THE SUSSEX MOTIVE POWER DEPOTS

EVERY PICTURE TELLS A STORY

One of the main reasons for doing these web sites is to try and explain to everybody the history of the footplate grades, the conditions they had to work in and the creation of the A.S.L.E.F. branches within the Brighton & Sussex area.

I am therefore very grateful for people sending me personal photos from their personal collection and for allowing me to display them on the web sites. But unfortunately what is missing, are the stories that accompany them. What I want to do is to try and remedy this by starting to record the remaining stories that are still out there, before they too are lost in the midst of time.

I have added some information about some of the drivers that I know and the comments that have already have been sent to me.

If you too have any stories about your own working life on the footplate, the people that you worked with and the conditions you had to work in please send me and I will post, on the web site.

If you are interested in helping me in capturing these stories by any means possible please let me know.

I am trying to find out the names of the A.S.L.E.F. Branch Secretaries for the Littlehampton Branch and the dates they served between. if you have any info please can you let me know.

LITTLEHAMPTON

The Littlehampton Locomotive Shed (Shed Code Lton) was opened on the 17th August 1863 by the L.B.S.C.R. and was opened to replace the nearby Lyminster shed which was opened on the 16th March 1845 by L.B.S.C.R. The Lyminster shed was closed on the same day as the Littlehampton shed was opened.

Littlehampton shed can been on the left hand side of the photo below. Littlehampton steam depot was a sub-depot of Bognor Regis. Littlehampton Loco Shed was closed in 1937 to make way for the re-modelling of the station area as part of electrification of the Sussex West coast lines. The locomotives allocated for Littlehampton where re-allocated to the parent depot at Bognor with some locomotives being transferred in to Brighton depot. The Loco Shed still survives today.

With the electrification arriving in Littlehampton on 6th February 1938, this created a new motorman’s depot at Littlehampton (E.M.U.T. ) which opened in c1937.

In 1995 The Littlehampton Depot was closed and the drivers transferred to the newly opened Barnham depot

The Littlehampton Branch of ASLEF was opened in 1917 and closed in 1995.

Above is a list of all the engine men that where employed at Littlehampton Locomotive Department in 1877. It is not know if this is list was compiled in seniority order or not. However, the list does clearly indicates the difference in the ages of both drivers & fireman at that period of time.

FORD STATION ON THE 4th MAY 1867

The guard states that the train left Littlehampton at 6.40 p.m. on the 4th May, and that they proceeded at a rather faster rate than usual up to the bridge over the bun, the signals being all right for them to enter the station; but that the speed from this point, instead of being gradually reduced as is usual, did not lessen till the station box was reached, when, after running for about 20 yards at a reduced rate, the train again shot ahead, and maintained its increased rate of speed until it ran into the engine of the empty train on the siding. Before reaching the bridge the guard states that he applied his break, and kept it hard on until the collision occurred; and this statement is corroborated by other

Click on icon for the full report

testimony. He was unable to communicate with the driver, from the absence of the means of doing so. The driver of the engine of the train of empty carriages stated that be happened to be standing at the east end of the platform when the Littlehampton train passed. From the rate at which the train was going (which he estimated at from 18 to 20 miles an hour) he felt sure a collision would occur, and followed the train as quickly as possible. On reaching the engines he found his own had been knocked back about 40 feet

LITTLEHAMPTON STATION ON THE 25th AUGUST 1920

"As the 1.10 p.m. train from Ford Junction Station was running into Littlehampton terminal station, the brakes failed to act; with the result that the engine struck the bent rail buffer stops, demolishing them and a brick boundary wall behind; and the engine eventually came to rest with one half of its length across the public road.

There were about thirty passengers in the train, of whom thirteen suffered from minor injuries, or from the effects of shock. Driver Edwards and fireman Chapman escaped injury by jumping from the foot-plate just before the collision occurred."

Click on icon for the full report

Littlehampton Wharf c1910

LOCOMOTIVE JOURNAL MAY 1929

BOGNOR AND LITTLEHAMPTON BRANCH

I would draw the attention of the “Bognor” members that our meeting night is Wednesday, at 7 p.m., every third week, at the Terminus Hotel. During the years 1927-8 the uncomfortable branch-room was the reason given for small attendances, but, I am prepared to wager that a room to surpass the above mentioned for comfort and homeliness cannot be found. Having, therefore, surmounted the difficulty of an uncomfortable room, I am at a loss to understand the reason for small attendances. During my annual holiday, I devoted three days to branch business by holding two special open meetings and attending to L.D.C. matters. The attendances were very poor. If I were neglectful I should expect such meetings, but I defy anybody to bring that charge. Complaints, grievances, and suggestions, have all gone through their proper channels, almost as soon as receiving them. I’ve pretty well worn the carpet out in the “Loco.” Office, trotting in and out. Therefore, I repeat: “why such meagre attendances?” Now, “Wake up,” Bognor, and let’s hear your voices raised in the branch-room a little more often, instead of in the “lobby,” for surely two hours devoted to branch matters is not a great sacrifice out of six weeks. A word of congratulation to the Littlehampton members on the splendid attendance at the last two monthly meetings.

W. LAWRENCE, Branch Sec.

LOCOMOTIVE JOURNAL MAY 1930

BOGNOR AND LITTLEHAMPTON BRANCH

I feel I must take an opportunity of expressing my thanks and appreciation to the members of the above for their assistance and help during the year 1929, and for apparent confidence felt, by again electing me as you secretary and shed committee representative, with Bro. H. Roger. I think we can look back upon the last 12 months with a fair amount of satisfaction, both from a membership point and an amicably working depot. Bro. Rogers will bear me out when I say that some of our committee meetings, during 1929, were rather trying ordeals, from the point of view of gaining a point (which was very rare) I must admit, and in some cases fighting to hold what we were just entitled to. When the foreman (that was then) greeted me with the remark, “Well, Lawrence, what is it this time, as much as I like you, I begin to hate the sight of you,” I think you’ll agree that it wasn’t exactly encouraging, but I will also admit that I was rather flattered, for o think I must have been a sort of a nightmare to him, I honestly believe he meant it, too. Anyway, I think we parted fairly friendly when he left us, so all’s well that ends rough. Well, now that we have entered upon another year with a new foreman and naturally new ideas, which, providentially for us, have proved beneficial to all, it’s up to us to look after them. Although I know there is no emphasize that point, I would like to lay stress upon the importance attaching to the branch meetings. For that is the place for the discussing of your workings, that your committee may go into conference with the knowledge that everybody approves of what is going to be done. Always remember, that to look after your interests and maintain efficiency, you must be conversant with present happenings, and to do that just spare that 2 hours one evening a month, and see and hear what’s doing. The attendances, of late, have been fairly satisfactory, but there is still room for improvement, so we commence our meetings again I would like those to this applies to bear it in mind.

Another point well worth mentioning applies to the “Arrears Link.” It is rather deplorable habit, makes more work for me and a bit more for Head Office and will, one of these days, cause yourselves perhaps years of regret. You will find occasion when assistance and representation would be a wonderful asset, but owing to your being “out of benefit” you couldn’t get it, and don’t come to me with any expectation of sympathy, because you won’t get it, and I’ll tell you why. If two and more share are preferred in the sweepstake, then let the sweepstake look after your future. I wouldn’t mind so much if you parted up with a portion of it when you won, but you don’t, or won’t. I’m not by any means condemning football sweeps, for I’ve got one share myself, but as soon as it interferes with my contributions, then I’m quitting, before the sweepstake condemns me. Get that, do you? Just you think about it, and the explanation won’t be hard to find.

Well, I won’t utilise anymore of our journal’s valuable space, and if all this is published I only hope and trust that some good comes of it. I’ll write again when my contribution return book shows “no arrears.”

W. LAWRENCE, Branch L.D.C. Secretary.

LOCOMOTIVE JOURNAL FEBRUARY 1931

BOGNOR AND LITTLEHAMPTON BRANCH

A few words from us I am sure will not come amiss. Firstly, a glance back over 1930, I believe gives us a satisfactory reflection. Certainly one or two matters that were unforeseen I have no doubt will be remedied before overtaking us in the New Year. Here I must mention that it Is a great asset to have a foreman who is always ready to listen to reasonable suggestions for betterment of our working conditions, and furthermore will also assist in alleviating any difficulties, sometimes, as I am aware, at a good deal of personal inconvenience; also, to have satisfaction expressed for our carrying out allotted duties was, to say the least, surprising, but nevertheless greatly appreciated. We can do no better than make 1931 even more successful, that is providing the companies leave well alone.

To enter into 1931, I must first of all express my appreciation of the apparent confidence shown in me again by electing me as your secretary, and I take this opportunity of thanking one and all, and trust there will be no cause for you to regret your choice. It is also well worth mentioning, that with the exception of one most desiring re-election, all other 1930 officers were returned unanimously. That in itself, I think, expresses a great deal. I would also congratulate the members upon the way contributions were paid and several cases of arrears wiped off. These in some cases, be it noted, before the Companies’ proposal were known. Judging from the present situation, I don’t think the arrears for December will be much to talk about. Whilst broaching the subject of the companies’ suggestions that are staring us in the face, I am relying upon this branch to respond to the “Stand to Arms” call, should it be necessary to sound same. We, of course, are aware that our two slugs are awaiting the opportunity to still further deprive us of a decent standard of living. It is pleasing to note that our E.C. have taken the time is not far distant when wedge will be driven completely home. It is beyond understanding why men who call themselves “Trade Unionists” can find time to associate with such scum. Furthermore, to listen to them and be influenced by what they say gets me groggy. Dirty, low-down, sneak thieves, and yet some of you are afraid to treat them in the manner they should be treated-sooner go and treat them to half-a-pint of beer. So would I? Still, it doesn’t seem to have much effect. I’ve talked till I’m very nearly sick with talking, so I only hope the day isn’t very far distant when others methods will deal with them. In conclusion, I would again remind certain members that our branch meetings are still held at the Terminus Hotel, Bognor Regis and the Labour Hall Littlehampton. With fond hoped that the New Year will be much brighter than present outlook affirms.

BRANCH SECRETARY

LTTLEHAMPTON E.M.U.T.

1938 ~ 1995

Fred Janaway Littlehampton ASLEF Branch Secretary.

Left ~ Right Alec Lovell & Sean Morris 29.08.1986

The photo was taken by Bob Dorkings

"Wheels grind to a halt for four train drivers"

Retiring Littlehampton drivers in February 1994

Arthur Budden, Derek Fullick (G.S), Nigel Tippen, Jack Sanders, Bob Dorkings, Fred Janaway & Roy Turner

Fred Hutchings

One of Littlehampton's first motormen when the depot opened in 1938.

To read his story from click on the link highlighted below

FRED HUTCHINGS RAILWAY STORY

"Sweet Hill train crash 19th December 1978"

Shortly before 23.20, the 21.50 London (Victoria) to Brighton electric passenger train which was driven by Brighton driver Harry Mitchell and was formed of 12 coaches, was brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At 23.22 it was struck violently in the rear by the 21.40 Victoria to Littlehampton electric passenger train which was driven by Littlehampton Ron Jefford and was formed of 8 coaches. The driver of this train had received a single yellow (caution) aspect at signal CA.164, just over 1£½ miles in rear of Signal CA.4, but the train's speed had not been significantly reduced by the time it passed the next signal, CA.6. This signal, which should have been showing a red aspect protecting the rear of the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The train continued at speed until the driver made an emergency brake application on sighting the stationary train ahead. The brake application had little time to take effect and the train was still travelling at between 45 and 50 mile/h when it ran into the back of the one in front. The collision was very destructive and I regret to report that one passenger, together with the driver of the 21.40 train and another railwayman, who was on duty but travelling as a passenger, lost their lives. One passenger was seriously hurt, 6 were taken to hospital but were allowed home after treatment: and a further 50 received minor injuries.

The D.o.T. report into the Sweet Hill train crash please click the icon

Unknown (1), Unknown (2) & Gordon Rooke

Left ~ Right: Todd Slaughter & Nigel Tipen

Todd started his footplate career at Bognor Regis Loco Shed in c1950. Todd was to become the last footplateman to be taken on at Bognor Regis. With the closure of Bognor Regis Loco shed in November 1961, saw the work (4 turns) at Bognor being moved to Horsham and Brighton. Todd transfered to Brighton as a passed fireman and later moved to Littlehampton E.M.U.T.

Gordon Knight

Gordon Knight's father was a driver at Three Bridges many years ago although I did fire to him once on loan from Horsham, he was my mothers brother, my uncle so Gordon was my cousin, he was known as "Captain birds eye" I think because he had a boat, but that's a story for another day!!!

Informatiom curtsey of Rodney Burstow

Gordon's grandson is a driver at Barnham Ashley Squires

"Purley train crash 4th March 1989"

"Two neighbours, Mr R Taylor and Mr D A Lewis were in the gardens of their homes which are at the end of Glenn Avenue, a small cul-de-sac situated at the foot of the railway embankment about 300 metres north of Purley Station. At about 13.40 Mr Lewis was in the garden shed when he heard the sound of the accident. The air was filled with flying debris and tree branches from the trees that had stood on the embankment. A bogie landed beside his shed and less than a metre from his house. Having ascertained that his dog had survived the accident, he went indoors and telephoned the emergency services and succeeded in reporting the accident. He returned to the badly damaged coach and saw the Driver of the train from Littlehampton staggering beside his train. He laid the Driver on the ground and covered him with one of the blankets that were by then being brought by other neighbours but he does not recall speaking to him. He then went to one of the overturned coaches and reassured the passengers who were still inside that the emergency services had been summoned and were on their way. Subsequent to the evacuation of the casualties, in order to provide access for the large cranes required to retrieve the carriages from the foot of the embankment, Mr Lewis very kindly agreed to the demolition of a garage and utility room that was under construction and was almost complete when the accident occurred."

The D.o.T. report into the Sweet Hill train crash please click the icon

LOCOMOTIVE JOURNAL

FEBRUARY 2008

17 years on – justice for ASLEF man convicted of manslaughter

THE Court of Appeal last month quashed a train driver’s 17 year old conviction for manslaughter.

Bob Morgan, a train driver and ASLEF member, was convicted of two counts of manslaughter on 3 September 1990. He was sentenced to 18 months in jail, of which 12 were suspended, after he had admitted passing signal T168 while it was red – an event which contributed to the Purley train crash of 4 March 1989.

However, the original conviction had not taken into proper account the fact that this signal was dangerous. It had been passed at danger on four different drivers – between 16 October 1984 and the Purley tragedy. This occurred again on 6 June 1991. Since the fault with the signalling has been remedied, no trains have passed T168 at danger.

At the trial neither the prosecution nor the defence were aware that signal T168 was a ‘multi-SPAD’ (regularly passed at danger) signal – which is why Bob was advised to plead guilty. Today a signal with this history would be immediately assessed for risk and action would be taken to remedy the danger. This did not happen in 1989.

The accident happened at 13.39 when Bob Morgan’s train, travelling from Littlehampton to London, crashed into the back of a train travelling from Horsham to London. The Littlehampton train careered off the track, down the embankment into gardens below. 6 people died and 80 were injured.

ASLEF general secretary Keith Norman, said he was proud that the union had stood by Bob Morgan throughout his 17-year ordeal, ‘I am delighted that Bob has been vindicated. It was important not only for his peace of mind and reputation, but for all other UK train drivers. Today’s verdict should ensure that no train driver in the future will have to face such a terrible ordeal.

‘We have established that where safety issues – like and unsafe signals – contribute to an accident, the driver will never again be the single person held to account – which is what happened in Bob’s case.

‘Over a period of several years, drivers found it difficult to see the signal in question – a fact proven by the number of different drivers who passed it signalled at danger.

‘The tragedy for Bob and his family was that no one in management admitted their inefficiency or neglect. Instead, they slunk away, happy to leave Bob to carry the can for them all. There was no consideration of corporate responsibility – simply the desire by managers to escape blame by pointing a finger at an individual. Bob paid the price for the inefficiency and carelessness of layer upon layer of management.

‘We can never undo the harm Bob has endured - but we can admire the dignity with which he bore the burden of the last 17 years

LOCOMOTIVE JOURNAL

FEBRUARY 2008

17 long years - the case of driver Morgan

In last month’s edition we reported that – after 17 years – Driver Bob Morgan’s conviction for manslaughter had been quashed. But how can it take almost two decades to secure justice? And how do you set about trying to remedy something like this after so long? We asked Gary Rubin of Andrews Angels

Solicitors – whose persistence and tenacity played such a major part in the successful outcome. This is what he told us…..

I FIRST met Bob Morgan in 1997 when I was part of a team representing Peter Afford, the driver involved in the Watford train crash of the previous year. The Watford signal, like T168, had been passed at danger 4 times previously. Peter’s defence was that the railway infrastructure was the underlying cause of the crash.

It was clear from the judge’s summing up that he was not enthusiastic about the defence – and the media were baying for blood. Despite this, it took the jury little more than an hour to acquit him. I thought then that the similarities to Bob’s case could lead to our being able to prove Bob’s innocence.

Understanding of the causes of SPADs increased as a result of the Southall and Ladbroke Grove Public Inquiries in 1997 and 1999. Ladbroke Grove involved another multi-SPAD signal - SN109 had been passed 8 times. Lord Cullen’s report exonerated Michael Hodder, the driver of the SPADing Thames Train - and pointed the finger at Railtrack and its signal.

HOPEFUL SIGNS

The tide was beginning to turn. No longer would the driver be automatically blamed for passing signals at danger. However, it was not until 2007 that Network Rail (formerly Railtrack) was eventually convicted of breaching the Heath and Safety at Work Act 1974. Fining the company £4m, the judge said that where there was a multi-SPAD signal it was the signal that was the common factor - not the driver.

By late 2004 I believed there was enough evidence to put forward a positive case for an appeal for Driver Morgan – and Bob instructed me to proceed.

HELPFUL EXPERTS

It took time to get the case into shape, especially as everyone involved gave their time free of charge. This included industry experts Roy Bell, Peter Rayner, Professor Groeger and Dr Murphy – whose evidence had helped Peter Afford, Larry Harrison (who was acquitted of manslaughter in relation to Southall) and ASLEF at the public inquiries.

Then Alan Cooksey, the former Deputy Chief Inspector of the railway inspectorate (HMRI) came forward. He had originally investigated the crash for the Department of Transport – and he too was convinced Bob was not guilty.

HURDLES TO JUMP

We needed a special hearing of the Full Court of Appeal to get permission to Appeal. This was for two reasons - we were nearly 17 years out of time to lodge an appeal - and Bob had pleaded guilty at his original trial. It was a long hearing and it was touch-and-go as to whether we would succeed -but – on 22 March 2007 - we did.

When the prosecution saw the fresh evidence - setting out the understanding we have today of the causes of SPADs - they decided not to oppose the appeal.

In quashing Bob’s conviction Lord Justice Latham said, ‘Clearly, something about the infrastructure of this particular junction was causing mistakes to be made. This was an accident waiting to happen.’

This was our case in a nutshell.

JUSTICE AT LAST

Immediately after the hearing a reporter asked Bob how he felt. ‘Overwhelmed,’ was his reply. He was not the only one. After this long struggle it was hard to believe we had achieved our goal. Everyone from the legal team to the ASLEF delegation, present in court on that emotionally charged day, would agree the sense of achievement was truly ‘overwhelming’.

Bob’s name was cleared just a month before his 65th birthday, when he bids farewell to the railway. I’m sure we all wish him a long and happy retirement. He deserves it

Last December Bob Morgan’s conviction for manslaughter following the Purley train crash of March 1989 was quashed by the Court of Appeal.

Bob had passed signal T168 at danger and collided with the rear of another train at Purley station. 5 passengers died and many more were injured.

Bob’s AWS was working. He saw the red signal and braked – but it was too late. He could neither recollect the cautionary signals nor explain what had happened. Bob pleaded guilty to manslaughter and went to prison.

However, T168 had been passed at danger on 4 previous occasions, and there was another SPAD 18 months later. After double blocking was applied (later adapted to a delayed yellow) there were no more SPADs.

LOCOMOTIVE JOURNAL

MAY 2009

I set off from Head Office with a heavy heart on 7 April for an appointment I wished I didn’t have to make. Along with the President Alan Donnelly I made my way to Worthing Crematorium where the funeral of Bob Morgan took place.

Bob’s story has been told often in the pages of the Journal, from the tragic accident at Purley and his conviction and imprisonment for manslaughter to his name finally being cleared 14 years later at the High Courts of Justice.

Bob was the last man who should have had to face such unjust traumas. He loathed the publicity his case attracted and his relief was obvious when he told me, just a year ago, that ‘it was finally over’. And now, with so little time passed since he was freed of the burden, he has died. He was just 66 when he drowned in a boating accident. He was last seen one late afternoon sailing on the River Medina off the Isle of Wight .

It is a deeply sad story, and perhaps the only people who can fully appreciate its tragedy are those who have driven trains themselves. People who know the dangers and the constant challenges of our profession. ASLEF members.

As I looked around the packed crematorium I saw driver after driver who had turned up to pay their last respects, united in a ommon fraternal bond. I was moved by the comradeship that we share. ASLEF is more than a union.

KEITH NORMAN

GENERAL SECRETARY

Gordon Rooke

First Aid Training Course

Back row Left ~ Right: Bob Maxim & Unknown (non railway).

Middle Jim Cameron (W. Worthing), Ken Pursley (W. Worthing), Ken Skilton, Bill Locke & Jim Parkes (W. Worthing).

Front Ian Munro (W. Worthing) & Tony Squires (L'hm Guard).

Ken Skilton, Bill Locke & Unknown (non railway)

Peter Judge

Above Left ~ Right: Littlehampton Drivers

Ted Sylvester, Ernie Dimer & Non Railway

Left Ted Sylvester

Alec Lovell

LOCOMOTIVE JOURNAL

JULY 2009

LITTLEHAMPTON LOSES DRIVERS

LOVELL AND MORGAN

It is with deep regret that I inform you of the passing of two Littlehampton retired drivers.

Alec Lovell, a former Nine Elm’s footplate man, moved to Littlehampton to become a motorman, passed away on 20 March after a short illness. Alec was always a dedicated Chelsea fan. His funeral took place on 3 April at Findon Crematorium in Worthing. It was well attended by family and former workmates of all

grades. I did hear that Alec could be seen riding his bicycle around town until recently, but a year or so ago he took to an electric 3mph machine.

The funeral of Bob Morgan took place at the same venue on 7 April. Again it was very well attended by family, former workmates of all grades and the landlord of Bob’s ‘local’ on the Isle of Wight. Bob suffered a tragic accident on the River Medina when he was moving from his dingy to his new 40 ft boat. ASLEF was well represented including President Alan Donnelly and General Secretary Keith Norman, who said some comforting words on Bob’s behalf at the services.Fifty years had elapsed since Bob’s start on British Rail at

Brighton as a loco cleaner on 23 April 1959. Moving through the grades he went to Addiscombe in 1966 and a year later to Bognor. Littlehampton was his next port of call in 1988. When he was made redundant there he moved to Barnham in 1 995Later he took the position of shed shunt driver atLittlehampton and retired little under a year ago.

Ian Munro– Retired Driver

BRIGHTON & SUSSEX BRANCHES OF A.S.L.E.F. REUNION

8th May 2012

(THE A.S.L.E.F. MEMBERS GET TOGETHER)

Todd Slaughter & Malcolm Bradford (Brighton)

Left - Right Unknown 1, Unknown 2 & Todd Slaughter

BRIGHTON & SUSSEX BRANCHES A.S.L.E.F. REUNION 17th May 2011

Jackie Sanders receiving his 50 year medallion from Marz Colombini (District No.1 E.C. Member (Waterloo & Nine Elms Branch) Simon Weller (National Organiser (Brighon Branch).