NATIONAL LOCO. MEN MOVEMENT
REPORTS FROM MEETINGS FROM AROUND THE COUNTRY
THE RAILWAY REVIEW
6TH JANUARY 1905
THE CALL TO ACTION
We have from time to time called attention to the changing conditions of railway service and the effects then changes were having, especially upon the status, earnings, and prospects of the men employed in the locomotive department. We have also set out in detail some of the most important results of these changes and the means which are necessary to secure to the men their share of the savings, and also to obtain for them the necessary safeguards for maintaining their position or improving it. All this, however, will be futile unless the men themselves act and act quickly. The changes have already done much to undermine the men's position, the need for action is clear and emphatic; the object for which the men should strive is also clear. For some time past efforts have been tentatively put forward with a view to initing loco. men on a national basis, and with the object of combining together on a national programme. Joint meetings have been held at various centres, many speeches have been delivered, and a federation scheme with the Associated Society of Locomotive Enginemen and Firemen is in existence. It is now time this federation justified its existence. It can only do so by uniting the men on a clear and practical programme. We are pleased, therefore, that the Executive Committee of the A.S.R.S. at its last meeting agreed unanimously to the following resolution:
"That, in accordance with a decision of the Joint Executives, we agree that a national conference of loco. men be called forthwith with a view to drafting a programme, and we hereby instruct the GENERAL SECRETARY to immediately acquaint the A.S.L.E. & F. of this decision, and the necessary arrangements for the election of delegates and calling of conference to be made accordingly."
Needless to say, this resolution has been sent to the Associated Society, and it rests now with them and the hole body of enginemen to rally to the call and to take immediate, and we trust successful, steps to bring the conference into being.
It is not for us to suggest what the conference shall do, nor in any way to influence its decisions; we do, however, desire to impress upon the men that the time for talking has gone by, and the time for action has arrived. A simple and effective programme should be at once drawn up and put before the companies. The men who are outside the ranks of Trade Unionism should be brought in so as to make the movement not only representative of the whole of the men, but in order that the conference may speak untidily on their behalf. It has long been recognised that loco. men have not only not gone forward with the mass organised labour, but rather their position has gradually got worse. The reasons for this are not far to seek. Division always engenders weakness, and division has been the cause of the loss of wages which has followed as a natural consequence. The federation between the A.S.R.S. and A.S.L.E. & F. was arranged with the object of healing this division, and one once more uniting loco. men on a national basis. If it does not do this it is useless and worse than useless. Further, as a practical result, enginemen must look to federation to bring back to them the prestige they have lost, and regain for them those benefits they have forfeited. That most enginemen should with their increased responsibilities still be working on a standard day of ten hours, and at a rate of pay which has not altered for the better, save but in a very few cases, for many years is a matter difficult to understand, until we realise that it is due to their division and want of effective organisation. Here, then, in this national conference is an opportunity. It is now for the rank and file to embrace it, and set themselves to win back some of the ground which they have lost.
Let us briefly recapitulate the facts. In four years, owing to increase in engine power and larger wagons, a potential saving of 28,053,000 freight train miles has been made, and a saving of 17 1/2 per cent. to the companies has been the result. In order to achieve this the men have had to work harder and their responsibility and strain has bee increased. At the same time there has been a constant decrease in the wages bill, promotion has been blocked, men have been reduced, and all the gain has gone into the pockets of railway shareholders, or in salaries to the officials. The men have lost much, worked harder, and gained nothing. A further reduction of 2,646,000 freight train miles took part in the first half of last year, equal to a saving 4.3 per cent., while wages went down another £15,000. As an engine runs on average 18,000 miles per year, these savings in the four years referred to meant a decrease in the staff of 2,350 sets of men -- decrease which not only adds to the ranks of the unemployed, but blocks promotion and reduces earnings in the cases of most of the remainder. There are, no doubt, a few who have not suffered. There may even be a few to whom the changes have brought increased opportunities, but for the mass of enginemen, firemen, and cleaners the plain fact is that they are suffering from reduced earnings, and have less opportunities or promotion than ever, and unless they are willing to support a national movement for betterment are likely not only to go on suffering but to suffer in an increasing degree. We commend these plain unvarnished facts to the men, and we invite them to throw off their apathy and indifference, their sectionalism and their exclusiveness, and to rally to the call for action which has now been sounded in no uncertain way in the resolution referred to. The opportunity is present. The men themselves must decide how far they are prepared to take advantage of it.
THE RAILWAY REVIEW
20TH JANUARY 1905
IMPORTANT MEETING AT CRICKLEWOOD
RAILWAY REVIEW AND ASSOCIATED SOCIETY
Under the auspices of the A.S.R.S. and A.S.L.E. and F. a meeting of loco. men was held in the Masonic Hall of the Crown Hotel, Cricklewood, on Sunday night, when there was a crowded and representative attendance. The business was announced to be "To discuss the evolution that is taking place in the conditions of our labour," and "Have we a voice in its future?" Mr. A.G . Hales (King's Cross Branch) was called to the chair, and there were present supporting the chair, and there were present supporting the chair Messrs. J. Dobson (organising secretary, A.S.R.S.), A. Fox (general secretary, A.S.L.E. & F.), H. Savory, H. Bailey, T.C. Osman, C.H. Alsopp, Usher, Potts, and Oxlade.
Mr. Dobson said they all know as loco. men the unpleasant changes that had taken place in their work. They knew by bitter experience that work and rule was carried on at the utmost tension, that their mileage had been extended, and in many cases no extra pay given at all. They were dismissed or fined on most frivolous pretexts, and treated in the most arbitrary manner. When he compared the conditions with those days when his boyish eyes looked up to no finer specimens of humanity than enginemen, men of character and ability, he asked himself how this degeneracy was to be counteracted. Mr. Dobson gave examples of the conditions in the pass which he said, went to prove that, like Paddy, they were advancing backwards. A man was as proud of his engine as he was of his wife or of his home. Now they got an engine one day and saw it no more. The real downfall of the loco. men of country was want of unity and the unhappy division that had taken place. Tracing the history of those societies and the action taken against the obnoxious circular of the Great Central Company, he said they were now agreed upon a scheme of federation and that they would not take action without consulting each other working on the footplate, he wished them to join one or other of the societies and work in harmony with each other and with every other grade of the service in which they were in. (Applause.) It was an unfortunate thing on railway work that they had to find fault with each other, but if a man made a mistake he should be always man enough to take it himself. Though the companies with their bad treatment knocked all the little bit of pride out of a man, they put him in charge of a piece of machinery costing £3,000 and make him responsible for hundreds of lives. They must retrieve their position as one great body, by carrying out the principles of federation, and let the officials of the Trade Unions know that as they paid the piper they had a right to call a tune. (Applause.)
REMARKABLE STATEMENT
Mr. A. Fox, in a stating that the first duty on non member present was to join the society, said they were not successful before the Great Central directors because they were delegates from both societies, but because they were able to place them signatures of the whole of the locomotive men, its the exception of ten. (Applause.) He wished to explain that at the time the Associated Society was started there was no protection benefit attached to the Amalgamated Society. A few of the locomotive men saw the necessity of this in their calling, and asked the society to adopt protection benefits but they refused and their only alternative was to form a society of their own. (Applause.) The reason why the men were in the present position was because they were not properly organised, and because they did not hold up the companies to the conditions that they agreed that the men should have. They were actually allowing them to break the guaranteed week on the Great Central at the present time. He said that the conditions f service that were imposed upon the enginemen could not be carried out with safety to themselves or the public. (Hear, hear) They found men working not 20 or 40 wagons, but 120, and on the Lancashire and Yorkshire some of the men who worked these monsters of engines were never tired of singing their praises. (Laughter.) But railway companies by manipulating the conditions make these men do work which keeps their fellow men idle at home, and caused them to dispense with their services. They had a right to see to their fellow men's interests in this respect as well as their own. They were doing with one engine what two used to do. He advocated an eight hour day on the footplate, because it would mean employment to something like 12,000 more men. It was not a question of finding employment for street corner tramps, but for the men who were being pushed off the footplates. The companies were exacting from the men a 240 miles' run, and how much longer were they going to stretch it? (Laughter.) It was a wonder these men with a non stop run from Paddington to Plymouth were not mesmerised before they got to the end of their journey. The mesmerist only required them to stare long enough to put them over, and a man for five hours continually staring at the signals would be very apt to see some that were not there. to drive five hours at a speed of from 55 to 60 miles an hour was a task that no human being be asked to perform. (Applause.) It was not safe for the men themselves or the public. The public had been told that interlocking signals had made railway travelling perfectly safe, but had they put anything on the engine to tell them it had begun to rain and that there was frost on the rails, and that they had 400 tons behind them or 120 wagons to draw? The whole of the responsibility for safe travelling on the railways rested on the men on the footplates. They had no right to impose speed which could only be safely worked when things were normal, but must leave a margin for the changes in weather. (Applause.) They were worrying the men to death. He had been asked to make up statements of the ages of their men who had died during 1904, including several stagers, the average was considerably below 45. H thought the public should know something about it. One of the firemen on the Great Western today was shovelling ten tons of coal at 3s. a day, and the company was generous enough to promise that after three years' service he would get 3s. 6d. a day. ("Shame.") To talk of pension at 65 amused him. The company could well afford to dangle that before their eyes when they knew they would never reach within 20 years of that age. (Laughter.) Then Dr. Forbes Winslow, the eminent expert on insanity, found the percentage 12.7, or the seventh highest on a list of 74 commercial trades of the country. In a note, Dr. Forbes Winslow said this might happen from high speeds being exacted from engine drivers and firemen of today. He did not blame the companies one iota, he blamed the men. Had they a voice in the future? He said that railwaymen should have absolute control and make what conditions of service thy liked. (Applause.) Let them do their duty as self respecting men and belong to their organisation.
The chairman asked what was the proposal in the programme, and Mr. Fox replied 120 miles was proposed as the day's work for all passenger trains, but when the delegates met the matter would be discussed.
THE AYLESBURY DISASTER
A member asked if the recent article published in the Railway Review was likely to bring about that harmony referred to by Mr. Dobson? He referred to the remarks on the Aylesbury accident.
A member asked whether they as workers must not either vote Liberal or Tory?
The Chairman: You should support Labour whenever you have the opportunity to do so.
The Chairman remarked, with references to the first question that Mr. Waddle, the editor of the Railway Review, was present, and he would ask him to reply.
Mr. Waddle, who was received with applause, said he would take second place to none in his regard for enginemen, and though he had not been an engineman, he had, as a looker on, who after all saw the best part of the game, done as much as any one man to call attention to the particular problems which were now affecting them, and to the remedy which ought to be applied. (Hear, hear.) It could not be said by anyone present that what he had written was the result of a desire in any way to put them backwards, but had always been to help them forward. He had supported all through the scheme of federation. (Applause.) Was it going to be a reality, was it going to be worked in the interests of the whole body of enginemen, or to be a question between the societies playing for their own hand? If there wass going to be jealously between the two societies in the working of this federation or the one society or the other, then the sooner it was done away with the better. It was alleged that the article said that the representatives f the Associated Society were not present at the Board of Trade inquiry, and were not present at the inquest. What he said was simply this, that they did not take full advantage of the opportunity that was given them. If that was not true he would apologise. (Applause.) Was it true that this man did not know the road, and that he wired for a pilot? Why was that not brought out at the inquest?
Mr. Fox said that Mr. Wardle ought to know that there were two sides to every question before he rushed into writing an article, and he should have ascertained if they had not been doing their duty. He received a wire while in the North that some of their men had been killed, and he spent 5s. on wires to put solicitors and others on their guard. They were represented at the inquest by one of the best solicitors in Aylesbury. (Applause.) The Board of Trade inquiry was rushed, and they were not informed of the date, but he attended at the Board of Trade offices after the result, and put certain matters before Colonel Yorke. There must have been something damaging to the society and the federation in the article mentioned, because his Executive met, and afterwards expressed themselves as thoroughly satisfied that all was done, and all that could be done in the interests of the members killed at Aylesbury.
Mr. Dobson said he accepted Mr. Fox's explanation that he did not know of the inquiry. He did all he could personally to find someone to go.
Mr. Fox stated that the result had been that the Executive Committee had written to the Board of Trade complaining that information was not sent and asking that information should always be sent in future.
A member asked if it was advisable for Mr. Wardle in the circumstances to throw a stone at the other societies, and having heard the explanation would he apologise for what he had done? (Laughter.)
Mr. Wardle said it was from a desire that he general body of enginemen should be thoroughly served by their society that this was done. It was not an attempt to throw stones. He had seen for some time that this federation was not working as it ought to work, but he had no wish to throw stones simply because he was a member of the Amalgamated. The federation would never justify itself they had the spirit as well as the form of federation. (Applause.) It was to bring the matter to a crisis in order that they might have both the spirit and the form that he wrote the article referred to Mr. Fox had explained what had been done. He believed they were actuated by desire to do their best in every way, and was it necessary, now all had been cleared, to say more than that. (Applause.)
The Chairman believed it was the best thing that could have happened to have had the matter out and done with, and they could now go on with every feeling off good will and harmony. (Applause.)
THE RESOLUTION
Mr. Savoury then moved:
"That this meeting of enginemen, motormen, firemen, and cleaners, recognising the ever increasing responsibility placed upon us by the various railway companies; the evolution the has gradually taken place is the condition of our labour; the extra strain, both physically and mentally, imposed, and the prospect of promotion retarded; are of opinion that the time is opportune for a national movement to be convened; we, therefore, call upon the two Executives to call a general conference with a view to formulate a programme for better conditions of service generally."
Mr. Bailey seconded, and the resolution was carried unanimously amid applause, as was also another resolution by Mr. Usher and seconded by Mr. Potts, as follows:
"In order to give effect to the foregoing resolution, all loco. men present pledge themselves to become members of one of the two societies as the best means of bringing about he desired result."
THE RAILWAY REVIEW
27TH JANUARY 1905
PLYMOUTH
JOINT MEETING AT PLYMOUTH
A meeting in connection with the A.S.R.S. and A.S.L.E. and F. was held on Sunday evening at the Bank Street Chambers, Plymouth. Councillor R.D. Monk (Devonport) presided over a good attendance, and explained that the object was to endeavour to bring about a conference between the two societies with a view to laying down a national programme of the demands of workers in the railway industries. Speaking of the progress of Trade Unionism, Mr. Monk said it had resulted in better wages shorter hours, proper treatment protection from arbitrary dismissal, and regular work.
Mr. H. Parfitt (A.S.L.E. & F.) referred to the large increase in the membership of the societies among railwaymen in Plymouth and Newton Abbot. Newton Abbot the membership among the locomotive men had doubled since his last visit, and he was glad to hear that the traffic men in Plymouth were largely waking up and joining the union. Proceeding, he said the two societies were working together to secure a national programme. The lack of uniformity enabled the railway companies to play off one set of men against the other when they made application for concessions. Mr. Parfitt proceeded to discuss the national programme, and pointed out that the first and most important point for consideration was an eight hour day. He strongly advocated a guaranteed day, a guaranteed week, time and a half for Sunday labour, and a mileage of 120 miles for a day's work. Speaking of the great strain on the minds of locomotive men in connection with long distance running, he instanced that when the non stop trains was running between Paddington and Plymouth in 4 hours 25 minutes the company paid the men for 17 hours, but now that the train made one stop, at Exeter, the men had been checked four hours. Continuing, he spoke of the necessity of better pay, and stated that many of the drivers were now being paid only 6 1/2d. per hours, the rate of pay of scavengers in Manchester. "Classification" should be swept away.
Mr. Holmes, A.S.R.S., who subscribe spoke, asked his audience to carefully consider the proposals of the national programme -- proposals and benefits which only could be realised by unity of action. for the maximum responsibility they were entitled to the maximum remuneration. But whenever concessions had been granted as a result of agitation the companies had sought to undermine it by the introduction of classification.
Mr. Osborne then moved:
"That this meeting of engineers, motormen, firemen, and cleaners, recognising the ever increasing responsibility placed upon us by the various railway companies, the evolution that has gradually taken place in the conditions of our labour, the extra strain, both physically and mentally, imposed, and the prospect of promotion retarded, is of opinion that the time is opportune for a national movement to be convened; we, therefore, call upon the two Executives to call a general conference, with a view to formulate a programme for better conditions of service generally."
Mr. R. Henderson seconded, and the motion was unanimously carried.
THE RAILWAY REVIEW
10TH FEBRUARY 1905
STOCKPORT
NATIONAL LOCO. MOVEMENT
A special joint meeting of locomotive enginemen and firemen took place at the Coach and Horses Hotel, Stockport Road, on the 5th inst. Bro. Thorney, A.S.R.S. Stockport Branch, was voted to the chair, and expressed a hope that all would be converted to an eight hour day for all railwaymen. He was supported by Mr. Parfitt (organising secretary of A.S.L.E. & F.) and Mr. Rimmer (E.C. A.S.R.S.) Mr. Parfitt made the plea for eight hours for enginemen and firemen, which was bright and sparkling all through, taking about 40 minutes. Mr. Rimmer speaking on the principled of association and co-operation, and further supported by Mr. Mitchell, of A.S.L.E. & F., Bros. Bellamy and Baguley, A.S.R.S. We hope the next meeting that is called there will be a better attendance, as had it not been for visiting friends from both sided it would have been poor indeed.
THE RAILWAY REVIEW
17TH FEBRUARY 1905
LIFFORD
NATIONAL LOCO. MOVEMENT
A open meeting of loco. men took place at the Chairman Breedon Cross Hotel, Lifford, on the 12th inst. under the auspices of the King's Norton Branch of the A.S.R.S., in support of the national programme.
The chair was taken by Bro. G. Williams, (Saltley Branch, A.S.R.S.) supported by Bro. Len
Loxstone (Toton), and other prominent Trade Unionists of the district.
The following resolution was ably proposed by Bro. Houseman, seconded by Br. Sharkey (Saltley Branch).
"That this meeting of loco. men, while recognising that the railway companies are justified in building larger engines and introducing improved method of work, are of the opinion that the men concerned are entitled to some consideration, seeing the extra amount of work, both physically and mentally, they are called upon to perform, and are further of the opinion that the one solution possible is an eight hour day for loco. men, with better conditions pf pay for the lower grades, and call upon all non unionists to at once join the men of the A.S.R.S. with a view of obtaining men"
The resolution was carried unanimously.
THE RAILWAY REVIEW
24TH FEBRUARY 1905
NATIONAL LOCO MOVEMENT
PADDINGTON
A joint open meeting of engineers, motormen, firemen, and cleaners was held at the Windsor Castle, Harrow Road, Paddington, on 19th inst. Mr. Clarke, of Stratford, was elected to the chair. Mr. Parfitt dealt with the proposed national programme in its entirely, and proved by an abundance of figures that every item in the programme the men were justified in asking for, Mr. A. Hales (of King's Cross) then moved the following resolution:
"That this meeting of engineers, firemen, motormen, and cleaners, recognising the increasing responsibilities placed upon us, the evolution that has taken place in the conditions of labour, the extra strain, both physically and mentally, we pledge ourselves to work up and support the national conference for better conditions of service generally."
And in an admirable speech of 40 minutes' duration, drove home to all present the absolute necessity of combination among all railway workers. Mr. Fisher, local secretary of A.S.L.E. & F., seconded, and Mr. Savoury, A.S.RS., supported, and it was carried unanimously. Mr. Williams (Paddington, A.S.R.S.) moved:
"In order to give effect to the previous resolution all loco. men present pledge themselves to become members, of one of the two societies as the best means of brining the desired result."
Mr, Robins (A.S.L.E. & F.) seconded, and this was carried without a dissentient.
THE RAILWAY REVIEW
3RD MARCH 1905
NATIONAL LOCO MOVEMENT
MEXBORO'
On the 22nd ult. a joint meeting of loco. men was held in the Congregational Schoolroom, Mexboro', in support of the national programme. Mr. W.J. Ford (A.S.R.S.) presided, and, in a few remarks, explained the object of the meeting. Mr. Beardsley (A.S.R.S.) then moved the following resolution:
"That this meeting of loco. men of Mexboro' approve of the action of the joint executive in granting a national movement, and we pledge ourselves to loyally support the movement by all means in our power, and call upon all non unionists to at once consider their and enrol themselves in their societies by doing strengthening our organisation and assisting to bring our movement to a successful issue."
Mr. Beardsley congratulated Mexboro' on making a move in support of a national programme, and thought if loco. men could get an eight hour day they would have accomplished a grant achievement.
Mr. Dobson (A.S.R.S.) supported the resolution, and said he would like to have seen a larger gathering, and as an old engineman he was sorry to say they were advancing backward instead of forward. The position was determined by strength of their unity, and if they organised together and worked in harmony with each other he had no doubt about the success of the movement.
The usual vote of thanks being accorded the chairman and speakers a very interesting meeting came to a close.
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BEDFORD
NATIONAL LOCO. MOVEMENT
In connection with the above a well attended meeting was held Sunday last at Bedford, when Bro. C. Loxstone, of Toton, gave an able and spirited address, which was highly appreciated by all present. The programme was ably dealt with in detail, and the address and advice will not soon be forgotten. A hearty vote of thanks was accorded him for his address, and the hope expressed that he will visit us again. A resolution in favour of the movement was carried unanimously. The election of delegate from this branch to the forthcoming conference of the movement will take place at our branch meeting Sunday next. All loco. members are requested to attend.
THE RAILWAY REVIEW
10TH MARCH 1905
NATIONAL LOCO. MOVEMENT
LEEDS
For the purpose of making progress with the national loco. movement a meeting of loco. men (A.S.R.S.) was held in the Trades Hall, Leeds, on the afternoon of 5th inst. to elect delegates to forthcoming conference and to discuss the main principles of the movement. A good number were present, and Bro. R. Taylor was elected to preside. It being decided to first discuss ways and means of bettering the conditions of loco. men, and as instructions for the delegates to the conference a proposal was put in for an eight hour day to be the first and principal object to be attained. The benefits of such an object are very apparent to every man at the present day, and were again pointed out very lucidly, but a note of warning was ably sounded calling attention to the effect of failure of the movement through the strength of organisation, and of the necessity of using not only the old method of presenting demands on our employers, but also give them clearly to understand that, in the event of failure, the whole vote of railwaymen should be for State control of railways. it was stated that in the speaker's own opinion State control was even in the air at the present time, but that the whole and sole purpose of railway economy in management was to make the profits more easy to secure, and so shelve or present this thing as long as they could. Eight hour day agreed upon unanimously, and seeing that this principle would seriously affect those loco. men who worked on the trip system, it was proposed:
"That 150 miles should constitute a day's work of eight hours for passenger trains, over 150 miles every 15 miles t be paid for as an hour of duty; 100 miles to constitute a day's work for goods trains over 100 miles every 10 miles to count as an hour of duty, to be paid at the same rate providing the miles is done in eight hours. All mileage to be reckoned from shed to shed."
After various explanations had been given this was unanimously agreed to. A guaranteed day was next adopted. The guaranteed week is to be strongly opposed by our delegates, but they are instructed to ask for abolition of rule which requires a man to devote the whole of his time to the company. It was also suggested that the rule authorising a driver to take a pivotman where he has not a clear knowledge of the road should be more rigidly carried out. A question raised as to the situation of signals was not regarded as a matter for conference. It was agreed that our delegates should press the question of the nationalisation of railways at the conference and at all subsequent meetings of this society.
To support these proposals and necessary reforms this meeting was entitled to elect two delegates representing Leeds branches, and the following were eventually nominated, viz.:
Bro. G. Walker, Leeds No.2, Bro. M.R. fireman, Bro. R. Taylor, Leeds No.1, N.E. driver.
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BRISTOL
An enthusiastic meeting of loco. men was held at the Wagon and horses, bath Street, Bristol, on the 5th inst. The meeting was called for the purpose of electing an A.S.R.S. delegate to attend the forthcoming conference of loco. men
After the chairman had opened the meeting and a delegate had been elected, several were ready to bring forward existing grievances in connection with the work of loco. men -- manly the increased loads, greater amount of work and responsibility, and the lack of promotion. A programme was drawn up for the guidance of the delegate, and a very interesting meetings brought to a close by a vote of thanks to the chairman.
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LEICESTER
A joint meeting of the locomotive members of the two Leicester Branches was held in the Charnwood Street School on the 5th inst. Mr. Larrard was elected to the chair, and a very able manner explained what the meeting was called for and the progress of the loco. men's movement up to date.
Mr. J. Dobson addressed the meeting, and in his usual style enforced the need for strong and in his usual style enforced the need for strong organisation the loco. men are to get the treatment they are entitled to.
Mr. C. Larrard was nominated as a delegate to the national conference which is to take place, and it was decided that a special meeting be held afterwards to hear him give his report.
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JOINT MEETING
BURTON - ON - TRENT
A joint meeting of loco. men under the auspices of A.S.L.E. & F. and the A.S.R.S. was held at the Riffleman's Inn, Burton-on-Trent, on the 5th inst., to discuss the national loco. movement. There were about 80 persons. Mr. G. Shakespear presided. The Chairman upon opening the meeting stated that there were present amongst them the A.S.R.S. secretary and chairman, and as these two persons were not loco. men objections were raised by the Associated members to them remaining in the room. It was eventually decided that they should remain by vote.
The Chairman stated that he trusted that the meeting would be of a harmonious character and that unity would exist amongst them in supporting this loco. movement. He then called upon Mr. Gregory (A.S.L.E. & F.) who moved
"That this meeting of loco, men, while recognising the right of railway companies introducing larger locomotives and more economic methods of working, are strongly of the opinion that the men are entitled to a fair share of the profits which accrue therefrom, and call upon all railwaymen to join their Trade Union and support the national loco. movement, with a view of approaching he various boards of directors to obtain the same."
Mr. Grain, A.S.R.S., seconded. Mr. Clarken, A.S.L.E. &F., supported the resolution, and said that the loco. men had been at a standstill 30 years and made no advance. It was time that they tried to make a move forward to better their conditions of service. With the large engines, increased loads, and the high rate of speed, which all increased their responsibilities locomotive men were working at a reduction to what they were 26 years ago.
Mr. Loxstone, A.S.R.S., supported the resolution, and endorsed all the previous speaker had said. He illustrated in a very able manner the method how the movement could be launches successfully, and asked the delegates to the forthcoming conference not to lose sight of the lodging away from home question and also men being booked off long periods at foreign stations. He also pleaded hard to the workers to support the movement.
Several questions were put and answered satisfactorily, and some of an irrelevant nature rules out of order.
The Chairman then put the resolution to the meeting, which was carried unanimously.
It was also decided that each society should instruct the delegates to the conference at their respective branch meetings. A vote of thanks to the chairman and speakers brought the meeting to a close.
RAILWAY REVIEW
24TH MARCH 1905
NATIONAL LOCO. MOVEMENT
YORK BRANCH
Mr. Fox in York
A meeting called by the York Branch of the Associated Society of Locomotive Engineers and Firemen was held in the Co-operative Hall, Railway Street, York, on Sunday evening, and there were present a large number of railwaymen of the grades mentioned. Mr. H. Robinson presided, and he was supported by Mr. A. Fox, of Leeds (general secretary of the Associated Society), Mr. F. Dearnley, Mr. A. Fearnley, Mr. T. Hall, Mr. J. Leeming, and Mr. C. Shipley.
Mr. A. Fox dealt principally with the grievances of loco. men. He said that the capitalists had 852 organisation to protect their interests, and the workers should combine to protect their own wealth, which was their labour. The railway companies had furthered their own interests, but had they asked for the men to accept a reduction of 5s. a week, he did not believe they would have agreed. but by the gradual introduction of larger engined, and greater loads, the companies had stolen a march on railwaymen, without the large majority of the men seeing what was being done. The companies were getting 50 per cent, more work but of enginemen than 20 years ago, for the same money, and in some cases for less. Nowadays two men had to do the work that used to take three, and two engines were doing the work of three, and the companies admitted that condition, and boasted of the enormous amounts they were wrangling out of their men by the economy effected by greater engines and loads. The result of those introductions was that there were drivers who had been in receipt of 7s. 6d. a day now shovelling at 3s. a day less, through the advent of the monster engines. Then there were firemen who had to go back to "waste" and in their turn cleaners had had to go to swell the ranks of the unemployed. "We want our men to have a week's work and a week's pay for it, and if companies do introduce economic conditions, they have no right to introduce them to such an extent as to push men to the street corners -- men who are able and willing to work. good servants have right to have mean of earning a livelihood found for them." (Applause.) There were in the country from 47,000 to 50,000 locomotive men, and their hours, on the average, were twelve a day. The executive of the society which he represented had come to the conclusion that an eight hours' day would be one of the first antidotes to the economic conditions which the companies had introduced. (Applause.) Eight hours instead of twelve would provide employment for 12,000 more men on the footplates. The engines would pull 1,000 tons, but they were much more difficult to control, and he contended that instead of engines being worked to the full extent of their power there should be a margin for working safely in times of disadvantageous conditions. The safe working of railways depended entirely on the men on the engine, who were only human beings, and who should not have to work under such conditions as human beings could not endure. The men were not worked to death. He said that drivers now died earlier than they did years ago, and the cause, he believed, was the extra strain and worry, An improvement of their condition of service was imperative. He did not mean that when an eight hour day was established they should work longer with the idea of making nine days a week. They should work 48 hours, and give someone else a chance of working 48 hours. The increased cost to the railway companies would lessen their dividends only by a quarter per cent. In conclusion, the speaker urged that workingmen should be represented in Parliament in their own particular interests.
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HASLAND BRANCH
On the 19th oust. a special open meeting was held under the auspices of the Hasland Branch at the Horns Hotel in furtherance of the national movement of loco. men, when Mr. Davies, of Leeds, gave a short and spirited address of the benefits to be obtained in combination. Afterwards Mr. B. Granfield moved, and Mr. Butt seconded, the following resolution:
"That this meeting of railwaymen employed in all grades think the time has arrived when it is the imperative duty of every railwaymen to join his union, as without combination we can neither keep that which we now possess, nor gain fresh reforms in the future. the shortening of the working day to eight hours per day, the fine of a minimum living wage, work for the unemployed, and the right to strike, picketing, and peacefully persuading are amongst some of the most urgent questions requiring attention. Seeing that the forces arrayed against us are so numerous and powerful we call upon every railwaymen to join the A.S.R.S., and taken an active part in the work of organisation and reform, as only by doing so can we command success."
Mr. C. Loxstone, of Toton, supported the resolution in an able and spirited address, which was highly appreciated by all present, also by Messrs. J. Ball, G. Wills, and F. Otterwell, and carried unanimously.
There was 140 present. A few non members filled up application forms for next branch meeting which will be on May 2nd.
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NORMANTON
A further open meeting in support of the above was held in the Central Board School, Normanton, on the 19th inst., which was attended by a goodly number of men concerned, with a few visitors from Wakefield. After a few preliminary remarks by the chairman (Mr. W. Hampson).
Mr. Green, moved the following resolution:
"That this meeting of loco. men, whilst recognising the right of railway companies to build larger engines and introduce improved methods of workings, are of the opinion that something should be done for the men, and believe that the one solution possible is an eight hour day, and we call upon all loco. men to organise to that end."
With a few well chosen remarks he urged all present to try and do something towards that end, instead of making the football match and the horse race the main subject of their interest and study.
Mr. G. Hirst seconded briefly, after which Mr. Chapman, of Doncaster, supported in a well chosen speech, and gave a brief history of the inception of the movement. He also dwelt on the question of what was required of enginemen at the present day, instancing a case of one company requiring their men to have a perfect set of teeth before they could retain their place on the footplate, touching also on the old question of overtime, the question of lodging away, larger engines, and the increase of loading put on to similar engines. Parliamentary representation, and closed with an urgent appeal to more thoroughly organise our forces, and provide for our old age in the time of our youth.
Mr. Taylor, of Leeds, followed, and showed how our labour, which was the only commodity which we had to sell, was the only commodity for which, so far as railwaymen were concerned, the purchaser was allowed to fix the price, giving his view of a guaranteed week and an eight hours day in a very lucid manner, showing the causes of collapse f several unfortunate disputes, and the success o one, which success was being gradually turned into a failure in consequence of the falling off in the organisation of the men concerned, closing with an appeal to all present to fall in with the oft repeated adage "All men are brethren" in the true sense of the word, and to enlist the sympathy of all other grades, to give better effect to the movement for our emancipated, and showed, even with a legislative eight hours day, the continuous necessity to organisation to improve and maintain our conditions of service.
Mr. Coutts moved, and Mr. Roulandson seconded, a vote thanks to the chairman and speakers, which was ably supported by Mr. Hirst, Mr. Thorpe, and Mr. McIntyre.
Mr. Taylor suitably responded on behalf of himself and Mr. Chapman, who had to leave to catch an early train, and the meeting terminated.
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LONG EATON
A joint meeting of loco. men under the auspices of the A.S..R.S. and Associated societies was held last Sunday afternoon in People's Hall, Long Eaton, at 2.30 p.m. Mr. J. Bray presided, and went into detail from when the loco. agitation started in 1903. The following resolution was proposed and seconded:
"As the two societies have granted a movement for an eight hour day, the members been present are of the opinion that, seeing the companies have introduced new methods of work whereby our responsibilities are increased and our labour intensified, we consider that the extra strain mentally and consider that the extra strain mentally and physically demands that we should have our hours of labour considerably shortened. We therefore pledge ourselves to do all in our power to bring about this desirable change, and to endeavour to get all non unionists to join our societies, as we feel assured that a well organised body of men is the most effective way to convince the railway companies that we are in earnest in the matter."
Mr. Rimmer, Wigan A.S.R.S., then addressed the meeting on the resolution, touching on all points in the national movement and urging those outside the organisation to at once join and strengthen the hands of the delegates. Mr. Millman, Associated, Leeds, then spoke to the resolution, and a vote of thanks to the speakers and the chairman brought a good, enthusiastic meeting to a close.
RAILWAY REVIEW
31ST MARCH 1905
NATIONAL LOCO. MOVEMENT
SHEFFIELD BRANCH
A well attended meeting in connection with the above movement was held at the Vestry Hall, Westbar, Sheffield, under the auspices of the joint societies. Bro. Allen presided and after a brief history of the movement from its inception the following resolution was moved by Bro. Beardsley and seconded by Bro. Adams.
"That this meeting of drivers, firemen, and cleaners fully realise the heavier work and responsibility devolving upon them by the introduction of larger engines and increased loading of train bringing with it reduction and displacement of men, pledge support to the National Loco. Movement for letter conditions of service, and further calls upon all non unionists to join their societies with a view of giving financial and industrial support to bring the same to a successful issue."
Bro. Beardsley in moving dwelt on the necessity of making the programme as concise and simple as possible, to make it one that would be of benefit not only to railwaymen, but one that would help to solve the great and most pressing position of the unemployed. the only way, he said, to obtain redress was by perfecting our application, giving greater publicity to our grievances, and by strong Labour Party to represent the workers on municipal and Parliamentary bodies.
Bro. Adams, in seconding, said it must be plain to every thinking man that success to any movement depended entirely on the strength of the organisation of the men, and exhorted l non unionists to sink their petty differences, pointing out these divisions between men were one of the most valuable asserts that the companies have.
Mr. fox (Associated) then supported in a lengthy speech, dealing with the condition of loco. men throughout the whole of the railway service, and made some striking assertions about the attitude of the directors of the District Railway towards the men under the new regime, as exhibited in an interview which Mr. R. ?bell and he recently had with the directors of that company. He pointed out that this case was of far more significance than many men thought. It was an innovation which would no doubt be the thin wedge, and would become universal if not successfully committed now. Thorough organisation, he said, was the only means of resisting encroachment and of keeping what they had, still more of making any advance. Constant increasing pressure of railway work, larger, increased loading of trains (in some case 120 wagons), and the high rate of speed were having a very injurious effect on railwaymen of the country. Footplate men, he declared, were dying at an early age through being worried to death by the ever increasing demand of their work on their mental and physical powers of endurance. Dealing with the eight hours, he said if the same was obtained it would be necessary to prevent the companies running men to death in the time, that was the reason they had put the mileage clause in the programme. That section of men whose desire to obtain eight hours per day as a means of making eight days per week he condemned. They were keeping other men in enforced idleness as a reserve army for the master to call upon at any time. In conclusion, the speaker urged that workmen should organise, for success in this movement depended entirely on the numerical strength of their organisation.
Mr. Bellamy (A.S.R.S.) supported in a brief but unity address. Dealing with the need of unity among railwaymen, he said the law of association was one that always been recognised as essential to success. He pointed out the economic changes which had taken place in all departments of the railway service, loco. men and guards in particular, and also the effect it has on railwaymen. He pointed out in very lucid terms the example of the necessity of organisation which could be gained by studying the attitude of the capitalists. He dealt in detail with the number of drivers, firemen, and guards who had been reduced and displaced by the existing system, which was a surprise to many in some cases to the extent of one fourth, and urged all men to press for a reduction of hours as the solution to the problem and the concession which be of benefit to the greatest number.
Votes of thanks to the chairman and speakers terminated a very enthusiastic meeting.
RAILWAY REVIEW
7TH APRIL 1905
NATIONAL LOCO. MOVEMENT
DONCASTER BRANCHES
A fairly attended meeting of loco. men of Doncaster Branches, about 70 being present, was held at Victoria Rooms, Doncaster, on Sunday last, at 6.30 p.m., Driver C. Hampshaw in the chair. The vexed question of the mode of election of delegates was discussed, and the meeting decided, with one dissentient, to abide by the decision of main meeting held in October last; also to substitute Bro. J. Ayres (G.N. fireman) for Bro. J.W. Banks (N.E. driver), retired through illness. Bros. Bradshaw and Maw, who had been nominated at an ordinary branch meeting, on the assumption that the October joint E.C. minutes had cancelled the May joint E.C. minutes withdrawing their candidates. Therefore, the Doncaster duly elected delegates are J. Ayres, and A.E. Kershaw (N.E firemen) and G.W. Chappell (G,N. driver).
It was unanimously resolved to recommend to the conference that a bill be promoted in Parliament for an eight hours' day for enginemen and cleaners by the Labour members. All to recommend the nationalisation of railways for the consideration of the National L.R.C. Also that the Congress select the "federation committee." Also that a more satisfactory system of fog signalling be adopted by the railway companies, and that legal standing be sought for our representatives at Board of Trade inquests, etc.
Several members expressed the hope that no further impediment would be placed in the way of the successful working of the federation, either locally or nationally, as it was recognised that to achieve the results so desirable, and indicated above, would require more unity and less grade jealously than has heretofore obtained. The meeting closed with unanimity.
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BOLTON BRANCHES
A joint meeting of the members of the Bolton Branches of the A.S.R.S. and the A.S.L.E.& F. was held on the 2nd inst. at the Bridgewater Arms, Moses Gate. Mr. H. Seddon presided. Mr. N. Rimmer, of Wigan, addressed the meeting, and urged upon those present to make every effort to perfect their organisation. He impressed upon them the necessity of Labour representation. Messrs. Turner and Moores, of the A.S.L.E. & F. also addressed the meeting, giving details of their proposed national programme. The following resolution was carried:
"Recognising that by the introduction of labour saving appliances such as larger engines and wagons of greater capacity, the railway companies are enabled to discharge a large number of men and reduce others in the locomotive department together with the extra physical strain placed upon the men employed, this meeting of railwaymen is of opinion that eight hours per day should constitute a day's a work, and urges upon all men desirous of achieving such a necessary reform to use every legitimate means to bring this about along with other necessary improvements."
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COALVILLE
A meeting of loco. men will be held on the 9th inst., in the small club room, at the Half Way Hotel, Belvoir Road, Coalville, at 7 p.m. when the delegates to conference will attend to receive instructions. All loco. men are earnestly requested to attend.
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NOTTINGHAM
A joint meeting under the auspices of the A.S.R.S. and A.S.L.E. & F. in furtherance of the above movement was held on the 2nd inst., in the Queen's Walk Board School, Nottingham.
Mr. J.R. Schooler, presided over a large and enthusiastic gathering of loco. men, considerably over 200 being present. The following resolution:
"That this meeting of drivers, firemen, and cleaners fully realise the heavier work and responsibility devolving upon them by the introduction of larger engines and increased loading of trans bringing with it reduction and displacement of men, pledge it support to the National Loco movement for an eight hours' day and better conditions of service, and further calls upon all non union of giving their financial and intellectual support to bring the movement to a successful issue."
Was moved by Mr. M.G. Hinge A.S.R.S. and seconded by Mr. Baldwin, A.S.L.E. & F., the delegates to joint conference, and very ably supported by Mr. C. Loxstone, of Leeds Branch A.S.R.S., and Mr. R. Atkinson, of Liverpool A.S.L.E. & F. The resolution was then put to the meeting and carried unanimously.
Votes of thanks to the chairman, speakers, delegates, etc., brought to a close one of the best meeting we have had.
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LANCASTER
A joint meeting of loco. men was held at the Queen's Hotel, Lancaster, when there was an excellent attendance. Various suggestions were given to our delegate re grievances of a loco character. The following resolution was also passed unanimously:
"That this meeting of Lancaster loco. men instruct our delegates to the national conference to be held at Leeds on the 11th and 12 inst. to support an eight hour day for engine drivers, firemen, motormen, and cleaners. We are also request for a guaranteed week's wage based on an eight hour day of six week days. Time and a quarter for overtime over each eight hours, time and a half for Sunday duty, to be between Saturday midnight and Sunday midnight. We deem the most fair principle for promotion to arise out of seniority of service."
It was also agreed to give our delegates a free hand in regard to this matters. After the loco. meeting the room was thrown open for an open meeting. Mr. H. Jenkins president of the Trades and Labour Council presiding. The Chairman, in his opening remarks dwelt on the long standing of Trade Unions, and quoted a case relating to Lancaster, which occurred over 200 years ago reuniting to the making trade, was very much appreciated. Mr. A. Mear (organising secretary) dwelt at length on similar lines, and asked the meeting if G. Stephenson thought three half crowns was little enough for driving an engine which weighed eight tons, what is it worth to drive an engine weighing 110 tons. He also appealed to non unionists to join a union and have the privilege of demanding a reply to their questions when they put them before the different boards of directors. The following resolution was passed unanimously passed:
"That owing to the economical changes that are being place on the railways, we maintain that we ought to have a complete revision of our terms of service and believe that the best way to obtain the same is all non unionists becoming members of a Trade Union."
A vote of thanks to the chairman for presiding brought one of the most successful meeting in held at Lancaster to a close
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NEW CROSS
A joint meeting under the auspices of the branches of the A.S.L.E. & F. and A.S.R.S. was held at the New Cross Hotel, New Cross, on Sunday last, when there was a large attendance. Among the visitors present were Mr. E. McKew (Battersea) and Mr. C.G. West. The chair was occupied by Bro. H. Nicholas, A.S.R.S. (New Cross) who was unanimously elected along with Bro. E. McKew for the vice chair. The delegates to the forthcoming conference, Messrs. F. Ladd and H. Hornby, received instructions as to how they should vote on a programme which will be drawn up at this meeting. The discussion was of a very amicable character, and it is to be hoped that if loco. men will at once join either of the two societies.
RAILWAY REVIEW
21ST APRIL 1905
THE LOCOMOTIVE CONFERENCE
The conference of locomotive men which met at Leeds on Tuesday and Wednesday last consisted of 154 delegates, representing the drivers, firemen, and cleaners who are members of the A.S.R.S., and 127 delegates representing the same grades who are organised in the Associated Society of Locomotive Engineers and Firemen. The object of the conference was to initiate a national movement for these grades with a view to meeting the changed conditions of employment occasioned by the new methods adopted by railway companies during the past few years, methods which have resulted in materially increasing the responsibilities f the men employed on the footplate, without in any way increasing the reward. At the outset it was apparent the Conference ad a difficult task, and many and conflicting were the opinions expressed by the delegates on the various questions discussed. Upon one point only was there practical unanimity, and that was in regard to the length of the working day. That the changes which have been inaugurated demand a corresponding reduction in the hours worked was agreed to unanimously, and that this reduction should lead to the adoption of a weight hour day for loco. men on all the railways of the United Kingdom was carried with only a few discontents. We regard this as an extremely satisfactory result, and one which shows how the present system and the present hours are compelling the men to turn their attention to what must be the basis of any real reform. An eight hour day is not only a physical necessity for loco. men, it is the foundation of any healthy movement for reform in their working conditions, and this view the conference emphasised in unmistakable manner.
We regret that in other matters the difficulties were more formidable, and that opinion was not dealt so unanimous. There was a section of the Conference which was opposed to ant other demand being put forward, but the majority were clearly of opinion that the opportunity should be utilised to lay down a basis upon which all other questions of terms should be settled. These included a mileage clause, a guaranteed week, and a minimum and maxi rate of wages. Upon all these points the Conference proceeded to express its views, and in each instance, with the exception of the wages of engine drivers (upon which it was agreed that no change should be proposed), a scale was laid down. The practice of the various companies differs so much that it is not to be wondered at that the opinions of the men employed should also differ. To the attempt to obtain some degree of uniformity and some fixed principle and scale of payment no exception can be taken. That, in itself, is a healthy sign, and one which points in the direction of progress. Whether the present is the best time to attempt so great an achievement the future one alone will prove. It certainly cannot be accomplished until the men are fully organised and until unity both of spirit and aim has been achieved. For instance, the discussion on the question of mileage revealed a number of divergent views, and the real principle which underlies the question was scarcely touched at all. This question really resolves itself into this -- what is the correct basis upon which a locomotive man should be paid -- time or distance, or both? The Conference decided upon both, and it proceeded to fix mileage clause upon which payment by distance should be e based. This, of course, raises the old question piece work versus a time rate, and the advocates of both schools put forward a mass of information and came to a division on the subject, which is recorded elsewhere. We shall not attempt to discuss the question either of the guaranteed week or wages clauses, for reasons which we now desire to set forth.
Last week we promised to give our readers a full report of the Conference, and for this purpose we made an arrangement with the official reporter engaged by the Associated Society on behalf of both societies to supply us with the same at the usual rates. At the beginning of the Conference Mr. Bell announced this to the delegates assembled, and no exception was taken thereto either at the time or afterwards. Many of the delegates of both societies relying upon this promise omitted to take any notes, and we have to offer to them our apology or the non appearance of any report of the second day's proceedings. The omission is not due to any fault on our part. We were prepared to insert the report and to pay for it, but the Executive of the Associated Society met after conference was over and instructed the reporter in question not to supply us with such report, and to ask Mr. Fox to write us that such publication would be considered a breach of a resolution passed at the Conference. The resolution referred to was to the effect that "the Press be excluded, except upon the eight hour question only." We believe that this action of the Associated Society is absolutely contrary to the intentions and wishes of the Conference. The exclusion of the Press was not, in our opinion, intended to apply the Railway Review, nor does the resolution affirm that no report was to be published of the proceedings, and especially is this so in view of the announcement which had previously been made fro the platform. Besides, if that is the view, why did some members of that society convey the programme of the Sheffield Daily Telegraph which appeared in its issue of the 12th inst., and make it necessary to move the suspension of the Standing Orders on the second day to repudiate the report? If the intention was to prevent the railway companies from knowing what proposals were carried the non publication of the proceedings is futile. The report will be published later and sent to the branches, but we have no doubt many thousands of our readers would now be debarred from doing so. We venture to assert its contents will be known to those who are interested before many days are over, even if they are not known already. Further, the proposals agreed upon must be ratified by both Executive Committees, and must eventually be put both before the men and the companies and they cannot be so put unless they are published. Secrecy is, therefore, both impossible and undesirable. We absolutely decline to accept any responsibility for the non published of the report as promised in our last issue, and for any consequent misunderstandings which may arise therefrom.
THE LOCOMOTIVE CONFERENCE
A NATIONAL PROGRAMME
A two days' conference of delegates belonging to the A.S.R.S. and the A.S.L.E. & F. to take into consideration the formation of a national programme for the improvement of the conditions of their labour was held in the People's Hall, Leeds, on Tuesday and Wednesday last. Nearly 300 delegates of both societies were in attendance. At the commencement of the proceedings Mr. Fox, the general secretary of the A.S.L.E. & F., occupied the chair and among those present was Mr. R. Bell, M.P., the general secretary of the A.S.R.S.
Mr. Fox, in opening the conference, stated that although he was temporarily in the chair, he was not their chairman. He gave them a hearty welcome to Leeds. That was, so far as he knew, the first occasion on which they had been able to fraternise in a body as locomotive men irrespective of societies, and he would ask them to wipe themselves clean of little petty jealousies, and to use that opportunity as a body of loco. men to discuss the important question which would come before them with a view to th best interests of the fraternity. He believed that they could not improve their own conditions without improving their own conditions without improving the conditions of others. Mr. Fox went on to state that they had not selected a chairman, and asked the Conference to at once proceed to elect one. His own idea was that they should have an independent gentleman on an occasion like that. While he did not anticipate any cross firing, if it should occur, it would be well if they had a gentleman who knew nothing about them, and would deal impartially with each individually. He did not think it necessary that the chairman should be a locomotive man, for they did not want him to assist them in drawing up their programme, but what they wanted was the assurance hat he understood the rules of debate, and so prevent them going astray. He had in his eye one who was the only workingman Alderman they had in Leeds, and who was stalwart in the cause. Mr. Fox went on to say that so long as the Conference as held at Leeds they might ask for the honour of selecting the chairman, and when the Conference was held in London they would acquire if Mr. Bell found a gentleman there to preside. Before a chairman was introduces to them it would be as well that the Standing Orders Committee should be as representative as possible, and added Mr. Bell and drafted out some suggestions which would guide the committee.
Mr. Atkinson (Liverpool) proposed the election of Alderman Buckle of Leeds, as chairman, whose chief recommendation, he said, was that he was Trade Unionist and a worker. He thought all right-minded men would thin it necessary to have an independent chairman.
Mr. Hales (King's Cross) seconded the motion.
Mr. Taylor (Leeds) thought that in a conference such as that -- the like of which had never been held in the annals of history -- they should show to the world that they had a man in the ranks of the loco. men department who was prepared to accept and hold the position of chairman. Mr. Fox had told them that they should know no society, and then said he should like an impartial chairman. He (the speaker) took it that the delegates assembled recognised as Trade Unionists that they should be impartial on a question of that description, and he proposed that Mr. J.H. Thomas, of Swindon, preside over the Conference.
Mr. Topping (Mirfield), in seconding Mr. Thomas's nomination, said he had no desire to flout Alderman Buckle, for whom no one in the Conference had greater respect than himself, but he thought with the cream of the locomotive men in the United Kingdom present, had a score of men capable of fulfilling impartially the duties attached to the chairmanship. He felt sure the Mr. Thomas would hold the balance between man and man in debate. Mr. Thomas held in his own town a position equal to that which Alderman Buckle held in Leeds. He was chair-man of the finance committee of the Swindon Town Council. Having in their ranks a man employed of that character, let them give the honour to a man who was with them in their daily work.
Mr. Hall (Millford) supported the proposition.
A motion that the question be now put was carried, and Messrs Holmes, Warwick, Dobson, and Millman having been appointed tellers, on the motion being put there voted:-
For Mr. Thomas 146.
For Alderman Buckle 130
Mr. Bell then read the roll of the Amalgamated members, and Mr. Fox remarked that it was not necessary to call the roll of the members of the Associated Society as the credential card of the delegated were examined as they entered the room.
The appointment of tellers created some little difficulty, but event was decided that the organising secretaries f the two societies should be appointed.
The Chairman suggested with respect to the Standing Orders that the programme should be divided into three heads, first, the "hours"; secondly, the "mileage"; and thirdly, "wages." That was agreed to. Mr. Baker (Walsall seconded.)
Mr. Jones (Crewe) moved as an amendment that the committee should be eight, and Mr. Coutts (Normanton) seconded. On a division, 129 voted for eight and 135 for seven, which was carried.
On the motion of Mr. Bellamy, seconded by Mr.. Baker, Messrs. Pickering (Gateshead), Topping (Mirfield), Hampson (Normanton), and Woodles (Kentish Town) were elected representatives of the A.S.R.S., and Messrs. Bliss (Battersea), Boyd (Cheltenham), Tompkinson (Openshaw) were elected on behalf of the Associated Society.
After some discussion, it was decided to admit the Press to the discussion on the question of "hours" only.
Mr. Rimmer said he thought it was necessary that they should locate the causes of the conditions from which they were suffering. The railway companies were not altogether compelled to introduce improvements from pecuniary motives and to keep dividends up to the high water mark. They must not lose sight of the public which required that thy must be moving. It was frequently said that we were considerably behind other countries in connection with railway travelling, and it was borne out by facts we were considerably behind America. Many companies had rent officials to America to get ideas with the view of getting them adopted in this country and they must acknowledge that in railway, as well as in other walks of life, there was no such thing as standing still. Improvements on the railways were absolutely necessary whether they agreed with them or not, and it would be better that they should endeavour to fit themselves to the cir for the general good of the country, rather than be tied down to their own pettifogging ideas. As citizens of the Empire they could loyally try to get the best results of those improvements, but at the same time but at the same time they had sufficient stamina and manhood to say "You are not going to overlook us in the matter, and we will demand consideration." Those were manipulated those improvements were suffering from the increasing strain, and the shortening of life, and, therefore, they should demand not only greater wages, but more leisure for the improvement of their minds. It was on that principle that he moved the following resolution:
"That the Conference of locomotive men, comprising representatives from all the railways of
in the United Kingdom, emphasise its opinion that in consequence of the great physical strain placed upon men by the demand of the public for increased facilities in railway travelling, together with changes that are absolutely necessary in the communal and commercial lifer, as evidenced by the silent revolution taking place upon our railways, we claim that the conditions under which we work call for immediate revision and a curtailment of the hours worked per day."
Mr. Hales (King's Cross) seconded the motion on the general principle that the loco. men of the United Kingdom had not advanced with respect to hours and wages in proportion to the responsibilities imposed upon them. If the men had to work on the American up to date principle, why should they not be given American up to date wages and mileage and something of the American hours? His idea in seconding the resolution was that all the loc. men in the United Kingdom should rise as one man in as a supreme effort for upholding the dignity of their labour. They had been downtrodden too much during the last nine years.
Mr. Bowen (Guildford), in supporting the resolution, hoped the Conference would not be led away by false sentiment in what they considered the repressive mode of dealing with economic condition on the railway lines. He took it that if they respected themselves and did their duty would gain the respect of their officials. He urged them to be men and not say there what they would not say before their officials. He referred to the inflated prices of railway stocks twelve or 13 years ago, and said the officials were endeavouring to keep up the dividends, and they as men should endeavour to get the best results. They should lay their case, before the officials in an intelligent manner, and endeavour to get what they considered value for their labour.
Mr. Robinson (Stoke) also supported the motion, and remarked that he considered the eight hours question to be a constitutional question which would come before Parliament in due course. He had already tackled the local candidate on the question, and it beloved each of delegates to do likewise in their respective districts.
Mr. Plant (Battersea) said the resolution was necessary because it stated definitely why the Conference had been called together, not that they would gain much by it. By going to the public they might gain some sympathy, but they would have to depend upon their individual efforts for a redress of their grievances. The shortening of their hours should be their first consideration.
Mr. Wright (Newcastle No.1) also supported the resolution. He thought the time had come when they should give attention to the hours question considering the strain on the drivers by working the large engines, so that he often wondered if there was any limit to a man's endurance. It was said there was not a large engine built but there we men for it. The delegates should make a firm stand on the hours question.
Mr. Warwick (Grimesthorpe) supported. He recognised that it was essential that they should take the interest of capital to employ the unemployed army, and by reducing their working day they would be in a position to demand higher wages inasmuch as the number of unemployed would be reduced. He did not think that a number of men should be in idleness because others worked too much. By reducing the hours they would have quicker promotion.
Mr. Green (Gloucester) stated that he was a fireman of 23 years's standing. He pointed out that there were many firemen of many years' standing at his station.
Mr. Shortt (Birmingham) said he gad been definitely instructed to go in for the eight hour day, and he urged the delegates to go in for that and not to have an elaborate programme.
Mr. Patrick (Gateshead) who also supported the resolution, maintained that public opinion had nothing to do with the matter, but the reason the companies had increased the engines was because of economic advantages apart from public opinion. He contended that they ought not to take into consideration the officials, but their own immediate welfare as working men; if they were to improve their material conditions thy had one common interest, and could not be independent one of another. In themselves lay their salvation apart from the officials and the public.
Mr. Farnworth (Wigan) als o supported the resolution.
Mr. Coutts (Normanton) contended that the intense strain on the men engaged in locomotive work was driving them into an early grave or into the asylums. From a health point of view it was necessary that there should be an eight hour day.
Mr. Taylor (Leeds) thought they should look at the question of hours from a business and practical point of view. Some of the delegates seemed to think that the objection to the eight hours was simply an officials objection, but who had given the officials the tip? They complained of hard work, which the big engines entailed, but men tumbled over each other in their eagerness to get those engines. If they went for the eight hours only the companies would increase the mileage in the eight hours, and what was wanted was that they should not have more than a certain mileage in those eight hours.
Mr. Wild (Ardsley) in support of the resolution, said they were not there to cater for officials, but to get for themselves a living wage. The profit shown by railway companies caused the question of falling stocks to fall to the ground. The economic case had two sides, that of the shareholders and that of the enginemen and firemen. They wanted a chance of living, and the economies of the 20th century stated that the man who worked should not keep the man who did not work.
Mr. Dobson (Westhouses) said as a Labour Party it was their duty to sell their labour at the best possible price, as it was their capital. The question had arisen from the way the directors had manipulated the railways for the last five years, and if the Conference went in for an eight hour day the directors would try to get the same results from eight hours as from ten hours. The only way to get the eight hours was by legislation.
Mr. Baker (Barry) supported the resolution, and said the only proper way to improve their condition was for them to recognise only two classes, the capitalist and the workers, and then to put their heads together and say that as the capitalist ad advanced their condition, so would they advance theirs.
The question be now put was moved by Mr. Bracken, of Battersea, and seconded by Mr. Evans, of Cardiff, and carried. The resolution was then put and carried by acclamation.
THE CHAIRMAN'S ADDRESS
The Chairman, in thanking the delegates for the honour conference upon him in electing him to preside over their deliberations, said he could appreciate the motives of the gentlemen who were desirous of another nomination. No one knew more than himself that it was with no personal feelings towards himself that the nomination was made. Having been elected, although he did not claim to be infallible in the position, he would at least endeavour to hold the balance. He knew of no Amalgamation or Associated member in that Conference. Never in the history of locomotive men was there more unique and important gathering than was taking place there, and what he would urge upon them was to remember the seriousness of their position as delegates, and that they would be responsible for the making or marring of the future of locomotivemen. He asked them to realise the fact that nothing would be more calculated to set the clock back than the results of that conference if they be foolish. It rested with them whether it should be a success or not. The chairman went on to point out that there was no such thing in existence as a national programme, that there was no such thing as a federation scheme. The rules of the societies under which they had met distinctly laid it down that the programmes for meetings, conditions of service, etc., could only be drawn up by a Conference such as that. Therefore, for the purposes of a national programme they were called together: there was no such a fixed thing as a programme before the loco. men that day. It would be presumption on his part to dictate what that programme should be, but he hoped they would not load it with matters of detail which would be calculated to destroy the main object they had in view. He submitted that the main object they had in view as practical men by which to solve the 101 difficulties that loco. men had to contend with was the reduction of hours. That must not be brought about to enable them to earn more money in the shape of overtime, but in order that they might educate their fellows in the principle that the object of the reduction of hours was to enable them to become better fathers, to make their homes brighter and their hearts lighter. He left the issue in the hands of the delegates, feeling confident that the result would be for the improvement not only of loco. men, but for the whole of the railwaymen of the country.
Mr. Bell asked for permission to leave the Conference at the conclusion of that day's proceedings, explaining that the Trades Dispute Bill, which had passed the second reading in the House of Commons by a substantial vote, was now before a Standing Orders Committee of which he was a member. Last week when he was obliges to ve about there was a tie on a division. the previous day these were two important amendments, which, if adopted, would have absolutely ruined the bill, and it would have had to have been thrown out. It was necessary, therefore, that he should be in his place.
On the motion of Mr. Law (Guildford), seconded by Mr. Hales (King's Cross), leave was granted.
THE HOURS QUESTION
The Chairman said the recommendation of the Standing Orders Committee was as follows:
"That eight hours constitute a day's work, each day to stand by itself, and no man to sign on for less than a day's pay."
Mr. Butterworth (Newton Heath), moved as an amendment that the day be nine hours.
Mr. Harker (Crewe), seconded the motion, and said that at the meeting at which he got his instructions it was thought they had a better chance of getting nine hours than eight.
Mr. Law (Newton), in support of the amendment, stated that he would be true to his branch, although he preferred an eight hour day.
Mr. Fisher (Paddington), thought that eight hours would be sufficient. Shopmen who worked nine hours had the privilege of going home to their meals, which loco. men had not.
Mr. Hales (King's Cross), supported the resolution. They had hitherto considered the railway companies too much and must consider themselves. Last year he was reported for eating his breakfast although the time occupied in doing so and oiling his engine was only 20 minutes.
Mr. Hollendale (West Hendon), also supported the resolution. Five years ago they stated that they were entitled to an eight hour day, and if they were entitled to it so long ago the time was ripe for an eight hour day to be carried into effect.
Mr. White (Gorton), also supported the resolution.
On the amendment of nine hours being put only eight voted in favour of it, and the resolution was carried by the rest of the conference.
THE CASE OF SCOTLAND
Mr. Cunningham (Edinburgh West), proposed another amendment:
"That ten hours constitute a day's work for Scotland only."
He explained that in that country 72 hours was recognised as a week's work, which was twelve hours a day. They would welcome such a movement if it were possible, but at present they had a movement, with the standing of the Executive, for a ten hour day, and by extending the eight hours to Scotland for enthusiasm which had been created on behalf of the ten hour movement would be blighted.
Mr. Dowie seconded the amendment, and kept the Conference would seriously consider the position of Scotland in that matter.
Mr. Patrick (Gateshead), recognised the difficulty that would arise in making a general demand for an eight hour day, and he thought the men on the Scottish railways should be permitted to confirm their movement for a ten hour day.
Mr. Bell pointed out that so far as public matters were concerned, Scotland regarded England as foreign country. The Scottish Acts of Parliament applied to Scotland only, and national Acts contained a clause, "This shall not apply to Scotland." He pointed out that a similar principle might apply to the resolution.
After some further discussion.
The Chairman said the question resolve itself in this:
Whether in the English, Welsh, and Irish delegates were the best judges of the requirements of Scotland, Scotsmen themselves. Were by desirous of separating the question and deciding it something in this form: "Eight hour's constitute a day's work on all railways except in Scotland?" If they decided upon that they did not say whether Scotland should have ten or eight but would leave that with the Scotsmen there."
The question that Scotland should be considered separately was carried by 237 votes to 16
Mr. Allem regretted the separation. He thought that was an opportune time for Scotland work ...... had never had before, and if the Scottish directors and managers were not educated there was a unique opportunity to bring them up to the standard. He was anxious that every man should have which he repeated, and he had been more and men convinced of late that it was essentially necessary that the locomotive men should be placed upon an eight hour basis. The object of the officials in maintaining the long hours was to keep down their staff and glut the labour market.
Mr. Brown (Hull) also regretted the separate on the ground that they had come to a National Conference to formulate a national programme, and it could not be a national programme if one important section was omitted. If they were strong enough to impose eight hours on English railways they would be strong enough to do so on Scotland railways.
The resolution altered as follows was then put.
"That eight hours constitute a day's work on all railways, except Scotland, each day to stand by itself, and no one to sign on for less than a day's pay."
The resolution was carried, only six voting against.
The Chairman stated that the question of Scotland would be the next business. He explained that to the Standing Orders Committee the Chairman had given his casting vote against a mileage clause being instead, the vote being equal, and the matter was left for the decision of the Conference.
Mr. Barrett (Leicester) moved that a mileage clause be inserted. Mr. Savoury (Willesden) seconded.
The Conference then adjourned for lunches. On resuming
The Chairman explained that the only question was whether a mileage clause should be inserted without discussing the number of miles. He stated that he had a motion handed to him that a mileage clause be inserted for goods and passenger train.
This was proposed by Mr. Smith (Pontypool), Mr. Fisher (Paddington) seconded.
Mr. Smith said it was essential that a clause should be inserted for the guidance of the railway companies as well as their own as to what should be a day's work.
Mr. Fisher said he had definite instructions to support an eight hour day provided a mileage clause was inserted.
Mr. Steward (Stourbridge) also supported the resolution.
Mr. Larard (Leicester) considered that an eight hour day without a mileage clause would be more than useless, in view of the increased speed in the passenger and goods departments.
Mr. Topping warned the delegates against putting too much in the programme. When they got the eight hour day it would do more good than the rest of the programme put together.
Mr. Bristow (Nine Elms) also supported the insertion of the clause.
Mr. Allen (Middlesbrough) opposed on the ground that the evil of paying overtime would come up again, and as Trade Unionist they should put their foot down on that more solidly than on anything else.
Mr. Atkinson (Liverpool) argued that the introduction of an eight hour day without the insertion of a mileage clause would cause the companies to run them to death.
Mr. Jameson (Nine Elms) supported the clause and Mr. Bellamy (Stockport) opposed it, as did Mr. Phillips, who asked that the programme should be as simple as possible.
Mr. Fox remarked that the whole trend of the opposition to the mileage clause seemed to be that they were afraid they were going to do something for a certain minority. It was not sovery long ago since he and half a dozen others combatted the mileage system with the company for which he worked, but the officials got round the privileged men by dangling an extra 6d. before their eyes in lieu of a mileage clause. They thought they would never do more than 130 miles, but they afterwards brought tickets showing they had done 411 and 423 miles, and the men wanted to go back and forego the extra 6d. It was necessary that they should state the maximum a man should work.
Mr. Pickering (Gateshead) contended that the insertion of the mileage clause would be a measure to the eight hour day. They had decided an important principle, and they should not hamper it with side issues.
Mr. White (Toton No.2) opposed the clause, and Mr. Taylor (Leeds) supported.
Mr. Hales said that unless they inserted a mileage clause with an eight hour day the men would soon earn enough to purchase for themselves a coffin.
Mr. Singer (Nottingham) supported, as did Mr. Bliss (Battersea).
Mr. Rimmer said that if they were in a position to support an eight hour day they could demand a reasonable number of mies per day.
Mr. Bell said he wished for information. Mr. Fox had stated that some men whom he know had run 403 miles in one day. He was no going to dispute it, but no one could run them in eight hours. Mr. Hales had mentioned running from London to Doncaster and from London to Leeds, and he wanted to know in how many hours? Such runs would never take place in an eight hour day. The railway companies would be delighted to put them on the trip system if they ran a passenger train 250 miles. That was the trip system, if they desire extra pay for that particular load. If they took a goods train 180 miles, and wanted a certain sum of money, that was the trip system, and he would do away with the trip system altogether.
Mr. Coutts and Mr. Hales supported the mileage clause.
The insertion of a mileage clause was carried by 188 votes to 51, and the matter was referred back to the Standing Orders Committee.
MOTOR MEN
The Chairman said he had been asked if the resolution passed before dinner relative to the hours applied to motor men. He asked them to answer Yes or No. Loud cries of Yes were raised.
THE CASE OF SCOTLAND AGAIN
Mr. Dowie (Edinburgh) moved "That ten hours constitutes a day's work on all Scottish railways each day to stand by itself, and no man to sign on for less than day's pay." Seeing they were approaching the directors of the North British and Caledonian companies for reduction from twelve to ten hours a day, the opinion was that they could not go in for an eight hour day.
Mr. Cunningham (Edinburg West) seconded the motion, and said that if they were to go back to their branched with eight hours a day instead of ten they would be thrown a long way back from where they were at the present time.
Mr. Brown (Hull) moved as an amendment that they ask for an eight hour day for the locomotivemen of Scotland. He said that if the programme was to be of a national character they must treat all alike, and not ask for different conditions on different railways.
Mr. Robinson seconded, and said that to ask for eight hours for one section of the kingdom and ten hours for another was not logical.
Mr. Patrick supported the request of the Scottish delegates, as it would endanger the ten hour movement.
Mr. Burdon (Alexandria) was against Scotsmen being dissociated from the English in that movement. Scotsmen did not want anything more put on to them than the Englishmen. He thought eight hours was quite long enough.
Mr. Shipley (York) supported the amendment, as did Mr. Lilly (Toton No.2). while Mr. Evans (Cardiff) supported the resolution that Scotch friends be exempt. The Welsh railways, he remarked, were exempted from the national movement in 1897, as it was felt that the Welsh who sat at Birmingham on that occasion.
Mr. Savoury (Willesden) supported the motion.
Mr. Reid (Glasgow) was instructed to support eight hour day, and was surprised that the tenors a day was brought up. The best thing they could do was to go in for a national programme.
Mr. Allen (Middlesbrough) supported the motion,
Mr. Bell said he was sorry that their Scotch friends, who were advocating the eight hour day, did not intimate in he morning there was a division amongst them, They allowed the observations that were made to go unchallenged, and, of it was accepted that the Scotch delegates were unanimous against an eight hour day, and a resolution was passed excepting Scotch railways.
A delegate state that he had raised his voice, and tried to catch the Chairman's eye a dozen times.
Mr. Bell said the conference was misled, and they were in the same position they were in that morning.
On the amendment, that they ask for eight hours for Scotland being 203 voted for and 41 against. The motion was carried.
THE MILEAGE CLAUSE
The Chairman announced that the Standing Orders Committee had brought up the following mention "That 130 miles be considered a day's work for express passenger trains, 100 miles for local passenger, goods, and mineral train if accomplished within night hours, and that all trains running over the above distance be paid at the rate of 15 miles per hour for express trains, and ten miles per hour for local passenger, goods, and minerals."
Mr. Weaver (Camden) moved as an amendment:
"One hundred and fifty miles for express passenger trains, 130 local passenger, stock, and express goods, 100 miles for mineral trains if accomplished in night hours."
The Chairman suggested that the amendment should be divided, taking the express passenger trains first and the others afterwards.
Mr. Weaver thought 150 a fair mileage for a day's work
Mr. Harber (Crewe) seconded, stating that 150 miles and being worked out to the satisfaction of the men on the North Western line.
Mr. Hales supported the amendment. There was nothing in the resolution stating when the men should be asked to stop, which was a serious question.
On being put to the meeting.
For 130 miles....94 votes.....For 150 miles....142 votes
The amendment was carried.
The Chairman said the next was a recommendation that it should be 100 miles for local passenger, goods, and mineral trains. The amendment was that 120 miles be inserted.
This was put to the Conference, when 76 voted for the amendment and 168 for the proposition. The amendment was declared lost.
The chairman pointed out that the next clause:
"That all trains running over the above distance be at the rate of 15 miles and hour for express passenger trains and ten miles an hour for local passenger, goods, and minerals."
The amendment was that all trains running over the above distance be paid at the rate of 20 miles an hours for express passenger and twelves miles and for local passenger, goods, and minerals."
The amendment was moved by Mr. Wilcockson (Hull), and seconded y Mr. Brown (Hull). The proposition of the Standing Orders committee was carried by a large majority.
Mr. Hales proposed as an addendum "And that no enginemen or fireman be required to remain on the footplate for a longer distance than 250 miles without an interval of nine hours rest." This was seconded by Mr. Fisher and carried.
The Conference then adjourned.
A smoking concert was held in the evening in the Trades Hall, Fountaine Street, at which the delegates were the quester of the Leeds locomotivemen.
On Wednesday the Conference again met in the People's Hall, Leeds. Mr. Bell was absent in order to attend the Committee on the Trades Disputes Bill. The Conference proceeded to deal with the question of a guaranteed week and the question wages. (For reasons why we cannot give full report see above.)
RAILWAY REVIEW
28TH APRIL 1905
NATIONAL LOCO. MOVEMENT
LEICESTER BRANCH
A well attended meeting was held at the Coach and Horses, Leicester, on 16th inst., to hear Mr. Larrard give his report of the conference heal at Leeds in connection with the above. Mr. T. Freeman presided, and, after a few introductory remarks, Mr. Larrard was called on to give his report, which he did in a very able manner, dealing with each item in order as they had been dealt with at the Congress, and give his reasons for his votes given either for or against each motion, after which a good discussion took place, and a vote of thanks was accorded him for his report and Mr. Freeman for presiding. We hope all loco. men will turn up to hear Mr. R. Bell next Sunday afternoon at Bond Street Club at 3 p.m.
MAY REVIEW
5TH APRIL 1905
NATIONAL LOCO. MOVEMENT
WILLESDEN BRANCH
Last Sunday week a meeting under the auspices of the London Council A.S.R.S. was held at the Mason's Arms, Harrow road, Willesden, and was addressed by Mr. F. Brooker (Camden). Mr. Hales (King's Cross), and Messrs Weaver, Anderson, and Savory. The following resolution was passed:
"That this meeting, recognising the ever changing conditions in the working of our railway systems, and the bearing upon the drivers and firemen both physically and mentally, are of opinion that to ensure that due regard is paid to our welfare it is essential that all men should enrol themselves as members of the society and present a united desire for improved conditions of service generally."
RAILWAY REVIEW
12TH MAY 1905
NATIONAL LOCO. MOVEMENT
NOTTINGHAM BRANCH
An enthusiastic meeting was held at Nottingham on the 7th inst. to hear the delegates' reports of conference held at Leeds. Every satisfaction as given by. the delegates, who both gave enthusiastic reports of the business transacted. A good discussion followed in which the general feeling prevailing was that the programme is a fair and reasonable one, and that there should be no difficulty in the way of it being granted by the companies, seeing rat they are reaping such enormous benefits from the recent introductions, which are obtained at the expense of the men in the shape of extra work and consequent extra strain, and at the same time bringing promotion to a standstill.
Votes of thanks t the chairman, Mr. A. Richardsons, Labour candidate for the southern division of Nottingham, and also the delegates, brought one more successful meeting re national loco. movement to a close.
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BRISTOL BRANCHES
A joint meeting of loco. men employed by both companies running into Bristol was held at the Wagon and Horses, Bath Street, on the 7th inst. The meeting was convened for the purpose of hearing the report of the Leeds conference held on the 11th and 12th ult. The delegate gave a long and detailed account of the two days' proceedings, with was listened to with minute attention. After dealing fully with the proposed programme, several questions were put and satisfactorily answered. A hearty vote of thanks was accorded the delegate for his able report, and a feeling expressed that the time had arrived when all loco. men should join hands and press for better conditions of service in accordance with the proposed programme.
RAILWAY REVIEW
19TH MAY 1905
NATIONAL LOCO. MOVEMENT
TOTON BRANCHES
An open meeting of all grade of railwaymen was held in the Co-operative Ante Room, Albert Street, Stapleford, on 14th inst., to hear the Toton Nos. 1 and 2 delegates to the Leeds con-ference give their report.
The chair was taken at 6.30 p.m by Bro. J. Welsh (goods guard), who admirably presided over the meeting.
A good number of men of various grades, chiefly loco. men were present, and gave the delegates a patient hearing for about one hour and a half while they gave their report.
Bro. Lilley gave us a report on the Monday night's A.S.R.S. meeting and of the Tuesday morning session of conference. He showed that the confidence was practically unanimous n the question of an eight hour day.
Bro. White then followed with the report of the three remaining sessions of conference. He exposed the evils of the mileage system as he had done in the conference, remarking that the remedy for the mental and physical strain of express men lay not in a mileage system, but in a reduction of the hours per day, until the working day was brought within the limit of human endurance.
After the report had been given a number of questions were put to the delegates, who answered them all satisfactorily. The meeting felt strongly against the mileage system, and hoped some means might be yet found for dropping it of the programme.
A question was asked concerning the partial report which appeared in the Review of the 21st ult., and both delegates gave their explanations of the same, Bro. Lilley contending that the conference resolution re "exclusion of the Press" applied to the Review, and Bro. White contending that it only applied to the reporters of the daily Press, and not to the Review.
A vote of thanks to the delegates and chairman brought the meeting to a close.
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CITY OF LONDON JOINT BRANCHES
A joint meeting was held at the City of London, 107, York Road, N., on 14th inst. to hear the delegates' report of the Leeds Conference, Alderman Everett of the Islington Borough Council, presiding.
The delegates gave full information of the proceedings of the Conference withe regarding to the resolutions assed dealing with the hours of duty, mileage, wages, guaranteed week, also with respect to the cleaners' condition of service.
It was reported that the Conference was almost unanimous in recognising he all importance of the hours question. Men receiving 14s. for a week's wages, and others still acting as cleaners, after ten and a half years' service, proved that a reduction in the hours of duty was the first reform to be affected. The men in the Midland and Northern districts were in earnest on the hours question, and had made up their minds to secure an eight hour day.
The conference was not unanimous on the mileage resolution, but the decision arrived at was generally approved.
The necessity of a guaranteed week was agreed upon as essential in procuring a more even distribution of work, and to stop the practice which now obtains of one section of men continually working overtime whilst others only worked three, and in come instance less than three days per week.
The conference was agreed as to the necessity of transferring cleaners and firemen who have worked a specified time in their grade of the higher one. It was stated that one of delegates at the conference claimed to be a fireman of 22 years' standing, while another delegate asked that a grey haired fireman should have an opportunity of speaking.
The delegates, in finishing their report, said that that resolution passed at the conference would be the resolutions passed at the conference would be considered by the executives of both societies before being forwarded as the national programme of the loco. men.
A resolution was unanimously passed endorsing the action of the delegates, and thanks were given for the report.
RAILWAY REVIEW
26TH MAY 1905
NATIONAL LOCO. MOVEMENT
CHILD' HILL & HENDON BRANCHES
Under the auspices of the Child's Hill and Hendon Branches, an enthusiastic number of loco. men assembled to hear the two delegates' report of the joint conference A.S.R.S and A.S.L.E. & F. held at Leeds. Bro. C. Alsop, was elected chairman and inches usual way, encouraged unity as a lever for better conditions of service. He then called on Bro. Hollindale, who for over an hour dealt in detail with each item discussed by the joint meeting. Mr, G. Woodley, Kentish Town, followed supported and extended in a masterly manner on every point mentioned by above delegates. The following resolution was put and carried unanimously:
"That after hearing the report of our delegates to the Leeds Conference this meeting of enginemen, firemen and cleaners heartily approve of the programme drawn up at that conference, and asks the E.C. to give it their support."
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DERBY
A joint meeting of loco. men was held in the Trade Hall, Derby, on 14th inst., to hear the delegates' report of the Leeds Conference. Mr. C. Loxton, of Toton, presided. A letter of apology was read from Mr. Ison, of Colwick, A.S.L.E. & F., for not attending as he had a prior engagement.
Mr. W.J. Meek (A.S.L.E. & F.) gave a report of the Conference, which was well received, and Mr. Loxton made a few remarks as to the necessity of the men being organised, and depending on themselves to obtain any concessions.
Mr. G.W. Spencer (Derby No.2, A.S.R.S.) gave a more detailed report of the Conference.
Discussion followed, and a deriver remarked as to the necessity of driver being more sociable with their firemen and the cleaners, as it would show more of the spirit of Trade Unionism towards one another, and so strive to bring about the common brotherhood of man.
Mr. Loxton gave very able and edifying address, and the following motion was carried.
"That a vote of thanks be given to our delegates for their report, and we would earnestly beg to all those present who are not members of either organisation to become sos at once in order to enable us to carry forward the national programme and strengthen us in promoting the welfare of loco. men in general."
One of the best meetings of loco. men held in Derby concluded with a vote of thanks to Mr. Loxton for presiding, and it is hoped that good results will follow.
RAILWAY REVIEW
9TH JUNE 1905
NATIONAL LOCO. MOVEMENT
DONCASTER BRANCHES
A joint meeting of loco. men was held at the Victoria Academy, Doncaster, on 28th ult., under the auspices of the three Doncaster branches of the A.S.R.S. and A.S.L.E. & F., when the three delegates Bro. G.W. Chappell, J. Ayres, and A.E. Kershaw, gave their reports of the Leeds Conference.
The following motions were also passed with unanimity:
"That the enginemen of the United Kingdom, members of the A.S.R.S and the A.S.L.E. & F. having resolved at the Leeds Conference to take steps to secure an eight hour working day, this meeting considers that a Bill having that object should be immediately submitted to Parliament."
"We request the joint E.C.'s to have such a Bill drafted, and in view of the fact that the N.L.R.C. exists for the purpose of promoting such legislation, and that both societies are affiliated thereto, to submit the Bill to that body with a request that the L.R.C. members of Parliament shall present it to the House of Commons."
Also, "That the secretary be instructed to ask the E.C. representatives of both societies for this district to support this proposal."
Regret was expressed that the conference omitted a wage clause for drivers, thus leaving the programme incomplete, also, if such was to be interested, that the conference should again most to complete their work, and that the two E.C.'s should not take upon themselves the responsibility of deciding upon ex inserting any such clause.
A vote of thanks was accorded the delegates for their able reports.
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WELLINGBORO' BRANCHES
A fair attended joint meeting of the A.S.R.S. and A.SL.E. & F. Wellingboro' Branches was held on Sunday last at the Workingmen's Club to hear the reports of the delegates of both branches who attended the recent joint locomotive conference at Leeds. Mr. A.C. Bartram was voted to the chair. Mr. Morrisroe gave an exhaustive account of the first part of the conference, dealing with the proceedings at great length. He was followed by Mr. J.a. Porter, of the A.S.R.S., who gave a similarly detailed report of the business not dealt with by his co-delegate. A unanimous vote of approval of what had been accomplished and of thanks to the delegates for their services was passed. Messrs. Porter and Morrisroe replied, and a vote of thanks to the chairman brought to a close good meeting.
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WESTHOUSES BRANCH
A meeting of loco. men was held at the Station Hotel, Westhouses, on the 28th ult. to hear the report of the delegates to the Leeds conference. Each delegate in turns gave a very interesting and carefully prepared report. After the reports had been heard, a discussion took place on various items of the programme, when finally the following resolution was carried unanimously: "That this meeting of drivers, firemen, and cleaners, having heard the extensive report of our delegates to the Leeds conference, do approve of the programme to be submitted to the various companies, and hope the E.C.'s of both societies will fix an early date for the programme to be placed before the directors of the various companies."
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St. BLAZEY BRANCHES
A joint meeting was held on the 4th inst.at St. Blazey for the purpose of hearing the report of the delegate to the Leeds Conference. With one or two exceptions the whole of the A.S.L.E.&F. members in the locality were present, and the presence of a number of other grades showed their anxiety to know what progress is being made on behalf of their loco. brethren. After an hour and a half's exhaustive report a number of questions were put to the delegate, and a good deal of misunderstanding prevalent between the two societies amicably cleared up. It was very forcibly demonstrated that there are those going about in sheep's clothing, but whose skin is filled with hypocrisy. Be careful of the clap trash of such.
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ORMSKIRK BRANCH
An open meeting was held in Ormskirk on the 4th inst. to hear our loco. delegate, Bro. J. Watson of St. Helens, give a report of the Leeds Loco. Conference. Br. J. Phipps presided.
Our delegate gave a very interesting report and an address.
Bros. Ellison (chairman of Preston Branch) and L. Barton (Secretary of Southport Branch) most ably moved and seconded a hearty vote of thanks to our loc. delegate for the very instructive manner in which he dealt with the Leeds Conference.
A vote of thanks to our visiting members closed a very educative meeting, from which good results are expected.
RAILWAY REVIEW
23RD JUNE 1905
DOWLAIS BRANCH
A joint meeting of loco. men was held at the A.S.R.S. meeting room, dewlaps, on the 18th inst, which was fairly well attended, visitors being present from the surrounding branches. The meeting was convened for the purpose of hearing the reports of the Leeds Conference held 11th and 12th April. bro. J. Jones, chairman of the A.S.L.E. & F. branch, was elected to preside. After explaining the cause of the non attendance (through duty) of the Associated delegate (Bro. Burch), A.S.R.S. delegate, of Tredegar, was called upon to give his report, which he did on in a maturely manner, giving a detailed account of the two days' proceedings. The chief question discussed was the position of the pilot drivers on the G.W., which by the decision of conference will not benefit G.W. men in the least, but will leave them in the same if not worse, position than. at present. The following resolution was put an enthusiastically carried.
"That this meeting appeal to the E.C.'s of both societies to include in the national programme an increase of 6d. a day to all pilot drivers on the G.W." Undoubtedly this question was not perceived by the G.W. delegates to conference until the matter had gone too far, which is to be regretted, as the programme as drawn up is asking that firemen should receive the same wagers as pilot drivers, namely 5.s 6d. per day. The delegate was asked to get the same resolution passed when attending other branches to give his report. Bro. Killick, A,S.L.E.& F. branch secretary, next addressed the meeting on the loco. movement and appealed for a closer brotherhood between the both societies, saying that no one more than himself deplored the fact of letters, etc., appearing in the both societies' papers in which they lead to when the breach instead of closing it. After others had spoken to the same effect Bro, Killick moved a hearty vote of thanks to Bro. Burch for his able report, and he was sure that had his own society's delegate been present that we could not have has a better report. The vote was carried unanimously.
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WOLVERHAMPTON BRANCH
A joint meeting of the loco. men belonging to the federation societies was held in the Workingmen's Club, Wolverhampton, on the 18th inst., when the delegates gave a report of the Leeds Conference, and a resolution approving of the conference and pledging those present to do all in their power to carry the movement to a successful issue was passed.
RAILWAY REVIEW
30TH JUNE 1905
SWANSEA BRANCH
A successful meeting of loco. men was held at the Workingmen's Club Swansea, on the 25th inst. Bro, W.C. Mitchell the delegate to Leeds conference gave an interesting and lucid account. The following resolution was adopted:
"That this special meeting of loco. engine drivers, firemen, and cleaners, consider the articles which has appeared in the Review during the past seven weeks to be of great importance to the progress of the national loco. movement. We therefore desire to make a special request to the general secretary to have the within printed, together with the different clauses of the programme adopted at the Leeds Conference for distribution amongst the non unionist loco. men of the United Kingdom."
RAILWAY REVIEW
14TH JULY 1905
BEDFORD BRANCH
In connection with the above a meeting was held on the 25th ult. at Bedford, when our delegate gave a good and detailed report of the conference, which was listened to wit earnestness, and the hope was expressed that to bring this movement to a successful issue all loco. men should join the society and help them who are working and fighting for their demands, also that life should be stirred up in some of our members who are very apathetic in the uplifting and their fellow brethren. A hearty vote of thanks was given to our delegate for the report, and his action and voting at the conference were thoroughly endorsed.
THE RAILWAY REVIEW
1ST SEPTEMBER 1905
NATIONAL LOCOMOTIVE MOVEMENT
Sir, Kindly allow me a small space in your paper for the purpose of helping forward and creating an interest in the above movement. I think the position we now find ourselves in is no surprise to the majority of the delegates present at the Leeds conference. It is regrettable that so much time and money has been spent to such little purpose. It is now left to the loco members of the two societies to get at the cause and find a remedy, instead of blaming first one society and then the other. I grant the position of the two E.C.'s together with that of the respective general secretaries in difficult in the extreme, for, having different duties to perform in the interests of the members they represent, it is utterly impossible to work hand in hand in such a difficult and complicated task as has been placed upon them by the loco. men they represent. I think your readers will agree with me that the first duty of any governing body is to see that the greatest good is done to the greatest number, and, therefore, it is only fair when we find Mr. Bell, and his E.C. in favour of an all grades movement in preference to a movement for loco. men only; while, on the other hand Mr. Fox and the E.C. of the Associated, who only represent loco. men, have not the interests of other grades to consider. No one can charge them with neglecting their duty to the members in the respective societies they represent. If your readers will grant these premises it is plain to all that the deplorable position in which we find ourselves is not the fault of the management, but of the method of organisation. As a delegate in the movement I am aware of a certain lack of interest in the members of both societies, and the resolution carried at the joint meeting of the Executive Committees is no more than could be excepted; they have acted wisely in their deliberations.
Yours, etc.,
A.S.L.E.&F., BRADFORD DELEGATE
THE RAILWAY REVIEW
29TH SEPTEMBER 1905
NATIONAL LOCO. MOVEMENTS
A special meeting of railway men of all grades, under the auspices of the Town No.1 Branch of the A.S.R.S., was held in Mount Labour Schoolroom, Long Eaton, on 24th inst., at 6.30 p.m., branch chairman in the chair, for the purpose of going through the reports of the two E.C.'s of the A.S.R.S. and A.S.L.E. & F.
The following resolution was passed:
"That this meeting of railwaymen, under the auspices of the above branch, express our admiration for the manner in which Mr. Bell, M.P., Mr. J.H. Thomas, and the rest of our E.C. vindicated our society at the joint meeting of the A.S.R.S. and A.S.L.E. & F., and so added further proof of the able way in which our society is managed and the good it has done for locomotivemem, and would further point out the necessity of railwaymen of all grades belonging to one and the same organisation."
A further resolution was passed:
"That this meeting of railwaymen held under the auspices of the A.S.R.S., after hearing the report of the joint meeting of the two E.C.'s of the A.S.R.S. and A.S.L.E. & F., fail to see any justification for withholding the national programme drawn up by a conference of loco. men at Leeds from being presented to the various railway board of directors, except the strained feeling which exists between the officials and members of the two societies, and we wish to express our emphatic belief that an improvement in the conditions of labour of loco. men is impossible until a better feeling and unity exists among the men themselves. We, there for them urge the necessity of the amalgamation of the two societies, and ask the E.C. to take steps to further the same; failing this to take the necessary course to immediately dissolve the federation scheme."
THE RAILWAY REVIEW
17TH NOVEMBER 1905
NATIONAL LOCO. MOVEMENTS
A meeting of loco. men was held at the Westbar Vestry Hall on Sunday last for the purpose of taking into consideration the position of loco. men. Mr. Chapman (Associated E.C.) and Mr. Beardsley (A.S.R.S. E.C.) were there principal speakers. The two delegates who attended the joint conference also took part. Messrs. Mr. Parfitt and Dobson were also present but were not allowed to take part in the proceedings.
Mr. Beardsley gave a history of the movement for loco. men, and recommended and amalgamation of the societies.
Mr. chapman followed, showing that there was not any desire for amalgamation on the part of the Associated Society. Several questions were put from the body of the hall, but nothing definite was decided on with respect to any future action being taken.
Votes of thanks to E.C. men and chairman concluded the proceedings.
THE RAILWAY REVIEW
3RD NOVEMBER 1905
THE POSITION OF LOCOMOTIVEMEN
Sir, The Leeds Conference has come and gone, and so also has "the national programme" drafted at that Conference. But the locomotivemen in whose interest tat programme was drafted remain here still, as also do the unsatisfactory conditions of service, the burdens of which were the cause of the Conference being held. The great gulf which stretches out between 13,000 locomotivemen on the one hand 16,000 locomotivemen, together with 37,000 ,em of other grades on the other hand, is still as fixed as ever, and the greatest question for locomotivemen at this moment is not how can we get an eight hour day, but how can we bridge this great gulf? We have tried a kind of a swing bridge, which we named federation, only to find that it, like this globe of ours, turned somewhat freely upon his own axis. When the societies on eighteen side of this gulf had no desire to cross this bridge for any purpose then the bridge effectively spanned the gulf, but as soon as ever they had some desire to join forces for a national programme, and needed the utility of this bridge, then, lo and behold! you, this swing bridge swung parallel with one side of the gulf, and there it failed to bring together these rivals societies even for the purpose of a national programme only. Now, Sir, we are all agreed that this swing bridge cannot possibly be trusted in future to serve our purpose, therefore we condemn this bridge with perfectly unanimity. But, what shall we try next? It appears to me, Sir, that nothing can span this gulf but the strongest and purest feelings of "brotherhood," which feelings are destined to draw the most estranged people into close relationship with each other. An army divided against itself cannot long hold the fort, although the generals may delude the rank and file into believing this to be possible. It is high time we shook off our apathy and dropped our feelings of bitterness, and reminded ourselves that we are all brethren, whether plate layer, porter, guard, or driver. Let us all cultivate feelings of brotherhood, excusing each other's eccentricities, forgiving each other's faults and failings, appreciating each other's good motives, and in every case put ourselves in each position before we condemn each other. If we will do these things we shall find that, all unconsciously, we shall be drawn into closer fellowship with each other, the ultimate consequence of which will be an amalgamated society of all men of all grades of the railway service.
Yours, etc.,
J. Thomas White
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THE QUESTION OF AMALGAMATION
Sir, After carefully listening to Mr. Bell at an open meeting at Swansea on the 22nd inst. and comparing his utterances on that occasion with what he has said many times since federation became an accomplished act, I have reluctantly come to the conclusion that he (Mr. Bell) has never really favoured federation, neither does he want amalgamation, or he would not speak in such discouraging and disparaging tomes of the Associated, and be altogether so regardless of the truth, especially when amalgamation was sub juice, and especially when he himself pretends to be so anxious for amalgamation. Mr. Bell hurled several innuendos t the Associated, and even went back 14 years to try and damage that society, but what I wish to complain of is the direct attack re the Wigan petition. He said nothing as to the necessity or otherwise for the petition, but simply gave the impression that it was for a return to long hours, and that it emanated from the Associated and was signed by its members only, whereas Mr. Bell should know that it simply protested against an interference which had caused the men at that station to be reduced considerably below a week's wages, and that while 34 Associated members signed it, 54 A.S.R.S., and non members were only to pleased to attached their signatures. I am not going to enter into the merits or demerits of the petition, but wish to point out that loco. men (members of the A.S.R.S.) are just as anxious to make a week as are the members of the Associated, and that no one has done more (knowingly or unknowingly) to prevent this than Mr. Bell. It Mr. Bell devoted his time and talents to obtain for loco. men a guaranteed day and week instead of sneering at the Associated, we should be more likely to think him in earnest when he speaks of amalgamation. I want the loco. men of the country to carefully consider their position in connection with the above, because until they make up their minds to get together, nothing substantial can be done for them or railwaymen generally, and at present I can only cone to the conclusion that no one is doing more to keep us apart than Mr. Bell.
I trust you will kindly publish this in next issue of Review, as I prefer this method of pointing out to Mr. Bell his mistake, rather than causing an upset in what was otherwise a peaceful and useful meeting.
Yours, etc.,
W. WARWICK
92, BRYN - Y - MOR ROAD
SWANSEA
[We can only refer our readers to the report of the speech at Swansea, as reported in our last issue. We hope to deal with the Wigan petition and other matters in our next issue. ED.]
THE RAILWAY REVIEW
10TH NOVEMBER 1905
ENGINEMEN AND THE HOURS QUESTION
The letter which the president of the Association Society of Enginemen and Firemen contributed to our columns last week raises once again the issue between the A.S.R.S. and that society in an acute form. That letter consists of two main points -- one a charge of bad faith and the other of misrepresentation. both charges are levelled against Mr. Bell. With regard to the former the speech at Swansea and Mr. Bell's action speak for themselves -- and as the matter is a personal one we do not propose to interfere. but if the charge of bad faith is to be seriously put forward at this stage, we can only say that we showed conclusively n our previous articles on this subject that the first to be guilty of this bad faith were the members of the Associated Society itself, including its general secretary. Federation implies "agreement of purpose and principle," and this agreement which was avowed in first instance has during the past 18 months, been conspicuous by its absence. The bond of federation is still nominally in existence, but it does not bind -- and it does not bind -- not because of any bad faith on either side, but because the two societies do not "mean" the same thing and are not striving for the same goal. In short there is not "agreement of purpose and principle." The temper of mind which causes this divergence may or may not be official. If is official and can be proved to be such then we say the rank and file must take matters into their own hands and stamp it out. Theirs is the loss -- both in actual status and influence -- and theirs would be the gain. But if it is not official -- and in our opinion largely it is not -- then the only chance for any such agreement of purpose and principle as will result in an effective organisation is to find out the causes which produces the differences and remove them.
The Wigan incident is an excellent illustration. Mr. Warwick complains of misrepresentation. We might retort, "Let those who are without sin cast the first stone." The Associated Journal has been nearly full of misrepresentation and innuendoes during the last three months, which it were profitless to discuss or reply to. But in the Wigan case, there is no need to misrepresentation anything, even if the inclination existed, which it does not. The facts are simple, and we are prepared to accept Mr. Warwick's version -- or better still we will quote the petition itself, which was sent to chief engineer at Horwich to the general secretary of the Associated Society, and to the Board of Trade. The following is a copy of the petition:-
"Sir, - We the undersigned drivers and firemen of your company at Wigan most emphatically protest against the correspondence which has been sent to the Board of Trade respecting our hours of employment, and we desire most respectfully to point out that we have only worked long under very exceptional circumstances, such as bad weather or accident.
The result of this correspondence has been that our hours of labour have been so reduced that in many cases we find it impossible to earn a fair week's wages.
If the complaints referred to in the correspondence had been brought before the company, the complaints would have been removed.
Dated this 15th day of September, 1905."
Then follow the signatures, and these consisted of 34 members of the Associated, 25 members of the A.S.R.S., and 29 non society men (we are quoting from the Associated Journal). This petition was the outcome of a resolution adopted by the Wigan Branch of the Associated Society and the signatures were obtained by two of its members, who visited the homes of the men in order to obtain them. The petition speaks for itself -- it denies the existence of long hours -- except in a few special cases -- it deprecates interference and it asserts that the reduction of hours has been so great that the men cannot earn a week's wages. This is typical of the whole position. A week's wages must be earned at whatever cost, and, if it can be made up to eight or nine days so much the better. If a week's work cannot be got without long hours, then long hours must not be interfered with, and the man who interferes with them is an enemy. If a week's wages cannot be earned without firemen being reduced to cleaners and cleaners sent to seek work elsewhere -- then firemen and cleaners must suffer. This, and this only, is the meeting of the Wigan petition, and it is against such spirit and temper that we protest. That this is the meaning of it Mr. Warwick's letter only too plainly asserts, and the following passage in "Old Fogey's" letter in the current issue of the Journal confirms:-
"But I take it that when Mr. Bell has succeeded in reducing us all to five days a week and made all firemen onto drivers he will be happy, and with his 'occupation gone.' "
This, then, is the secret of the opposition to interference -- the fewer enginemen the less completion for the work and the greater to opportunity to earn big wages. Nor must it be forgotten that this is a society which also caters for firemen -- and its policy is directed towards keeping them as firemen and not helping them to get rated and classed as enginemen, because under present conditions such advance is looked upon as interfering with the earning power of enginemen.
We have here disclosed the difference in the point of view between the two societies both as to the evil and the remedy -- which shows clearly that there is not that unity of purpose and principle which is essential. The A.S.R.S. hold that long hours are always and under all circumstances an evil which ought to be avoided, and that every legitimate means should be used to put an end to them, even "anonymous representations to the Board of Trade." The Associated Society says that a short week is a worse evil and is prepared to support long hours rather than running short at the week end and also is prepared to do what it can to frustrate the efforts of anyone else who tries to get them reduced by every means in their power. The communication of "S.J." in the journal for November supports this view. The whole history of the movement for the reduction of long supports this view. The whole history of the movement for the reduction of long hours confirms it. When the Royal Commission on "long hours" sat members of that society showed themselves just as anxious to prevent interference as they are doing to day. They gave evidence to the effect that long periods or impossible. They opposed the passing of any Act to reduce the hours to a reasonable limit, and they have never in one single case since the passing of the Act taken advantage of it to seek a reduction. We challenge them to produce a single instance where they have petitioned the companies for a reduction -- however glaring the overwork -- and we also ask them to cite a single instance where they have reported a case of long hours to the Board of Trade. The article by "S.J.," to which we have alluded above, is a revelation. It not only affirms that "long hours" are not the heaviest burden the men have to bear, but it affirms that the effort to get them reduced is a secret move to get wages increased, and it affirms that such a course is "dishonourable." What can be thought or said in regard to such reasoning? It absolutely destroys the case for an eight hour day or an advance of wages, and it is also inimical to the establishment of a guaranteed day and week, about which Mr. Warwick professes to be so anxious. upon these points the enginemen of the country must make up their minds. They are suffering from certain evils for which the remedies are, in our opinion, obvious. the remedy is, first and foremost, an eight hours' day. An eight hours' day will make more enginemen, and not less. In these days of big engines and heavier loads, "long hours" block promotion, prevent a reduction of hours, and stand in the way of advances of wages. They benefit the few at the expense of the many, and any attempt, however local or partial -- whether on the L.&Y. or elsewhere, whether supported by the men of one society or another -- should be condemned and not approved. We can never hope to make progress until men who profess to be Trade Unionist look further ahead and probe deeper into causes and remedies than that. The short view is invariably the wrong view and the present often the enemy of the future. Men who will not consent to make a present sacrifice for a future benefit are a curious sort of Trade Unionist, especially when, as in this case, present gain injuries both themselves and others. We hope to deal with other aspects of this question next week.
THE RAILWAY REVIEW
17TH NOVEMBER 1905
THE UNIT OF ORGANISATION
We do not think any apology is needed for returning again to the relation which enginemen bear to the two societies which cater for their percentage, and especially to the question of how such relationship affects not only themselves but other grades of the service. We referred last week to the difference in view which has always been manifest in regard to the question of hours, and which difference was emphasised by the Wigan petition. That difference is deep seated and will require to be removed before unity can be secured. No one denies the importance of wages. A good week's wages is what should be secured to every workingman, and we are not of those who thin enginemen get too much, or that they are not entitled to more, but we say high wages can be secured at too high a price, or by wrong methods. Working long hours is paying too high a price. Overtime, to make up what should be earned and obtained in ordinary hours, is a wrong method. The right way to secure reform is to refuse to work long hours, except in cases where it is absolutely necessary, and to penalise overtime by exacting a higher price for any time worked over the standard day. Nor should the standard day be a long one. The physical arguments in favour of an eight hour day, in these days of more intense labour, are overwhelming -- but every case where men work long hours without complaint in order to secure the overtime which such hours bring weakens the plea for the application of that standard to the railway service of the country. If the emphasis is put upon the wages received at the week end, instead of on the conditions under which they are obtained, reform becomes difficult, if not impossible. Neither an eight hour day nor a guaranteed week are not only satisfied (so long as they can get plenty of time in themselves, unmindful of what the result is to others, and if so be that their earnings are not interfered with) but who petition against that time being reduced in the interests of the firemen and cleaners, who need wages of some kind as well as themselves.
But to proceed. We have looked in vain for ant method, or any suggestion of method, for securing the reforms which are said to be necessary by the Associated Society. It is true, they say, by organisation -- but by what organisation? The reply, we anticipate, would be an organisation composed of enginemen and firemen only, and one in enginemen and firemen could go their own way with out considering the effects on other grades, Us such an organisation possible, and if it is would it do what its advocates claim for it? These are speculative questions, and will be answered in most cases according to the wishes or desires of the reader. But we are entitled to point out that in our opinion a society composed of enginemen and firemen alone would, under existing circumstances, be well nigh impossible. If it were possible it would be a mistake, and could could not accomplish early so much as can and will be achieved so soon as all the railway Trade Unions are amalgamated into one great and powerful union. Forty years ago such a union might have been possible. Today there are more than 16,000 enginemen and firemen in the A.S.R.S. who will neither be cajoled nor deluded into joining a sectional union, because they have already proved the value of the larger unit of organisation, and they know that the larger and wider to grow the more powerful still will it become. Does anyone imagine that the A.S.R.S. will willingly part with these men, or that they can be seduced from their allegiance by the efforts of a rival society? It may be relied upon that no such result will happen. If we found an attempt being made to achieve that end, as was only too evident last year, we should gain oppose to tooth and nail, as we did then, and consider we were justified in so doing. Clearly, then, there is no prospect of 16,000 enginemen members of the A.S.R.S. leaving its ranks and going over to the Associated Society either singly or in detachments, or in a body -- and until they do a society composed of all the enginemen and firemen on our railways is clearly impossible. There remain, of course, that portion of the men who, unfortunately for themselves and their mates, remain unorganised. What of them? They are a standing weakness to both societies, and no doubt many remain outside both because there are two. But even if that be not the case, we can at least claim that the A.S.R.S. has been as successful, nay, even more successful, in organising enginemen and firemen than its rival. After 24 years' effort they have secured 12,000 recruits to their views, and the A.S.R.S.has now over 16,000 in its ranks. The future is not likely to be produce results very much more successful from the sectional point of view, especially as the evidence in favour of the larger view is bound to grow stronger as the years go on and the scope of Trade Unionism is widened.
How then are the reforms to be brought about? As the Associated Society does not represent 25 per cent. of the enginemen and firemen of the country, how does it propose to achieve the reforms it seeks? It is committed to an eight hour day, to a guaranteed day, a guaranteed work, increased wages for cleaners and firemen, and it is now seeking to get a second conference in order to add increased wages for drivers to the programme. How does it propose to get them? Its method is evident. The tail intends to wag the dog. Are we not federated with the A.S.R.S., and is not human nature very powerful? The last conference proved it. The plan id evident -- and we may have something to say about it later on, if circumstances require it, but for the present we are content to point out that the remedy is simple. If it is the reforms which are wanted and not something else quite different, then they can best be obtained by the Associated Society amalgamating its forces with the A.S.R.S. Then all enginemen would be in one society. Then they could, if they were in earnest, not only set about getting the rest of the men inside, but they could compel attention to their grievances and secure any reasonable reform they desired. The talk about other grades standing in the way, or keeping them back, or using them as stepping stones to secure their own welfare is simply nonsense. If they did, it would be the engine men's own fault-- a case of the tail wagging the dog with a vengeance. But, says your Associated man in pious horror, that is not amalgamation, it is absorption. Is it, indeed? How we do seek to frighten ourselves, or is it others? with words. The suggestion that the A.S.R.S. is anxious to secure the accumulated funds of the Associated Society is at the root of this terror. no greater mistake could be made. If the funds came the liabilities would come also, and it is these of which the A.S.R.S. is afraid. no, what we want is one society for all railwaymen. That is the proper, the natural, the most effective unit of organisation. to gain that we are prepared to make any reasonable sacrifice, to meet every reasonable objection, to make any reasonable concession. If that is not sufficient, if our bona fides are not considered good enough. our methods sound, and our intentions pure, very well! Others must go their way, and we shall go ours, confident in justice of our cause, patiently working towards the ends we seek -- assured that in the end the victory will not only be with the big battalions, but also with the longest will and the truest heart.
THE RAILWAY REVIEW
24TH NOVEMBER 1905
THE QUESTION OF AMALGAMATION
We do not intend to prolong the controversy with Mr. Warwick either in regard to the Wigan petition or the supposed complaint against Mr. Bell. Both are side issues, and only serve to divert attention from what after all, is the main question. With regard to the former, we ventured to question the method by which the men at Wigan sought to safeguard their interests, and nothing which Mr. Warwick has so far written in any way alters our convictions on this matter, nor are we in any way convinced that many of the men who signed that petition would find it easy to justify the contention that "they cannot earn a week's wages" in consequence of the pressure which has been brought to bear on the company through the Board of Trade to reduce the hours at this particular place. It is definitely stated in the president of the Associated Society's last letter "that Mr. Bell actions, which he boasts of, have had the effect of sending drivers home with less than. what would be firemen's wages for six days; and firemen, marred men with families, are constantly taking home less than a cleaner's wages and still Mr. Bell boasts, as he did at Swansea, that he will have hours reduced." We Both deny the assumption and we doubt the truth of the statement that "thousands of men are reduced to a starvation wage." They are certainly not reduced to that position by the movement for shorter. On the contrary, the movement for shorter hours has the effect of equalising the work, and making it certain that more men have a wage of some kind to take home at all. What is responsible for the shortness of work is not the shorter hours, but the larger engines and the longer and heavier trains. These are the factors which are responsible for. the reductions in wages, and not Mr. Bell's actions in seeking to get hours reduced. to argue, as Mr. Warwick and many others like him do, that reduction of the hours a man is allowed to work in any one day is inimical to loco. men's interests and responsible for any reductions in wages they may suffer is surely a reductio ad adsurdum, with or without any safeguards whatever. For surely if a man cannot earn enough without working overtime, the obvious remedy is to increase the rate and not the hours, and this will never be accomplished so long as men are content to work any number of hours without protest, simply because it means a week's wages on the pay day, regardless of how many there may be to draw it.
But let us return for the moment to the other point. The contention that Mr. Bell has not sought to bring about "the agreement of purpose and principle" to which we referred might easily be met with the retort, "neither has Mr. Fox." We should have thought hat there had been enough of these charges and counter charges from the experience of the joint meeting of two executives in London recently. They are neither capable of proof nor disproof -- and when everything has been said and written which can be said and written on either side, we are never any nearer, only bitterness and disagreement and further differences are the result. The same thing applies to the remark about "appearing on the same platform as Mr. Fox." If, as we probable, it had reference to joint meetings for propaganda purposes, it was not a sneer at all, but a common sense view of a business agreement. If it is intended to imply anything else, such an implication is at once disproved by the facts. Mr. Bell has appeared more than once on the same platform as Mr. Fox. These absurd trivialities are the bane of the controversy. They accentuate differences and introduce feeling into a discussion which should be conducted solely on its merits. Under such circumstances we cannot wonder that the main question is lost sight of and obscured by the mists and clouds of personal prejudice and feeling which are introduced. Into this fog we decline to follow Mr. Warwick.
But we have just one or two questions to put to him before we leave this controversy. We have always looked upon Mr. Warwick as a man who desired to be fair. He blames Mr. Bell for seeking to reduce hours. He contends such a policy is detrimental to the men unless accompanied by other reforms. He states Mr. Bell has not sought to bring about agreement of purpose and principle. We ask him what he has to say about the following extract from a speech by his own general secretary at Newton Abbot on the 12th inst.:-
Dealing with the question of amalgamating the whole of the different grades of railway employees in one society, Mr. Fox said he was not in favour of the idea. He believed in different grades having their own societies, but he favoured the federation, not only of the railway societies, but also of all the Trade Unions of Great Britain; in fact, he would go further and support as international federation. A lot of men were clamouring for promotion, but the solution for the present difficulties was not promotion. It was shorter hours. If the enginemen had an eight hour day it would give employment to 12,000 more men on the footplate. He would make overtime a criminal offence. He did not mean by that that the men did not want more money, but that they should have six days' pay for six days' work, and not six days' pay for eight days' work.
Nothing either so strong or so illogical as this has ever been said by Mr. Bell. Mr. Fox would make overtime criminal. How does that fit in with the Wigan petition? Mr. Fox says an eight hour day would find 12,000 more men employment on the footplate, and incidentally secure their promotion. Is not that exactly what we have not only been saying but trying to secure, absolutely assured that if you could only obtain a reduction of the standard day the other matters would tend to settle themselves? Evidently Mr. Fox and many of the members of his own society do not agree, and we trust that Mr. Warwick will take his own general secretary to task for his heresies -- as he been pleased to do in the case of Mr. Bell. As to the question of amalgamation, we should like to know how he reconciles these statements with those of Mr. Parfitt at the meeting of the joint Executives on January 3rd, 1900. At that meeting, over which Mr. Parfitt presided, he said:-
These two societies separated had been powerless to do anything for the locomotivemen of the country. The question was, would they be in a position, by combing these two forces, to impress the men outside Trade Unionism, and the railway companies which could not be impressed, unless they had a strong combination? If they looked abroad for some method of escaping from their present dilemma they found the best lesson was being taught them by the employers. The time was when every employer in a certain industry made a point of combining with his fellow, but they had now improved on that, and not only is one industry combining with another, but they extended the principle. It was, therefore, for them, not only as locomotivemen or railwaymen, but as workingmen generally to put their house in order and effect a greater combination. One part of their business was to federate the two societies, and that might lead to a still greater combination of railwaymen and workingmen throughout the country.
We leave Mr. Warwick to reconcile these two statements if he can.
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ENGINEMEN AND THE HOURS QUESTION
Sir, I think al lovers of reasonableness and fairness will appreciate your effort to enlighten, enginemen especially, on the hours question, but I a, afraid you have undertaken a tremendous task, for some of them cling tenaciously to the old idea that seven days ought to constitute an enginemen's week, irrespective of the labour market, or the promotion of their left hand supporter, or the cleaner, who by the way, hardly counts at all. I am afraid it is chiefly owing to want of thought. They can't seem to grasp the fact that the system of over-time is responsible to a large extent, for the glut in the labour market, and consequently is always a menace to those who are seeking to better their condition; because the capitalist can always refuse to raise wages and give better conditions whilst he can point to the unemployed in the labour market, and this will assuredly continue so long as we are not satisfied with a six a day week. The following is a great consideration, too, on the companies' houses. They are compelled also to belong to the companies' shops club, and frequently an insurance as well, all of which are stopped out of their wages, and, unless they draw a full week's wages after these are deducted, they have not made what they term their week; but when it comes to presenting petitions of the nature you report in this week's issue of the Review it takes the biscuit. I am not surprised at the Associated men signing it, but I am at the A.S.R.S. men; but, there, something similar has been done many times before. Directly Driver Rootem or Driver Pushem is a quarter of an hour short of what he calls his week off he goes to see the boss, who is generally very sympathetic, and accommodates him by reducing say a day each of his fellow drivers and firemen, and in that way he upholds the long hours and the seven day week, and, fool that he is, he cannot see that by working for shorter hours he would eventually earn the same wages by working six days as he now does by working seven. Who said rot? Ian't it a fact that those who work the shortest hours get the highest wages; and would railways be an exception? I think not, and if one thinks of the pleasure the shorter hours would make possible for us to have with our families, and friends, and acquaintances, life, under such circumstances, would he much more worth living, and it would certainly be much longer. but apart from all this, I ask what right have we to be working these long hours and making the big weeks to the detriment of our brothers, who are anxious and willing to work? Here is a specimen, I am employed at a. station where about 150 sets of men sign on duty each 24 hours and I have been counting up for the last three months the number of sets of men who have worked twelve hours and over each day and the results is that from 40 to 70 sets have worked twelve hours and over each day. now let us strike and average, say, at 50 sets per day at 13 hours each set, that will be well within the mark. Ten hours is our recognised day, so that there will be 100 men working three hours overtime each day, a total of 300 hours overtime each day, and 1,800 hours for the week, exclusive of Sunday. If that is divided into ten it will find employment for 30 more men, or 15 sets, and that would just about absorb all the reduced men at this station. This is from the standpoint of the reduced men. But now from the standpoint of the companies. fifty sets of men working three hours each man on the overtime rate, and generally a 7s. 6d. driver and 5s. firemen, whereas if the overtime ceased the 5s. fireman would be driving for 5s. 6d., with a passed cleaner firing at 3s. 6d., a difference of 3s. 6d. per set favourable to the companies, and also on the ten hours instead of the eight. The men would have the benefit of the extra hours at home with their families, and for spending their time in healthy recreation, social services, etc. Even if we found ourselves an hour or two short of six days occasionally it would be counterbalance by the other weeks when three or four hours' overtime would be unavoidable. I appeal to my loco brothers to do all in their power on the hours question. First of all for their reduced comrades, secondly for the cleaners who have been anxiously waiting for promotion for years now, and thirdly for the sake of our fellow countrymen who, owing very largely to the system of working overtime, are elbowed out of the industrial arena, and who undoubtably stand, unconsciously, a menace to all progress for battering our conditions; and, lastly, for goodness sake, don't let us hear of any more petitions like the one mentioned in last week's \Review signed by A.S.R.S. men.
Yours, etc.,
MERRYPEBBLES
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Sir, I have read your article "Enginemen and the Hours Question," in the issue of the 10th inst., and was astonished that any men could be so shortsighted as the drivers of Wigan appear tp be . It is selfishness, pure and simple. And what about the firemen? I take it that they aspire to become drivers. If so, then, what have we to think of those of that grade who signed that petition. I am astonished, Sir. I am an N.E. man of 30 years' service, and have seen on this system the effect of short hours, and I am bound to say that it has in all cases when applied to bodies of men been beneficial. Nor has the wage basis been lowered, but in most cases increased, and more men employed. Short hours mean for the firemen promotion, long hours mean firing until in many cases he is grey headed. It is really no use Mr. Warwick taking about an eight hour day so long as he attempts to defend such a baneful practice. He appears to have no regard for the firemen. His policy seems to be to please the enginemen, and the devil take the firemen. I deliberated say that the firemen who, after what has taken place at Wigan and the letter from Mr. Warwick in your last issue, join such a society are fools, pure and simple. Long hours are their greatest bar to promotion. And in spite of what Mr. Warwick says, we must always be prepared to make a present sacrifice for a future benefit. The greatest curse of the railway service to day is long hours, and the next greatest curse is those who willingly work them. I say that the man who willingly works and seeks to work long hours is neither a Trade Unionist nor a Christian, but an enemy to his fellow man.
Yours, etc.,
EIGHT HOURS
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RE AMALGAMATION
Sir, The writer of the letter on the above subject in the Review for 17th inst. fails to produce a single argument against. While his assertions and denials are very emphatic, still he produces no proof that either the one or the other method is right. Let us take the assertion that thousands of loco. men are enjoying the great boon of an eight hour day to day. I want some proof of this. I don't think the assertion will bear investigaton. to enjoy is to be pleased with something, and I don't think that the men (and I do know a few who are working short time) are pleased to only work 48 hours a week at the present rate of pay, but let these men be paid at the rate of eight hours for a day and not at the rate of ten hours, and I venture to think that they would, indeed, enjoy the boon. He also denies that an eight hour day is the first and foremost need of the present day. Now, I wish to take the opposite view to Mr. Warwick on this point, and is doing so would like him to tell us what reform will benefit such a large number of men as an eight hour day. Take anything else, either guaranteed day or week, an increase of wages, mileage, or any other thing you can think of, and I am sure there is not a single item which would be likely to draw the men together as the eight hour day will. The other items I have named are being enjoyed to day on some of the railways. The N.E. men have a guaranteed day. The L.& N. W. and many others have mileage claim. different companies have different wages. The L. & Y. pays its firemen 5s. per day after being booked firemen for five years. Some men are paid by the trip, some obtain their advanced at stated period, some have to get a special trains to get an increase. I have heard men complain about the guaranteed week, because off some lines where it is on operation if they have not made their week, say, by Saturday they are compelled to stay in on Sunday in case there is a job turns up. This is the case with all these different methods in operation. I think the best thing is to attack the hours first and place at the least 6,600 firemen on to the opposite of the footplate and my experience is they would be prepared to accept all the responsibility and worry of a driver with our demur. The firemen of Mr. Warwick's fay, in thousands of instances, took the responsibility with far less experience and servitude, and were considerably younger than our firemen are to day, and while admitting the greater responsibility, I think the men being older and with greater experience they are more capable to day to discharge the duties of a driver than the fireman of 30 years age were. Take my own case. I was extra driving at 23 in 1883, and I have a firman with me at the present time who is 33, and no probability of driving for years, in fact he is further off now than five years ago.
I have put the question to firemen a score of times since the Leeds Conference and all agree that to them a reduction of hours is most urgent to give them the chance of becoming a driver before they are considered too old to work at all. I have carefully examined the remedy suggested by Mr. Warwick, but find nothing in it that we have not already tried. We came together at Leeds in April (and all the vital points in the programme drawn up by less than twelve men and dangled before the loco. men of the country for some time) was accepted with one exception, viz., the rate of pay for drivers, and the Conference agreed that if an eight hour day was secured the wages could be left as they are at present. Then to find that in July the Associated, through their E.C., refused to agree with what had been done at Leeds, and owing to their action, and in spite of the efforts of the despised other grades, the conference at Leeds has been rendered of no avail. Now I am fully convinced that the coming fight between Capital and Labour will not have to be fought by detachments. Unite and win should be the watchword. As workers we cannot afford to quarrel, and what I want to see and what I am determined to work for is the whole of the workers on our railways being under our banner with "Amalgamation " written large size it, the next time we are engaged in fighting for better conditions. I have asked individual members of the Associated what they have to fear supposing it was decided to amalgamate, and I have not been able to obtain any sound reason that would not vanish at once if quietly argued out. Some say. What about the officials? Would they be taken over; what would you do with them? I see no reason why they should not. Then, again, what about the different contributions? Well, I think the contributions could remain as at present, and have three scales instead of two. but there points are details, and I would advise friendly discussion in both branches on the principle, and let us see if it is not possible to devise a scheme which would be suitable to the majority in both societies. I don't think the quiet enter of Mr. Warwick re overtime at the General Office in good taste, but, however, we do know this, the matter was reported to the E.c., and has been put right, and I fancy Mr. Warwick would know that when penning his letter of last week. If all overtime could be easily discontinued as in the case he refers to we should soon have better conditions, for I think it is generally recognised by all thinkers that if a man has not a living wage when he has worked a week he ought to haver more money and not more hours.
Yours etc.,
YORKSHIRE
THE RAILWAY REVIEW
1ST DECEMBER 1905
THE QUESTION OF AMALGAMATION
Sir, There is at least one commendable feature in Mr. Warwick's letter re your leader on the above question, and that is, it is free from the usual innuendo and mud throwing attitude adopted by the majority of correspondents in the Journal of Associated. For that reason I welcome the criticism of our methods contained in letter.
His arguments are, however, superficial, and while he denies your premises he seeks to justify them in detail, wilfully ignores the underlying principles, or else he is ignorant of their existence. Mr. Bell is our servant, and I venture to say he is carrying out the policy adopted by our society. When, therefore, he (acting on his instructions) happens to run counter to the methods adopted by the Associated Society, they make the matter a personal one and abuse the individual, while at the same time, losing sight of the principle involved. This is not only ruinous to Trade Unionism, but misleading to those who have not already grasped the matter at issue.
May I take this opportunity of asking Mr. Warwick to use his influence in preventing or keeping the contributions of the mud throwers from their journal, and by that, I feel sure, he will achieve much good. We welcome real and candid criticism, but such methods as those contained in the contribution by "S.J." in the November issue of the Journal for instance, revolt all sensible men and will ultimately do more harm to the writer than to the man he seeks to injure.
Mr. Warwick makes statements about drivers doing home with than firemen's wages and firemen with less than cleaners' wages, and quotes this as being the case of the "Wigan petitions" without facts to prove it. He makes the statement at random, and I feel sure he has not investigated the true circumstances. The petitions from Wigan are the direct outcome of the policy pursued by the Associated for many years, and cannot be described otherwise than "anti Trade Unionism."
We Programmes may be used as an aid to organisation, but in no sense can they be said to assist even in remedying our grievances; nothing short of an organisation of men of firm conviction will bring about a lasting reform necessary to railwaymen and workers generally. If Mr. Warwick does not know I will tell him, that no grade or section of the orders can ever hope to rise materially very much higher than their fellow. The rest is apparent to all real reformers.
The secret underlying principles of the faith of the Associated Society in their programmes is to get members, and this is produced through the fear of a like situation, as the one referred to by Mr. W. in his letter re the old society. They cannot hope to do better than the old Enginemen's, since they have not yet tackled the problem that brought that society into low water, except by trying, to attract men with an overloaded programme. This, then, is the primary motive of the Associated in trying to organise the men in one society, i.e., to make sure of their members being paid the allowance prescribed in their rules. An admirable feature no doubt, but that remedy will not cure the disease. To urger men to join a society with a view to bettering their working conditions when the society's real object is to provide old age pensions is like asking the unemployed to bear their sufferings with patience and fortitude, in the hope of reward hereafter.
The financial liabilities are sure in the near future to cripple their efforts at any real reform in the way of coping with the revolutionary ethos adopted by the railway companies and capitalism generally.
I have endeavoured to point out some of the real root objections to proposed amalgamation as they appear to me. To abuse an individual member, be he general secretary or other prominent officer, is the outcome of prejudice, and I long and hope that the mass of members will rise up and clear the path from all such obstacles to real progress and tackle the real disease.
Yours, etc.,
N. RIMMER,
209, Gedlow Lane, Wigan
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Sir, Your leading articles lately published re amalgamation read perfectly if seen through coloured spectacles and whilst not agreeing with the method of throwing dirt at anyone this has been done.
You say the question of amalgamation is lost sight of, obscured by fog. Will you kindly allow me to attempt to lift it out of the mists in which you say it is enwrapped?
Personal feeling has been created if the A.S.R.S. had acted fairly to federation. If this had been done the A.S.L.E. & F. members would have seen some sincerity on the A.S.R.S. part. Not having found it is it likely, Sir, that amalgamation can be thought of as?
In the discussion that took place in your columns re the L. & Y. loco. movement I wrote proofs of decisions given by your Executive that showed conclusively hat the loco. men were not being fairly treated. This was not published, but placed in a paragraph to Correspondents: "This matter will now be dealt with by the proper authorities." They are dealing with it yet, I presume, but we are no nearer.
A national conference of loco. men has been held, and the result is the A.S.R.S. do not intend to do anchoring (vide your article of the 17th). Have your 15,000 loco. members no say in this?
Can you, Sir, honestly ask the A.S.L.E. & F. members to discuss amalgamation when federation is not worked to by your society? I contend that it has been nothing but a make believe on the part of the A.S.R.S. all through. The drawbacks to the A.S.L.E. & F. have been only in stopping them from movements that would have uplifted the loco. men, and also other grades, but (and this is the so rest point between the two societies' officials) it caused the membership of the A.S.L.E. &. F. to go up with leaps and bounds.
Into the merits or demerits of the Wigan petition I do not care to go, but will say this, that from your point of view "it is better with half a week's work and half a week's pay to be dealt out to a large number than to have guaranteed day of eight hours, a week's pay, and 12,000 more drivers and firemen created with an advance in wages." That just sums up the case, and having had 21 years' experience of loco. work and not yet a driver I think you will concede that I should know a little of what is required by the uplifting of firemen and cleaners.
Personal sacrifices made on the terms you ask would do no good. The railway companies' officials would not see it in the light you wish them. no, if a man is such a fool to think that by going home each week with, say, 45 to 48 hours, that eventually the officials will say we must pay him a week's wages, then I pity him.
Hoping that you will see your way clear to publish this,
Yours, etc.,
F.H. TURNER,
Assistant Secretary, Salford Branch A.S.L.E. & F.
THE RAILWAY REVIEW
8TH DECEMBER 1905
ENGINEMEN AND THE HOURS QUESTION
Sir, Upon reading the letter in a recent issue on the move subject signed by "Merrpebbles," I feel constrained to be one more to the number of your correspondents. What "Merrypebbles" has said about the attitude of enginemen on this question of hours is to a large extent true. Only I begin to think that it is not such a tremendous task as he imagines. I believe if the majority of enginemen today were faced with the question, they would reply that they believed that a uniform six day week would be to the advantage of them all, but the difficulty is you cannot get them to act up to that belief altogether. In my opinion, however, a growing number are beginning to see that if anything is to be accomplished some action will have to be taken, and I think myself so is rapidly increasing. But my object in writing this letter is to touch upon two points that "Merrypebbles" left out. I think it is and excellent line of thought for a man to get into when he believes that six days' work is sufficient, but I venture to say he has not yet got far enough. I believe that an essential principle to achieve any progress in this direction is the principle that what work there is should be shared out as far as possible, and, of course, that would mean, in some cases, working less than six days a week. I believe that this is a sacrifice that will be necessary to gain the greater advantages when striving in this direction. I say in this direction advisedly, because, of course, there are other ways of promoting our welfare which need not be dealt with here. The other point which I wish to allude to us in connection with Sunday work. I believe the heresy nearest to the hearts of enginemen and railwaymen in general that when a man works on Sunday he should have the pay for it clear of his week. They proclaim their belief in a six day week and denounce overtime, but they stick to this point with a tenacity worthy of a better cause. They do not seem to realise that their contention amounts to this, that if a man loses his rest and holiday on the best day of the week he should have no rest or holiday at all. nob can deny that. Of course, I know as an extenuating circumstance that many men have to do more than their share of Sunday work, but getting it in clear is no remedy for that. In fact, I may go so far as to say that a great many of those who do the most Sunday work are those who do not mind working in the hope that will have more money at the week end. What we ought to fight for is increased Sunday pay (nothing less than double time) as a recompense and one day's rest in seven. In my opinion the best way, or one of the best ways, for the individual to promote the cause of the workers is do all he can to get the hours of working day reduced, cultivate a dislike for overtime, and insulate that dislike in everybody he has influence over. In treating with this question "Merrypebbles" looked at it from the "unemployed" standpoint. There is another point of view to take into consideration. One of the most potent weapons used by the powers that be is the bestowing of favours on the few, thereby creating jealously amongst us which has the effect of keeping us apart. The commonest way of bestowing favours is to allow the individual to put a lot of time in. If we can, by earnest endeavour, succeed in bringing overtime down to the irreducible minimum we shall have accomplished a great stroke for our benefit. If every man were getting treated more or less like his fellows he would begin to see that the cause of each was the cause of all, and the cause of all the cause of each. He would begin to see that it is impossible for one section of the workers to rise appreciable above their class. He would begin to see that whatever is the condition of the working class generally it is bound to affect his own particular section, and he would act accordingly. That what I have written is right, and what I advocate is good, is the earnest wish of
Yours, etc.,
HUGH S. LINDSAY
THE RAILWAY REVIEW
22ND DECEMBER 1905
ENGINEMEN AND HOURS
Nothing but the sternest sense of duty would make us turn from the consideration of pleasant things at this season. But the thinnest skin and the sharpest knife. Once a month it is our duty to read "The Locomotive Journal," and for some months now that duty has been of a painful character. Nothing can justify the libellous and venomous character of the contents of the December number -- and if it were worth while, proof of some of these wild assertions (assertions which no responsible or experienced journalist would allow to appear) would have to be given in another place. But it is not worth while. for ourselves, we are not thin skinned, and however much we deplore the untrue and unwarrantable attacks both on the personal character of members of the A.S.R.S. and of the policy of the society as a whole, we are convinced that time and truth are on our side and we do not fear the judgment of the future, nor the verdict of intelligent enginemen in the present. The present controversy with the Associated Society was not of our seeking. We have conducted it in a perfectly openly and gentlemanly way, in spite of much provocation, and we shall continue to do so, in spite of the unjustifiable accusations which are at present, and which may be hereafter levelled against us. We have had sufficient experience of public life to know that such methods of controversy generally recoil on the heads of those who use them, and that vituperation is the last resort of a disgraced and beaten foe. Therefore, we shall not attempt to reply to the campaign of calumny and abuse with which the columns of our contemporary abounds, but leave these matters to the judgement and the sober sense of the enginemen of the country.
We have tried to show the folly from a Trade Union point of view of the Wigan petition. But the amateur economics of that petition are only on a par with the policy of the leaders of the Associated Society. Here, for instance, is a note on "an eight hours day" by the general secretary of the Associated Society, which ought to open the eyes of every engineman to the folly of a sectional movement and to the bona-fides of the society in regard to this important question:-
Fellow Members, I feel I ought to say a few words on this very important matter and point out the difference between eight hour day with the necessary safeguard and the eight hour day without. Now, an eight hour day will find employment for more men providing that overtime is not allowed, but an eight hour day alone would not do so. An eight hour day without a wages clause would simply divide the scanty wages of those now in receipt amongst a greater number of their own instead of obtaining more from the capitalists, in other words increase the number who are already on the poverty line, and it would simply mean three sets of men eight, 24 in receipt of the wages now paid to two sets, thus not in any way touching the economic conditions imposed by the capitalists and employers, who are already getting as much work done in eight hours as was formerly done in ten and twelve hours. Therefore, it is our duty to take the matter in hands so as to benefit the masses of toilers. We want a living for all instead of the few, but in order to compel the employers to desist from overtime, which blinds the men to their real wages, it must be penalised as severely as possible. An eight hour day without safeguards would not in the least increase the amount paid to the workers.
Therefore, beware!
Editor
And this is the kind of reasoning which passes amongst some men for leadership.
What is the reply to all this? It is perfectly simple. An eight hour day does not require any of the safeguards referred to. Enginemen, in most instances, are paid by the day or the trip. They are not paid by the hour. In neither case would they be necessarily affected by a change in the standard day. The idea that an eight hour day would reduce wages is against an experience, and the cry is and can only be raised to divert men's energies from its accomplishment. The achievement of an eight hour day would prove in this case -- as it has proved in all others -- its own safeguard. The following from a small book on "The Labour Day," by Mr. Maltman Barrie, is to the point: "It may be said, What about wages? do they not require revision and attention? The answer is that, if the hours of labour are shortened until there is no surplus in the Labour market not an idle man in the the country, the law of supply and demand will itself adjust wages with our any legislation, securing for the worker a wage that will be equal to the full value of his labour." That would prove to be so in this case, for is it not the fact that now, owing to the economic changes which have already taken place, there are more men competing for higher positions than ever? Remove this competition, shorten the Labour Day to the point indicated, and all the other evils will tend to readjust themes levers. This both sound theory and is borne out by the experience of the past. The shorter the hours the higher the wages. Nor does the overtime question increase the difficulty. The companies would, with an eight hour day, be compelled to cut down overtime, hence, the safeguards to which Mr. Fox refers are entirely illusory, and are only a "red herring" drawn across the path of progress. Enginemen, do not be misled. Go straight for the eight hours' day. A large programme is but an impedimenta. The real remedy lies in shortening the hours of labour. this gained, the other evils will tend to solve themselves.
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A SHORTER WORKING DAY
As this question is much to the fore just now, we commend the following extracts from a small book on the subject recently published by Mr. Maltman Barrie:-
The first objection advanced is that any attempt to shorten the Labour Day in this country must fail, because the workers themselves are opposed to it. The workmen, these opponents asserts, are well satisfied with the present system, and wish to be left free to work for as many hours as they like, and as much overtime as they can get. The answer to that is that even if the assertion were true it would not, as we shall see presently, make the plea a valid one, but that as a matter of fact, it is not true. It is, on the contrary, the fact tat the vast majority of British workmen are intensely dissatisfied with the present system, and ardently desire its alteration. but there are amongst workmen, as amongst other classes, men of limited intelligence and sluggish disposition. And some of these men, not understanding the question, and fearing short hours must mean short wages, shrink from what they regard as a doubtful experiment. They are aware, in a vague way, that their condition is not what it ought to be, but they do not see how it is to be improved. They feel, moreover, quite truly, that their condition bad as it is, is better than that of many of their fellows (the unemployed), and they fear that, like the dog in the fable, they will lose the bone in clutching at the shadow. And they are inclined rather to endure the ills they have than fly to others they know not of. These men, however, are but a small minority of the workers, a minority, moreover, that is rapidly diminishing. As this is a point about which there is much dispute, it may be as well to mention one or two facts bearing on it. The workingmen of the United Kingdom are, in round numbers, close upon 7,000,000. Of these, about 1,500,000 (one fifth of the whole) are members of Trade Unions. With regard to these Trade Unionists, we have some data to guide us as to their opinions. So long ago as 1888 a plebiscite was taken by the Trade Unions of the country on the two questions,
(a) "Are you in favour of an eight hours; limit of the day's work -- total, 48 hours per week?" and (b) "Are you in favour of Parliament enforcing an eight hour day by law:" These replies were:
(a) Yes, 22,720; no, 4,097. (b) Yes, 17, 267; no, 3,819.
This seems pretty decisive, showing that the workers are not only in favour of the shortening of the Labour Day, but are also in favour of its enforcement by the strong arm of the law. And I I may add as conformation of these decisions that a resolution in favour of a "legal eight hour day" has been a standing item in the programme of every Trade Union Congress for some years past, that it is always adopted with ever increasing majorities, in later years unanimously.
MORE ARGUMENTS
After dealing with the unorganised workmen, whose opinion he also believe to be in favour of a shorter working day, Mr. Barrie observes:-
But as I said before, even if a majority of the workers were opposed to the shortening of the Labour Day, that would be a conclusive argument against it. It is, of course, always desirable to have the content to any scheme of all the parties whom the scheme will affects. It is always desirable, but it is not always necessary. The first question is, is the scheme just? The second, is it expedient? and when, as in the present instance, it is both just and expedient, there is no room for further argument; the reform must be carried out forthwith, even although it is opposed by one or more of the parties that will be affected by it. If reformers were never to carry out any reforms until they had the assent of all who were to benefited by them, they would never carry out any reforms at all. But there is an additional reason why the consent of the present workers to the shortening of the Labour Day is not absolutely necessary, and that is that they are not the parties principally concerned, not the persons whom the measure will principally affect. The persons whom it will principally affect, and on whose behalf, primarily, it is demanded, are the present unemployed. These a shortened Labour Day will benefit immensely and immediately by finding them employment. That is its first and greatest object. The present workers it will also benefit by shortening their working day and increasing their wages. That is its second and lesser object. I do not belittle this second object -- far, very far from it. It is great, very great. But it is not so great nor anything like so urgent, as the former -- upon which in fact it is contingent, and without which it can never come to pass at all.
THE APPLICATION
The application of this to the case of loco. men is obvious. To benefit cleaners and firemen, and some drivers who are only partially employed should be the first object. And the means to achieve this end is an eight hour day. To increase the wages of drivers is the second object, and the mistake made by Mr. Fox in the paragraph quoted on our front page is to make it the first one, and, incidentally, by so doing to prevent its accomplishment. We can understand, to some extent, how some drivers may be misled by these specious arguments, but we cannot understand how any fireman or cleaner -- to who promotion is the only avenue of advance -- can be so foolish as to follow so unsound a method of action. The eight hour day -- and that alone -- free from any burdensome side issues is the remedy. Therefore, beware!
A FURTHER LESSON
There is a further lesson in the quotations we have given which must not be lost sight of. The doctrine that only those who know where the shoe pinches are fit to be called in to ease the pinching can be pinching can be pushed too far. When we call a doctor we do not insist on the theory that he should have suffered from our illness before we accept his prescriptions. We know that would be a fatal policy. And so the doctrine that there is something so inherently difficult, or something so intricately delicate about a locomotive man's employment that only those who actually worked on a footplate can prescribe a remedy, or are sufficiently interested to do so, is one which will not bar a moment's examination. As a matter of fact and of history those whose interests are the most nearly concerned are not always nor in every case the best judges of the remedy for the ills under which they suffer, nor the best fitted to carry the remedies into effect. Nearly every reform which has been introduced on our railway system which from which loco. men have benefited, has been carried out not by the loco. men alone -- nor even principally by them -- but it has been achieved by the assistance of other grades and sometimes against the wishes of a section of the enginemen themselves. The idea that because in any complete amalgamation of the men, one grade would be outnumbered by the others -- and, therefore, its interests would suffer -- an idea sedulously fostered by the Associated Society, is entirely erroneous. So far from this being the fact, the exact opposite is true. The larger the combination and the more comprehensive, the greater the power, not only to protect, but also to correct those mistakes ideas of self interest which too near a view and too close a sectionalism always foster. Common sense and history alike show that such combination is the most useful for reforms, and that intense sectionalism, like intense selfishness, always defeats its own ends. The history of the Associated Society itself is the best illustration of this truth. It has been trying to oasquerable as a reforming and progressive agency, but when its proposals are sifted they are shown to be economically unsound and utterly impracticable. The engineman who wants his interests thoroughly looked after will throw in his lot with the A.S.R.S.
MORE ABOUT ENGINEMEN
Like King Charles' head to Mr. Dick, the question of enginemen is persistent and insistent -- it is always with us. We print in another column a letter from Mr. Warwick, the president of the Associated Society, to which we wish to direct special attention. With that part relating to "hours and wages" we do not for the moment intend to deal. It is already covered above. It is the latter portion of the letter which is important. Mr. Warwick at last faces the real problem. With his statement of that problem we have no fault to find. For enginemen to be in two societies spells impotence. There are only two ways by which that weakness can be removed. Either amalgamation or secession from the ranks of the A.S.R.S. of all loco. men and their transference to the ranks of the Associated Society. This question is the centre and heart of the whole controversy, and upon its settlement rests to some extent the future of railway Trade Unionism. The assertion made that the A.S.R.S. has not been successful in organising other grades, and that it should confine its attention to them and hand over its engine men members to the Associated has a certain plausibility about it which disappears on closer examination. We do not admit the failure. Considering the nature of railway work, the long stretches of lonely country, the changing conditions, the material of which a large portion of the staff is composed, and the wages they receive, the task of organising railwaymen is full of difficulties which make the measure of success attained very gratifying. It is not so great, we admit, as we should like, nor as we expect ultimately to achieve, but it is at least as great as the Associated Society has attained among enginemen, and we have a prouder record of work to show. Besides -- if we once admit the logic of Mr. Warwick argument that enginemen should have a separate society -- why not firemen, cleaners, guards, signalmen, etc.? Mr. Fox, at any rate, accepts the full logic of his views, and advocates separate societies for each grade, whereas Mr. Warwick would leave all other grades to the A.S.R.S. We have started from time to time our reasons why we incline to the view that the only satisfactory method of solving the problem is amalgamation, with any necessary safeguards which may be deemed advisable, and we are prepared to repeat them at the proper time. In the meantime, we are glad that Mr. Warwick recognises the exact nature of the problem, and we should like to ask him if he is prepared to submit the question to an unbiased and freely elected conference of enginemen? There is one point more. Mr. Warwick says that amalgamation with the A.S.R.S. would mean a confusion that the work of a quarter of a century had been a mistake. His other plan would mean that the A.S.R.S. would have to admit that the methods and work of over 30 years had been a mistake, so we are at least even on that score. We cannot start over again. We have to deal with the situation as it is. One side must give way or both must compromise. For our part we believe that if only the will exists a modus operandi of settling the difficulty might be found, but until the will for compromise exists, nothin can come either of federation or amalgamation.
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ENGINEMEN AND THE HOURS QUESTION
Sir, I am pleased to know that even Mr. Rimmer is prepared to admit there is one commendable feature in my letter re your leader, and this leads me to hope that you will publish just a few lines in reply. Mr. Rimmer reminds me that Mr, Bell is the servant of the A.S.R.S. and is only carrying out the policy adopted by that society. Am I understand then that the police is ridicule continually resorted to by Mr. Bell is the policy of the E.C. and members of the A.S.R.S.? If so I apologise to Mr. Bell and will in future direct anything I have to say to his employers, who, as Mr. Rimmer says, are responsible. I would like to say here and now that it is a very foolish policy, no matter by whichever side adopted, and one that I hope, for the sake of railwaymen generally, will soon cease. I think that will answer Mr. Rimmer's next paragraph. He then says I make statements about drivers' and firemen's wages without facts to prove the same. Any number of cases which are facts could be cited to prove the will know many of them by experience, that such is the case. If Mr. Rimmer does not know of any, he is not the public man I have taken him to be, and a little inquiry among loco. men will soon satisfy him that such is the case. He says the petition is the outcome of a policy by the Associated for many years. I than him for the recommendation, because I think loco. men will be drawn to a society that seeks to secure them a guaranteed week with six days' pay, rather than one which seeks to reduce hours regardless of pay. As to programmes being used as an aid to organisation. Mr. Rimmer certainly knows that organisation is useless without a programme, and also that programmes are useless without organisation. The two must go together. But when he states that the programme drawn up by the Associated was drawn up to obtain members to provide old age pensions, he is station what he ought to know to be a lie, and just a moment's perusal of the Associated balance sheet ought to be sufficient to induce him to apologise for such a statement. There he will find that the amount paid for old age pension is only £996 7s. 6d., while the interest alone on that fund amounts to £1,096 16s. 2d., and the same applies to the rest of the funds, so it is quite safe to say that the future id very distant when the financial liabilities will tend to cripple the usefulness of that society as aTrade Union. But, as you say, Mr. Editor, all this kind of thing only tends to obscure the real issue, which is a follower:
Loco. men are organised to something like 60 per cent., but being in two societies are unable to move towards bettering their position. The problem is, then. How can these two forces be brought together? I think there are only two ways. Either the Associated must go over to the A.S.R.S. and thus declare to the world that the work of a quarter of a century in building up one of the best and richest Trade Unions in the country has all been a mistake or the loco. men in the A.S.R.S. must come over to the Associated, in which case there would be no sacrifice, and the A.S.R.S. would have a much freer and to organise the other grades of the service, an totally unable to grapple with owing no doubt to the time wasted in quibbling with the Associated, and which has only brought dissension among all grades, with the result not only loco. men but all grades are suffering because of the split, and so I say in all good faith it would be better for all concerned if loco. men were in a society of their own. Given that and a scheme of federation loyalty carried out and railwaymen in general would soon have cause to bless the day it came about. I feel sure, after years of close attention to the matter, that railway - men have nothing to choose between the above and remain for at least another generation the poor, down trodden set of slaves we find ourselves today, and secure loco. men will not tolerate that, neither will they admit the obstacle which bars the way of progress is insurmountable, and so I would suggest that loco. men themselves take steps to discuss the matter at meetings throughout the country specially called for that purpose.
Yours, etc.,
W. WARWICK
THE RAILWAY REVIEW
29TH DECEMBER 1905
ENGINEMEN AND THE HOURS QUESTION
Sir, I refrained from troubling you lat week with my reply to "Yorick," on account of your reminder to us the week previously that the Christmas number space for correspondents would be limited, but I want a word or two this week. Re the Wigan petition, "Yorick" acts the school boy again. It wasn't our society (he says in effect), it was yours that started it. And again, it wasn't our grade that was making the excessive hours it was the other grades, and so consciously or unconsciously admitting that there were excessive hours being made. That being so, to my mind justified the letters to the Board to Trade, but it did not justify the powers that be at Wigan for making it impossible for the loco. men to make their usual weeks. He is also quite confident that if the other grades had suffered from short time complaints would have appeared in the Review. He then goes on to state that the majority loco. men at Wigan have for the last twelve months been going home short of the standard week's wage, and that it would not be difficult to prove that fact, but unfortunately he does not attempts it. In my previous letter I gave actual results in figures, and I could have gone further and have given some of the nine, yes, and even days, that have been made per week during the period under review, and I go further and say the men made that time without any protest, and knowing their firemen were reduced drivers and that cleaners were cleaning who ought to have been out firing at such a time. I want "Yorick" to prove his statement of short time by giving us an account, say, for at least twelve week, in succession, of a dozen men's rate of pay and the actual wages drawn. He says it is easy to proves. Here is his opportunity, and falling to take advantage of it I shall conclude it is another case of Driver "Rushem and Pushem," referred to by me in my last letter on the subject. He also complains of my lack of reasonableness and FairPlay, and he will have some grounds for it when he proves his case. I was referring more particularly to my own station and those that I had visited, and heard the same complaint of short weeks and found out that it was a farce. He must have had his tongue in his cheek when he talks about our spirit of antagonism to the Associated Society. I wonder if he has read the Associated journals since the federation scheme has been in operation, and long before one word of defence was raised in the columns of the Review; all whether he has carefully read through the verbatim report of the joint E.C.'s meeting, at which those charges against Mr. Bell and the E.C. and the Editor of the Review were made to look very frivolous, and at which, by the way, two members of the Associated E.C. moved the rejection of the inflated programme they were the originators of, and now they are presenting petitions that will only have the effect of showing that they would sooner work the excessive hours, with the consequent reduction of their fellow loco. men -- the firemen and the cleaners -- Tham they would have the work equalised, and so give their comrades a chance of the promotion they have been waiting for so ling, because it might possibly mean an occasional hot week to themselves. No, "Yorick," you are on the wrong track, and the young enginemen will see through it. You are trying to enrol them in the Associated, and, at the same time, clinging to the old system of the loco. man's week.
To friend Lindsay: I am with you on the hours' question, also the equalising of the work. I cannot see that it is a correct policy or justice during slackness of trade to reduce and discharge those least able to bear it, and if we must have it let it start at the directors first and come downwards, and we should soon hear very little of slack time. On the question of Sunday exclusive of the week, I think every man who works on Sunday should have it exclusive of his six days, except during slackness. Neither do I approve of the one day in seven off, except that day is the Sunday. I agree with double pay for Sunday, because the officials would then curtail Sunday work to the lowest possible minimum, instead of, as now, making it a clearing up day, so as to have a good start on Monday; that good start frequently meaning running about with engines and brakes only on Mondays. The reason I don't favour the day off system is because almost always the day off is arranged so as to be useless to you and a convenience for the company to change you from nights to days or vice versa, but I shall have more to say on this later on. In the mean time I hope correspondents will show up how their week's workings are arranged. If they will do so it will open the eyes of the public and may possibly lead to something like a uniform week's work being arranged, and this could be done; indeed, it is done now at some stations, without any additional expense to the companies and an immense advantage to the men. I see visions of an editor with a blue pencil read to mark halt, and so I conclude, awaiting friend "Yorick's" proof of habitual short weeks.
Yours, etc.,
MERRYPEBBLES
THE RAILWAY REVIEW
16TH FEBRAURY 1906
DONCASTER LOCO. MEN
Under the auspices of the A.S.L.E.&F. a well attended and interesting meeting of Doncaster enginemen and cleaners was held in the Victoria Rooms on Sunday last to consider local matters, and the men's position as a result of a notice recently issued at the Doncaster G.N. loco. department, strictly stating that all men -- except those paid on the mileage -- having completed 10hrs. 30 min on arriving in the loco. are not to stop to put their engines away, and anyone disregarding his notice will be punished.
The notice is keenly felt by the mileage men, and consider the same very unfair on the grounds that when they run from Doncaster to Peterborough and back, 160 miles, they come under the notice, but when they do Doncaster to Leeds, Leeds to London and London to Doncaster, 372 miles, and can complete putting their engines away under 13 hours they are compelled to do so.
After the question had been considered at great length the following resolution was carried unanimously: "That this meeting expresses its appreciation of the shortening of hours in Doncaster district and believe is to be a step in the right direction for the physical and moral interests of enginemen, and that we pledge ourselves to loyally support the aims and objects of our combinations o the general good of all our members."
Several other local matters were considered when it was resolved that the meeting stand adjourned until March 11th. This ended one of the best attended and interesting meeting held at Doncaster since the late G.N. joint movement.