declined to accede to the two disputed points,
and the men refusing to withdraw them, they retired, stating that they should adhere to their notices for quitting the services of
the company, and therefore would not work any of the trains of the Brighton line next day.
“The Directors have carefully considered the memorial presented by the Enginemen and firemen with an anxious
desire to arrive at a settlement of the question just and satisfactory to all parties, the proprietors, the men, and the
public. From the verbal explanations which have taken place, the directors find that the men attach most importance
to the number of hours constituting a day’s work or duty, and the Board are able to meet this request freely on the
basis of 60 hours per week of six working days, all time beyond to be paid for at the rate of eight hours per week-day
as proposed in the memorial. Arrangements will be made to obviate any ground of dissatisfaction as to the payment
for extra time and the working out of detail. With reference to the scale of wages suggested by the memorial, the
directors are glad to find that the main objection which they see to it is recognised by the older and more experienced
of the drivers. It would be unjust and inexpedient that all should be placed on a footing of equality as regards pay,
irrespective of experience and other qualifications which constitute a first-class driver as distinguished from an
ordinary driver. Such, however, would be obviously be the effect of advancing all –even the least experienced and
capable-to the maximum scale of pay at the end of a few months. Such a result would not be to the permanent interest
of the men. At present, out of a staff of 191 enginemen, there are more than 100 whose minimum fixed pay is 7s per
day and upwards, namely, 74 at 7s, and 35 at 7s 6d per day. The directors feel no difficulty in giving an assurance
that the number of men receiving the maximum rate of wages will steadily increased. A corresponding number of
firemen will be maintained at a rate of pay, and on terms generally at least as favourable as may prevail on any
railway in the kingdom. As evidence of the desire manifested by the board to deal liberally with their men, this
company has established and maintained without contributions from the men, a special fund to provide for the
superannuation of incapacitated or old and faithful servants, at the credit of which fund there is now £22,853
available for that purpose. An overcoat will be supplied to the men each year, and they will be allowed to retain the
old one, as requested in the memorial. On all occasions when men are sent on duty rendering it necessary for them to
reside from their homes, they will be paid two shillings and six-pence per day for their expenses, as requested in the
memorial. As a rule engine drivers and firemen are to have nine hours clear off duty before being called upon again,
as requested in the memorial. Time and half will continue to be allowed for all Sunday duty as requested in the
memorial. It is the desire of the Board that any arrangement made shall not be just and mutually satisfactory now, but
that it may be such as to maintain, permanently, the good relations which have subsisted between the Board and their
staff without interruption for upwards of twenty years. To ensure this the Directors will quite ready to see any man
who may feel dissatisfied; and as the public have a vital interest in the question, the directors are willing to leave to
the settlement of a public board - say the Board of Trade – any question which from time to time they may be unable
to adjust.”
Walter B. Bartellot, Deputy Chairman.
London Bridge Terminus, S.E. March 21
Enginemen's Reply
The engine drivers and firemen have sent the following
reply to the Directors.
The engine-driver and firemen employed on the London, Brighton, and South-Coast Railway respectfully
acknowledge the receipt of proposals under to them by the Directors in answer to their memorial, and desire to
tender them their hearty thanks for the consideration accorded to them.
They freely admit that proposals now offered would to some extent remove their present causes of compliant, and
render their working more satisfactory to themselves, and s they believe, more beneficial to the Company.
They submit, however with all difference, that the proposals to fix the working on the basis of 60 hours a week of six
working days, instead of ten hours of ten hours daily labour, is liable to many objections which, perhaps, did not
occur to the directors. The engine-drivers and firemen look at the matter in this light: - Under the system of working
by 60 hours a week, they may have to work 15 hours on one day and only five the next; or it might be possible to
keep them on for 20 hours on one day, and allow them to be off the next. Now, they believe that the detriment to
themselves and risk to the public is caused by that one day’s overwork, which cannot be compensated by shed
restrictions from labour on the succeeding day. What they really desire is to work day by day, as nearly as possible,
for ten hours, and, in cases where this must be expanded, that their over-time shall cause by this excess daily, and
not by the excess over 60 hours weekly. It is not believed that there would any real difficulty in making such an
arrangement, and as the Directors have an anxious desire to achieve at a just and satisfactory settlement of the
question, their servants respectfully ask that the simple arrangement of ten hours a day should be adopted instead
of 60 hours a week as proposed.
The engine-drivers would further say without reflecting at all on the management of the Brighton Railway, that
there are other lines where the men have been induced to agree to a weekly basis of 72 hours in the belief that that
would imply a daily labour of 12 hours, whereas some of them now running from 16 to 19 hours a day, and yet not
exceeding the 72 hours a week. It is to prevent this very thing, and effect a permanent settlement of the question,
that the men are so anxious to have their time defined by the day instead of week by week.
The Directors say that 'arrangements will be made to obviate any ground of dissatisfaction as to the payment extra
time and the working out of detail.' If by this the directors mean that they will adhere, as much as possible, to ten
hours a day, and that in rare case where it may be exceeded the excess shall be counted as overtime, let them say so
in play words, and the difficulty is at an end.
The engine-drivers are disappointed that the Directors have taken no notice of the second and third points in
memorial respecting mileage and shed days. The men attach great importance to the question of mileage, and they
take the absence of any allusion to it by the Directors as an indication that they will be compelled to run as many
miles as superintendents may think expedient.
In reference to the scale of wages the Directors say, 'It would be unjust and inexpedient that all should be placed
on a footing of quality as regards pay, irrespective of experience and the other qualities which constitute a first
class driver, as distinguished from an ordinary driver.'
In answer to this, the Engine Drivers would say, in the first place, they that no incompetent or inexperienced man
should be employed to drive an engine. The safety of life and property, and the man's own safety, demand that he
should not be trusted with such responsibility: but, having got a man thoroughly qualified, they think 7s 6d a day is
not extravagant pay for him. If there are men who have proved themselves of extra capacity, or higher attainments,
the officials can always advance their position by committing to them the higher trusts, and by rendering their lot
somewhat easier than others, or even some extra remuneration might in some way be awarded to such valuable
servants. It is creditable to the 'older and more experienced' drivers of the Company that they were unanimous in
agreeing to a memorial for a scale of wages which would not benefit themselves, expect by insuring that, while they
were careful and attentive to their own duties on the road, they had drivers, both before and behind them, who were
careful and competent.
The Engine Drivers are glad to hear that “The Company has established and maintained, without contributions
from the men, a fund to provide for the superannuation of incapacitated or old faithful servants,” which now
amounts to £22,853, but they must say that this is the first time they ever heard of it.
The Engine-Drivers and Firemen have to thank the Board respectfully for conceding so freely all the other points in
the memorial, especially for the assurance that they will be quite ready to see any man who may feel dissatisfied,
and they hope they will be equally generous in reconsidering the of the hours and the wages in which, perhaps the
difference may be more apparent than real. They regret however, to say, that as the case at present stands, the
omission of any allusion to the mileage and shed days, and the proposal of the directors on hours and wages are
not at all satisfactory, and they cannot consent to work under them.
Signed on behalf of the Deputation, James Thompson
Tooley Steet March 23.
Negotiations between the engine drivers and the directors of the London, Brighton, and South-Coast Railway have not been
successful. The men struck on Monday, and the Directors have issued notices that the timetables of the line must be held in
abeyance, and that fewer trains will be run until men are secured.
The Directors have issued the following account of the breaking off of the negotiations:-
“The Directors were not without hope that the reply which they had given to memorial presented by the enginemen
and firemen would have solved the pending difficulty, but they must now inform the public that the majority of the
enginemen and firemen constituting the staff of this railway have notified their intention of retiring from the service
unless their demands are satisfied.
At a further interview to-day satisfactory explanations took place, and an agreement was come to as regards Shed
Day, Sunday Work, the number of miles to be run as constituting a day’s work, amounting in the aggregate to not
more than 750 miles per week – all beyond that number to be counted, and paid for as extra. The board also, though
deeming the demand unreasonable, and not for the permanent interest of the men, conceded that each day should be
counted as ten hours, instead of as a tenth of sixty hours; although, in practice, the day’s work is limited very
frequently to less than five hours.
The rate of wages paid by this Company is so liberal that no permanent loss will result in conceding the scale asked.
The directors were therefore willing that the minimum pay of drivers should be 6s., progressing towards to 7s. 6d
per day; and the minimum pay of Firemen 3s. 6d,. advancing to 4s. 6d. per day. But the demand that all Engine –
drivers and Firemen shall be advanced to the maximum scale of wages after a few months of service, without
reference to their ability, is so wrong in principle that the board cannot reconcile it with sense of duty to consent to
such demand.
Should the Engine-Drivers and Firemen act on their notices and retire, the directors will at once reduce the number
of trains and the present speed, so as not to exceed in any case of a maximum of twenty miles per hour; and they will
make available all the resource and means at their disposal for safely working as many trains as practicable and
will not spare the exertion to replace staff at the earliest possible period.
By order
Allen Sarle Acting Secretary,
London Bridge Terminus, March 25, 1867.
At Brighton during Monday night Mr. Craven, the locomotive superintendent; Mr. Molineaux, his assistant; Mr. M.G. Denvill,
assistant traffice manager; Mr Webley, the station superintendent, with their chief clerks and subordinates, were either
travelling, working, or telegraphing all over the system in order to provide against the contingency.
Notwithstanding the anxiety shown by the Directors of the Railway to meet the demands of their Enginemen and Firemen, the
latter remained unsatisfied, and the following announcement was issued on Monday night :-
LONDON, BRIGHTON, AND SOUTH-COAST RAILWAY
The public are respectfully informed that, in consequence of the strike of a large number of Engine Drivers and
Firemen, with the time tables must considered as in abeyance. The utmost possible endevours will be made to carry
passengers to their respective destinations, but a large number of trains must be taken off, and the speed of those
run materially diminished.
By order, A. Sarle, Acting Secretary.
Secretary’s Office, London Bridge, March 25, 1867.
The threatened Strike of the Engine-drivers on the Brighton Railway began on the morning of Tuesday 26th March, and never
since the famous cab strike in 1853 has such great sudden inconvenience been inflicted on the public. The Brighton line is
above all others a line for the accommodation of London people. Brighton itself - London - Super - Mare, as it has been
called-is maintained chiefly by the people who are connected by business with London, and who come up daily, or several
times a week. The stoppage of the traffic on a week-day morning throws out of order the arrangements of a large and
important body of London men. All along the line, too, as far at least as Reigate, the holders of season’s tickets take the train
for London every morning, and return to their homes at a fixed hour in the evening. All these found yesterday that their
conveyance failed them and though the Company did its best to supply the place of the absent drivers, the traffic was almost
suspended, not only with Brighton, but with places which depend for their communication with London on the Brighton line,
as far as Hastings on the one side, and Portsmouth on the other side.
On Tuesday morning great confusion and considerable excitement prevailed on Tuesday at London Bridge, Victoria and the
other stations of the Company, and as the public generally were not aware of that fact, many disappointments to passengers
were experienced, particular to the disappointment of hundreds of “lovers of the turf” who were anxious to be present at the
first day Epsom Spring Meeting, who intended to go down from London Bridge or Victoria by train, was expressed with such
freedom and vigour as sorely to test the patience of the officials who remained at their posts.
On being made acquainted with the determination of the Enginemen the Directors made application for assistance in their
difficulty, to the managers of other lines; but as might be expected, very few could be subtracted from their own staff of
drivers, who must be skilled in their business and possessed of considerable intelligence and power of observation. Under
these circumstances it was resolved to make a reduction in the number of trains, and the limit their speed to twenty miles per
hour. The trains were driven by travelling railway inspectors and by foremen of works, accompanied by competent men on the
engines who thoroughly understood the signals. In some cases on the main line two or three ordinary trains were made into
one, but not exceeding 18 or 20 carriages in the whole on an average; and "short service" trains so called, were worked
between Victoria and West Croydon on the one hand, and between the Crystal Palace and London Bridge on the other. In this
way the directors adapted themselves to the inconvenience to which they had been thus suddenly subjected, with all the
attendant loss. in the meantime all the ordinary time-tables were in abeyance, and the season ticket holders, on the principal
lines especially, were being seriously incommoded. the six o'clock train from London got away in good time considering all
the circumstances which impeded any approach to regularity, but the train which should have started from London at 8 did
not move from the Terminus till after 10. On the South London line only one engine employed, and the traffic to and from
Crystal Palace was almost entirely suspended. The hundreds of city gentlemen residing in the suburbs, and who ordinary avail
themselves of this railway to come up to town, were of course put to inconvience, and altogether the event was attended by an
immense, amount of excitement and loss of tile and business. All the available foremen were put in charge of the trains, and
every exertion was made by the Directors and managers to obviate the almost insurmountable difficulties in which they found
themselves entangled.
Only two drivers remained at work, but by supplementing these by locomotive foremen and shed-men, together with a few
station-masters and inspectors who had had locomotive experience, eighteen engines were kept in service the first day and a
considerable proportion of the traffic dealt with, and addition to those two, there were some six to eight trains being driven by
the under firemen and the locomotive superintendents. The Enginemen who are in work say that the same feeling is
experienced at the London end, particularly in the case of the Croydon trains. The men who are now working the trains are
old and experience drivers, who had been promoted from driving to act as “Foremen” at junctions and other important posts.
In ordinary work they supervise the general body of drivers, but as their occupation is gone in this report for the present, they
are put to their old calling till the emergency passes over.
The traffic on the branches was more disorganised than the main line. In some case horses were employed to draw the trains,
in others omnibuses and coaches bring passengers to the junctions. The number of trains run throughout the day was much
less than usual, and these proceeded at very slow rate. On several of the branches the service was wholly discontinued,
causing much inconvenience to the public. The public feeling has so far, been unanimously against the step so suddenly taken
by the Engine men, and delay and inconveniences have been borne in the best possible spirit.
The Directors met on the Tuesday afternoon and passed resolutions, embodied in the following notice, which was promptly
issued
The Directors met on the Tuesday afternoon and
passed resolutions, embodied in the following
notice, which was promptly issued
The circular above is from the London, Brighton
and South Coast Railway in which shows the
railway employers’ hard-line attitude clear:
“The directors are in principle opposed to
combination for any description for the purpose of
interfering with the natural course of trade. They
think that masters and men [note the view of
railway workers as servants - in those days, “men”
could mean “servants”] should be left in every
establishment to settle their own terms, and
arrange their own differences without foreign [a
word implying that trade unions are un-British]
interference or dictation.”
The pamphlet explains the strict discipline that
existed on the railways, with dismissal,
blacklisting, eviction from railway cottages and
“ultimate resort to the dreaded workhouse” in
store for anyone who attempted to form a union.
Extract from an article
by Liam Physick
on the Edgehill station website
The Enginemen and Firemen wanted improvements or changes in a number of ways, most of which were accepted by the
company, but two of which formed the main stumbling blocks and were the cause of the strike.
The first of these concerns hours of work, the men wanting to have a 10 hour day for 6 days, whereas the company wanted
them to have a minimum 60 hour week.
The second point at issue was that the L.B. & S.C.R. wished to continue with the principle of advancing wages with seniority
and experience in the separate grades of Enginemen and Firemen whereas the men wanted to have uniformed system not
dependent on seniority or experience.
Below the engraving at Balcombe station, which reads
W. F. C.
The Strike of the
L. B. S. C. R.
Engine Drivers
Tuesday 26 March 1867
PAUL EDWARDS COLLECTION
The Brighton Gazzette
Thursday 28th March 1867
Era thus comments on the ‘Situation’
RAILWAY COMPANIES AND THEIR ENGINE DRIVERS.
Among the quibbles and quarrels, the deputations and strikes, which take place between master and man, there is
not one that so intimately and immediately affects the public as the present dispute between the engine drivers on
the various Railways and the Companies which employ them. Affecting, as it would do, the whole social traffic of
the kingdom, should a strike take place among the engine drivers and their subordinates, the firemen, the question
of their grievances is, as we have just said, one of public interest, and more than that, one of public sympathy. What
traveller who had a heart or a fellow feeling ever reached his terminus on a bitter cold night, after hours passed in
the face of cutting wind or sleet, but has felt how much he owed to the man who, in the face of such discomfort, had
brought him safely to his destination, and how gladly, if the regulations admitted of it, he would show that feeling
by a gratuity. With sentiments like these, shared in by thousands of the public, the appeal of the engine drivers is
sure to receive from us our warmest sympathy and support, for all working men who consider the locomotive
engine drivers as the men who should be paid the highest wages, and their hours of labour confined to the lowest
number consistent with physical endurance, and honesty to their employers. It ought to have been a point to the
credit and honour of every Railway in the kingdom to keep their engine drivers so well paid that the public should
be never startled by the knowledge that some of the oldest hands on the line had seceded for want of higher pay. It
is a frightful thing only to imagine that many of the accidents which have occurred on railways have resulted from
the substitution of an ignorant for an experienced engineer; and that a difference of six pence in a man’s claim may
have been eventuated in a collision, and the death of numbers. It is however, with infinite satisfaction that we hear
that this temporary feud between the various Railway companies and their engine drivers is at last likely to brought
to an amicable conclusion without that resort to arms a strike which usually ends such disagreements. The London,
Brighton, and south-coast, who employ nearly two hundred engine drivers, have acceded, in the most liberal
manner, to the demands of their servants, and in that quarter, one of the oldest lines of the country,an experienced
engineer; and that a difference of six pence in a man’s claim may have been eventuated in a collision, and the
death of numbers. It is however, with infinite satisfaction that we hear that this temporary feud between the various
Railway companies and their engine drivers is at last likely to brought to an amicable conclusion without that
resort to arms a strike which usually ends such disagreements. The London, Brighton, and south-coast, who
employ nearly two hundred engine drivers, have acceded, in the most liberal manner, to the demands of their
servants, and in that quarter, one of the oldest lines of the country, if peace and harmony is restored, an
experienced engineer; and that a difference of six pence in a man’s claim may have been eventuated in a collision,
and the death of numbers. It is however, with infinite satisfaction that we hear that this temporary feud between the
various Railway companies and their engine drivers is at last likely to brought to an amicable conclusion without
that resort to arms a strike which usually ends such disagreements. The London, Brighton, and south-coast, who
employ nearly two hundred engine drivers, have acceded, in the most liberal manner, to the demands of their
servants, and in that quarter, one of the oldest lines of the country, if peace and harmony is restored, we may surely
hope that other Companies will follow suit, and end this vexed question in peace.
Tuesday evening a handbill was circulated offering permanent situations and liberal pay to the experience men. The directors
issued a notice stating:
“That, believing a large majority of those who are still out will (upon reflection) regret having pushed matters to such an
extremity; they are willing to receive back into service any of the old hands who may re-join it not later than Thursday next.”
RESUMPTION OF WORK
END OF THE STRIKE AT BRIGHTON
All Brighton trains were regularly despatched during day, except four the eight a.m., the ten a.m. the four p.m. and the seven
p.m. it said that plenty of men are ready to come in, that some have already come up from Liverpool and other places and that
the men on strike will not hold out long.
Late on Tuesday some of the Brighton enginemen showed signs of giving way, and some had misgivings as to the policy of the
course they had adopted. Verbal communications were opened with some of the Company's officials, and it was suggested a
mediation should be effected. It was, however, pointed out to the men that extreme step they had taken and the granting of all
their demands, save the condition pointed out rendered any course but one out of the question. The London men were not,
however, disposed to give in so easily and an equal vote was the result. Under these circumstances the Brighton men came to
the determination of acting for themselves. At a late hour on Tuesday night they forwarded a request that Mr. Craven the
Locomotive superintendent, would meet them at their Brighton Committee room. The meeting between the Brighton Delegates
and Mr. Craven with a view to resolve for themselves and Mr. Craven consented, and he was accompanied by Mr. Pickering,
(who has for many years been connected with railway affairs).
All the men's demands about pay and hours and overtime, which indeed would be reckoned moderate enough nowadays, were
granted by the directors; but they would not consent to all men, clever or stupid, diligent or lazy, being put on an equality as
regards pay; nor would they yield to another demand-that the men who remained loyal should be dismissed.
It was exclusively the Brighton men who resumed work Wednesday morning. Provision had been made for bringing down the
first London train (6 a.m.) from London by a Brighton driver and fireman; it arrived to time; and but little locomotive was felt
throughout the day, all the main trains being in to time within a few minutes, and the requirements of the traffic were
admirally met. It seems that the main line is worked principally by whose home is Brighton, out of eleven main lines trains per
day, the Brighton men work eight. Every train was sent off from Brighton yesterday, punctual to time.
On Wednesday 27th, saw many applications to take the strikers' places were received from Wales and the North; some 400 to
500 Belgium, France, and German engine-men were reported to be on their way to London, and one Belgian driver actually
started work. This was more than the revolters had bargained for, and those south of Three Bridges accepted the proffered
terms.
By noon on Wednesday 27th March, the verdict was “All right” all Brighton Hastings, Portsmouth and all branch lines as far
as Three Bridges. We heard from London at 2 p.m.; at that time some of the old drivers had resumed work but all was going
on well with the men that had been put on.
On the other hand, the Secretary of the Engine Drivers Committee states that only trains worked at present where those from
Brighton; but those men had gone to work under a misapprehension and would to-day apply for an explanation from the
directors, which, if not satisfactory, would induce the whole of them together with the others south of Three Bridges, to again
leave. He states that none of the men from Epsom, Battersea, or New Cross had gone to work; and that no trains had started
this morning from Epsom, and also that should the old hand not be taken on at the scale of wages advertised by the company
this morning, that all those now employed would again send in notices.
On Wednesday afternoon a deputation from the Committee of the engine–drivers on strike arrived at London Bridge, and were
waiting upon a meeting with the Directors, with a view to the settlement of the question in dispute. There was also
approximately thirty striking Enginemen, who also gathered at the station to show support to their Committee. After some
discussion the men received assurance that they would have full opportunities of proving their claims to the highest rate of
wages allowed by the company. On this promise the men have placed reliance, and consented to resume work. It was then
hopeless for the London men to persist, and the whole of the London men have now gone back to work and the strike is really
at an end.
It was then hopeless for the London men to persist, and the strike fizzled out.
During the strike there had been any accidentsby placing soft soap in their water tanks,
the effect of which was to cause
On the morning of Thursday 28th March, 1867, The main lines between London, Brighton , Portsmouth and Hasting were
running as normal and a full Suburban service resumed (London, Croydon, & Epsom).
The Daily Telegraphed
28th March 1867
The public will hear with satisfaction that the strike on the London and Brighton Railway is at an end. The circular inserted
elsewhere shows that all the engine-drivers and firemen have returned to their duty, and the traffic will now resume it wonted
course. We announce this happy close of a painful dispute with special gratification, inasmuch as the resolution taken by the
men is nearly in accordance with the suggestions we threw out yesterday. To a certain extent, the drivers and firemen have
conceded that the point on which the directors stood firm. They have met the directors half-way, by leaving the right of
promotion in the hands of the authorities, on the conditions that there shall be a right of appeal to the board. Their good sense
has shown them that, since the directors exercise a public trust, and are responsible to the whole community, they must have a
large and wide discretion in the appointment of servant
THE BRIGHTON GAZETTE
THURSDAY 28 March 1867
THE ENGINE DRIVERS STRIKE
We have in other columns, given all the particulars it has been possible for us to gather, concerning the unfortunate
collision between the railway company and the directors. This being so, we have but little space for comment. Nor.
At present amount, do we deem it desirable that we should discuss the matter, and its bearings. Strife and ill-will
have been evoked, and much hot blood remains to be cooled down, and our own feelings as to the injury likely to be
inflicted on the town generally by the ill-advised action of these imprudent men are such that we prefer deferring
discussion. At the moment we write dark clouds are again arising, and our fears are rife that the directors have but
“scotched the snake; not kicked it.” However, the worst is past: there are some good men and true still found
faithful to their old employers, aid is being furnished by other Companies, volunteers are offering themselves, and if
these “wrong hand” persevere in their conduct, they will find it to their cost, when too late, their post occupied by
some of the 400 or 500 men whom we hear Mr. Hawkins can in less than a fortnight procure from Belgium.
No more liberal management exist that the of the Brighton line; and the spirit of liberality has animated the
directors in the present unfortunate controversy. They freely conceded nearly all the points put forward by the men,
but the rock on which the disputants split was that of “equality” of wages, and this on a somewhat high scale. The
men reject the directors’ proposition of distinction according to ability, alleging that thereby “favouritism” would
be fostered. And it is on this essence of “unionism,” this “levelling” principle, that the “strike” has taken place.
They contend that all men are equal ergo all engine drivers are equally skilful, there are no degrees of merit in
engine driving, and all should be paid alike. Here we have Chartism rampant with a vengeance; and in the scene
now enacting we have a foretaste of that Millennium which Messrs. Beales, Dickson, Bright, White, Fawcett and
Co. are doing their best to hasten on, of that “people’s” rule tyranny the most intolerable shall bear away, the
tyranny exercised by the lower orders by that Frankenstein which mob orators have created, reckless of the power it
would processed and the injury it would perpetrate.
The engraving at Balcombe in October 2011.
Story as it, that a striking Engineman and his Fireman, sat at Balcombe station with their engine for the 24 hour stoppage,it is
also believed that the Enginemen had thrown their fire out. A record of the 1867 was recorded by the Enginemen carving the
date of the strike into the sandstone rocks at Balcombe.
Readng through various newspaper reports, there seems to be no mention of an engine being stuck at Balcombe for the
duration of the strike. Therefore was this carving done a Enginemen, whilst on a ballast train at Balcombe?
It is alleged that the Engineman & Fireman where suspended for this shameful acted.
It's hoped that one day we will find out more about the enginemen who done this engraving and the initals W.F.C.
----------------------------------------
It is of interest to note that in 1867 a scheme for the amalgamation of the Brighton Railway with the South Eastern was
debated with much acrimony and ultimately rejected by the former company's shareholders.
After fifty-six years this fusion became a fact in 1923.
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TO THE NEW UPDATED COMBINED AND WEBSITE
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THIS WEBSITE COMBINES THE FOLLOWING WEBSITES
THE BRIGHTON A.S.L.E.&F., THE BRIGHTON MOTIVE POWER DEPOTS
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WHICH EXPLAINS THE EVOLUTION OF THE FOOTPLATE GRADES AND THE
HISTORY OF THEIR TRADE UNIONS AND THE STRUGGLES TO IMPROVE
THEIR WORKING LIVES