Engines and Men/Chapter 9

by John R. Raynes

Chapter IX

 

Wages and Engine Power—The Taff Vale Strike Select Committee on Railway Workers' Hours—An Associated Programme—The Miners' Strike of 1893—Fines and Suspensions—A Year of Testing.

 

Another circular was sent out by Mr. Wm. Dean (G.W.R.) on August 5th of 1890. It was of a more acceptable nature than the one mentioned in an earlier page, and it was a reply lo the Memorial signed by two thousand men. After mentioning the increases in rates of wages granted in the previous December, and the concession of extra payment for Sunday work, it proceeded to guarantee the long demanded six days week for "men sent temporarily to Penzance, Weymouth, New Milford, and other stations for the fish and vegetables or other special traffic," The directors also withdrew the limitation of £2,000 on their annual contribution to the Enginemen and Firemen's Friendly Society, and paid to it a sum of £1,030 for the half-year ending June 30th, 1890, at the rate of 3d. per week per member. The directors were not prepared to allow any further alterations in the conditions of service, as "the cost per train mile of enginemen and firemen has increased from 1½d. in the year 1867 to 2¼d., representing an increase in the cost of working of 50 per cent., a rate of advance which is without parallel in any other branch of the service."

But there was another side to this story of increase without parallel, for at that time, and until long alter 1900, engines were being built to bigger size, and the weight of trains enormously increased. This process continued year by year, and while chairmen of companies and locomotive superintendents publicly spoke on the increased cost per train mile for engines, they were silent about the other side of the story, which secured greater service at less cost, and caused engine drivers and firemen to do more work for less pay than they were getting twenty years before. The physical and mental strain caused by these monsters was exhausting men,, and year after year in the nineties the annual reports of our Society were vivid reminders of the sad effects. Sick pay rose alarmingly, until an income of £3,000 had to meet an expenditure of £4,000. That refers to the Sick Fund only, at a period when some branches: averaged £2 per member in their claims. But the Society continued its run of infinite prosperity, as you shall see.

In November of 1889 the General Secretary had sent a letter of thanks to Mr. F. W. Webb, locomotive superintendent of the London & North Western Railway, for advancing the wages of their enginemen and firemen sixpence per day," and to inform him that it is our earnest desire that the best relations shall always exist between the enginemen and firemen and the locomotive superintendents." Just a few weeks after the expression of these pious desires came rumours of discontent developing on the Taff Vale line, and by July of 1890 a ferment was taking place down there. The Executive of the Society was specially summoned to meet on August 3rd" to consider the pending dispute on the Taff Vale, Rhymney, and Barry Docks Railways." Letters were read from Mr. E. Horford, Mr. C. D. Hawkins, the Cardiff Trades Council, and the Cardiff branch secretary, as well as from members in Tondu, Aberdare, and other affected centres. It was resolved:—

"1. That we regret that the Society was not consulted previous to notices on the Taff Vale Railway being sent in to cease work.

"2. We consider that to bring a matter of such great importance to a successful issue, it is absolutely necessary that the opinion of men on adjacent railways should first have been obtained, and seeing this has not been done, we consider they would be greatly affected, and considering the great number of enginemen and firemen in the county, we are of opinion that the present time would be inopportune for the men to strike.

"3. We strongly urge our members not to strike, but to act strictly to the rules of the Society, and not be led away by men unacquainted with the duties of enginemen and firemen.

"4. Any member refusing to work without the consent of the Society Executive, as per Rule 20, Clause I., shall not be entitled to any benefits."

This mandate, however, did not cool the indignation of the Taff Vale men, and they struck work. On August 31st, after the struggle was over, the Executive "Resolved that we grant to all our members who were affected by the Taff Vale Railway strike an equivalent to strike pay, and the secretary of Cardiff branch be instructed to pay them."

There was just time to pull in a discussion and decision upon a proposal for amalgamation or federation of the railway unions (there have been several such), before Scotland drew all attention, because of the 1891 strike on the railways in that "bonnie land beyond the Tweed." First let us settle amalgamation as briefly as the Executive settled it (November 30th, 1890):

"Resolved that, after reading the memorandum of agreement entered into between the four secretaries of the railway societies on November 24th, 1890, viz.: Edward Harford, A.S.R.S.; H. Tait, A.S.R.S. of S.; Charles Watson, G.R.W.U.; and T. G. Sunter, A.S.L.E. & F.; we do not allow our General Secretary to attend any meetings convened by the other kindred societies until the aforesaid societies have submitted their proposals for federation, and they have been agreed to by us as an Executive, and the General Secretary write and inform other secretaries of our decision."

January of 1891 saw the heat of strife in Scotland, and a grant of £300 from the Executive to help those taking part.

A Select Committee was appointed by the House of Commons, early in 1891, to inquire into the question whether railway workers' hours should be reduced by legislation as previously alluded to. The Society was invited to give evidence, and at a special Executive, held on March 1st, it was "Proposed by M. J. Dickinson, and seconded by J. Watkinson, that with a view to ascertaining the opinion of the various branches on the question of hours and wages, also whether the branches are desirous that our Society should take any action or part in giving evidence before the Royal Commission appointed to inquire into the long hours, etc., of railwaymen, that the following letter be sent to branches for their consideration, and a reply asked for:—

 

Fellow Members,

 

We, the Executive Committee, desire to bring before your notice the agitation existing in various industries throughout the United Kingdom, also that in consequence of the same Parliament is now appointing a Royal Commission to inquire into conditions of labour, but, so far as enginemen and firemen are concerned, we think that by far the best results would be obtained by interviewing the local superintendent and railway directors, with a view to those improvements in our conditions of service which we consider necessary, believing that by a conciliatory policy it will help to foster a good feeling between employers and employed. For we, as practical men, know that it is impossible during dense fogs and breakdowns to arrange for men to finish work at ten or twelve hours, and if we insist upon it being done in ordinary circumstances it would necessitate considerably more lodging away from home, which is an evil in itself. Again, during the winter months the companies would require more hands if all men were reduced to a bare six days per week, but during the summer months men would only get from three to four days weekly, seeing that the companies do not at present guarantee a full week's pay or work, or they would be compelled to discharge a good many of their men. We would ask you, then, if you will consider well the following, and if by so doing your interests would not be best served by the adoptions of the same:—

• 1.—Interview the various locomotive superintendents and directors that all companies' men may have similar conditions of service, viz.: ten hours day and eight hours overtime, and each day to stand by itself.
• 2.—A week's work to be guaranteed to all men if fit and ready for work.
• 3.—That all Sunday work, i.e., from twelve midnight Saturday to twelve midnight Sunday, be paid for at the rate of seven hours per day, and exclusive of the week's work.
• 4.—That nine hours be allowed off duty as far as practicable.
• 5.—That each man be appointed by seniority of service.
• 6.—That 150 miles constitute a day's work for passenger trains, all over that number to be paid for at overtime rates.
• 7.—Passenger drivers, 8s, per day; first year drivers, 6s.;second year drivers, 7s.; fifth year drivers, 7s. 6d.; passenger firemen, 5s, per day; other firemen, first year, 4s.; second year, 4s. 6d.; fifth year, 5s., until passed as a driver; sixpence per day extra in London for both drivers and firemen.

The views of branches are invited upon this programme.

Very naturally, the branches decided in favour and allowed the Select Committee to go by default. But the Executive had, in my view, made a mistake, and I fancy the Executives of 1910 to 1920 would have gone a firmer way about it. They would have asked for a programme to be endorsed to lay before the Committee, along with trenchant evidence of enginemen's conditions, which were grievous in the extreme in those days. An opportunity was missed, and, as a result, evidence which might have been on record is not on record. The letter to branches says that the agitation existed in several industries, and it should have been backed up. It advises branches to obtain interviews with directors who would not recognise the Society, and, following on the decision, it sharply

 

First Emblem issued by the Society.

checked those branches, notably on the M.S & L., which yearned to lay the facts before the Select Committee.

On November 15th of 1891 it was proposed by C. Woodhead, and seconded by J. Hawksley, "That in the opinion of this meeting it is desirable that an amicable understanding should, if possible, be arrived at by the enginemen and firemen and the locomotive superintendents of our various railways, and with that object in view, our General Secretary write to Sir Henry Oakley. Secretary of the Railway Association, asking him if he would give the matter his kind consideration, and, if possible, for him to arrange for a deputation from our Society to meet either himself (Sir Henry) or the Committee of the Railway Association, with a view to arriving at a fair regulation of hours of duty, etc. We would prefer to discuss the matter with our employers, rather than have to resort to State interference."

Then, provided that Sir Henry was good enough to receive them. Messrs. Sunter, Dickinson, and Rushworth were appointed a deputation to lay the National Programme before him. Well, after Taff Vale and Scotland, I expected to find no fruit of the enterprise, and there was none. Fines, suspensions, and mean little penalties went on, and State interference had to come at last, sixteen years later, to curb the companies. I am not overlooking the fact that only two years later Parliament conferred certain powers on the Board of Trade to interfere in the matter of regulating hours of labour on the railways, but it meant very little indeed, and sweated conditions continued for twenty years later.

The Committee itself dealt with two sections of railway workers:

1.-Those occupying fixed posts of duty, like signalmen, shunters, platelayers, and porters.

2.-Drivers, firemen, and guards.

The Committee heard certain evidence, and declined to recommend any legal day, but left to the companies the arrangement of hours and discipline, although "they must be induced by the Board of Trade to confine the hours of railwaymen within reasonable limits."

At the time of this decision, in August of 1891. Mr. Henry Shuttleworth was appointed Assistant Secretary to the Society, at the rate of 35s. weekly. To accept this post he tendered his resignation of the position he had held so long as Chairman of the Executive, and Mr. Moses John Dickinson, a most faithful member, was made chairman in his place. In February of 1892. Mr. Geo. Rushworth resigned his position as General Treasurer, and in accepting his resignation the Committee "Tender to him our best thanks for his past services, and regret that his health will not permit him to retain the position. We further desire to present him with a life-size oil-painting of himself, as a mark of esteem and respect, the cost not to exceed £10." Mr. Wm. Amey became General Treasurer in succession to Mr. Rushworth, who had held the office since the commencement of the Society, and now became the recipient of a marble clock and other tokens of gratitude. In the same year, too. Mr. Wm. Ullyott, of Sheffield, the first member of the Society, was presented by the M.S.&.nbsp;& L, members with an engraved walking stick, a purse of fourteen sovereigns, and a tea-urn for Mrs. Ullyott, as an expression of thanks for long years of service as their delegate. I might mention here that Mr. Ullyott survived until 1914, and was able to see the Society of which he formed the first unit grow to a strength of 36,000. Also, in 1892. Mr. Perry, founder of the Society, was feted at Cardiff, and became reminiscent over the conquest ten years had wrought.

The term of office of the Executive which we have been discussing concluded on October 31st, 1892, and at the close of the minutes we find this record: "This concludes their term of office, as per General Rule 3, and all their actions endorsed by a delegate meeting held at the Green Dragon Hotel. Leeds, on November 1st to 5th inclusive. (Signed) M. J. Dickinson. Chairman." It was this retiring Executive which decided to recognise the services rendered by Mr. C. E. Stretton as consulting engineer to the Society, and to express a desire that he should accept £20, or accept the same value in some other form. Mr. Stretton, who had been generosity itself to two of the railway societies, elected to receive an illuminated address, which was duly executed and presented at an open meeting at Leeds.

The Delegate Meeting referred to above had elected a new Executive, which came into office on March 19th of 1893, the old Executive conducting business in the meantime, and meeting jointly with the new members in March.

This newly-elected Executive was constituted as follows:—

Evan Evans	West of England.
T. Harris	Midland Counties.
H. Parfitt	South Wales.
F. Green	London.
J. Gough	Lancashire.
S. S. Mogg	York and Scottish.
M. J. Dickinson	Leeds Branches (Trustee).
Richard Hatton	Leeds„ Branches„ (Trustee)„.

Mr. Harry Parfitt was unanimously elected chairman, with Mr. J. Gough as vice-chairman. They decided to increase the payment of executive members to a more respectable figure, which they fixed at 8s. per day and expenses for distant members, and 4s. per day and no expenses for resident members. They had scarcely taken office when they had to cope with all the difficulties of the miners' strike of that year, and decided to meet the emergency of many of their own members, unemployed as a consequence of it, by making up a special grant to bring all wages up to 18s. weekly for those full members who did not earn so much, half-benefit members being allowed half that sum. The Society continued to make very satisfactory progress during this period. The Eleventh Annual Report, for the year 1891, showed a total of 84 branches, the twelve new ones opened that year being Trowbridge, Willesden, Wakefield, Southall, Horwick, Low Moor, Southampton, Hull, Crewe, Brighton, Carlisle, and Glasgow. There was an increase of 1,161 members, 874 of whom were for full benefits. The balance in hand stood at £20,730. We are also pleased to notice," said that Report, "that on several railway companies there is a disposition on the part of locomotive superintendents to listen to representatives of our members, and to grant some concessions. Although they may not be altogether satisfactory, yet we think it is preferable to accept the advances offered than to run the risk of any serious conflict, even if results are not so satisfactory as we could wish for."

"A great deal has been said about giving evidence before the Select Committee on railway working. It will be remembered that a circular letter was sent to branches asking them if they were in favour of giving evidence, or if their interests would not be better served by interviewing the locomotive superintendent or directors, with a view to reducing working hours to ten daily as far as practicable. The branches were practically unanimous that it would be best to get an assurance direct from the officials that hours would be reduced as near to ten per day as possible."

A serious epidemic of influenza caused sick pay to rise to £2,277. It is interesting to note that the six superannuated members that year included Geo. Rushworth, of Leeds, first Treasurer of the Society. Other railway societies bitterly assailed the growing stability of the Associated, and the grounds chosen for these attacks were exceedingly foolish. For example, opponents started the rumour that the Associated was started by a lot of old men to enable them to get provision for themselves, whereas, although it was open to all enginemen and firemen from 1880 to 1883, irrespective of age, only three men over 60 years of age joined, and only 13 over 50 years. The average age of full benefit members was 32 years, and of those who joined in 1890 (numbering 874) the average age was 25 years.

Strong complaint was being made at the time about the system, of fines and suspensions as being cruelly unjust. "If men are to be fined," declared Mr. Sunter, "it should only be done after a thorough investigation by representatives of the company and the men. It is a very serious matter for a man to be fined a day's wages, and in some cases even £5, and in some cases suspended, for not being at the call of companies by day and night seven days a week, when the companies only pay men for time actually worked. As they demand all time, it is only fair they should pay a full week's wage, instead of only a few shillings for working short time. In the event of a man leaving or being discharged from the company, the company should give such a person, if required, a statement of his services without writing across it 'not to be used in the United Kingdom.' That is serfdom, and would not be tolerated amongst any other class of workmen in the country."

There was only too much ground to fear that many of the fines referred to were imposed upon drivers on the evidence of other grades, who cloaked their own errors by resorting to the expedient of reporting against the driver.

The end of the year 1892 saw a total membership of 6,710, four new branches, and a balance in hand of £26,488. The companies had during that year reduced working time to four days weekly, and as the cost of living was increasing, men were finding it impossible to pay their trade union subscriptions out of the pittance they received. On the matter of regulation of hours it was held that men had no right to ask Parliament to do for them what they ought to do for themselves. In that year £308 were paid in out-of-work benefit, and fines and suspensions returned amounted to £231. These fines and suspensions had risen to £284 in the year 1893, often imposed for irregularities which ought to have been charged to other sections. Enginemen and firemen were still working only three or four days weekly, a condition attributed to the unfortunate stoppage of miners, which also had a serious effect on the financial progress of the Society. For example, the first half of the year saw an increase of 500 in the membership, but many of those thrown out of employment before they were in benefit fell out again owing to poverty, leaving a net increase for the year of only 305, making a total membership of 7,015. The strike cost the Society £850 in out-of-work pay to members, and £100 was granted to the Miners' Federation. Yet, though the expenditure for that trying year 1893 was high, the Society closed it with a balance of £32,484.

"We hear a great deal about a living wage," says the Annual Report of that year, "and if any class of workmen have a right to it, it is the men under rules which state that we shall reside where we are required, and shall devote all our time to their service, liable to be called upon night or day, and yet in many instances men are working two or three days weekly. All miles run over 150 by passenger train, and over 120 by goods train, should be paid for at overtime rates. We have also the grievance of lodging away from home, which is itself a moral evil." It is important to note here that the conditions Mr. Sunter referred to respecting mileage payment had been in operation on the L. & N.W. since 1872.