IGNITING THE FLAME OF UNITY

THE ENGINE DRIVERS AND FIRMEN'S

UNITED SOCIETY

Introduction

The Drivers and Firemen’s United Society, founded in 1866, was one of the earliest attempts

by skilled railway workers in Britain to organise for mutual protection, improved working

conditions, and collective industrial power. Often overlooked in favour of later and more

enduring unions such as the Associated Society of Locomotive Engineers and Firemen

(ASLEF), the story of this union is inextricably linked with the evolution of British railway

unionism, encompassing questions of craft identity, industrial solidarity, and the transformation of the labour movement in the United Kingdom.

This report provides a detailed and structured account of the Drivers and Firemen’s United

Society-its origins, structure, objectives, development over time, branch network, notable

individuals, and its pivotal role in both union and broader labour history. Drawing upon a range of historical sources, union records, press coverage, and archival documentation, this analysis traces the union’s path from its foundation in the turbulent industrial climate of the 1860s to its absorption into the broader genealogy of British railway unionism.

Origins and Founding Context

Industrial and Social Conditions in the 1860s

The mid-nineteenth century witnessed transformative industrial development in Britain, with

the railway industry at the center of economic and social change. By the 1860s, the country’s

rail network employed hundreds of thousands, and drivers and firemen found themselves

among the most highly skilled-and heavily burdened-of railway employees. The early 1860s were a period of long hours, dangerous working conditions, and little legal or political protection for railwaymen, whose working weeks often extended well beyond 60 hours and whose responsibilities bore directly on public safety and the national economy.

Efforts to organise railway workers, and particularly drivers and firemen, predate 1866. As early as 1865, the North Eastern Railway footplatemen formed a society expressly for drivers and firemen, but this initial venture was short-lived-an attempted strike for better conditions was easily suppressed by railway management, extinguishing the union in its infancy and

demonstrating the formidable power of employers.

The Engine Drivers’ and Firemen’s United Society emerged against this backdrop in 1866,

taking root among London-area railwaymen-especially at New Cross - and quickly expanding throughout the London District and nationally.

Rationale for Unionisation

Early drivers’ and firemen’s societies began primarily as friendly societies, focused on providing mutual support and welfare benefits such as sickness payments, accident funds, and funeral expenses. However, the engine drivers and firemen quickly recognised that friendly benefits alone were insufficient to challenge the exploitative standards of railway work: long hours, unsystematic pay, few rest breaks, and constant risk of discipline or dismissal by company foremen or superintendents.

The establishment of the Society was driven by the urgent need for collective action-not only

mutual support but also effective industrial advocacy. The London, Brighton and South

Coast Railway’s imposition of new working practices without consultation, for example, led to widespread resistance at New Cross and spurred the formation of an organisation capable of responding to managerial authority with unity and purpose.

Foundation and Early Expansion

The society’s formal establishment occurred in late 1865 and early 1866, initially at New Cross and then spreading rapidly:

▪ With headquarters established in London, the Society officially considered December 1865

(often referenced as 1866) as the date of its foundation.

▪ Early correspondence and conference accounts record the rapid organisation of over ten

thousand members within a year, with branches swiftly opening across the country.

▪ By the end of 1866, the Society reportedly had over 60 branches and a declared intention to

expand to Scotland.

This rapid expansion reflected both the magnitude of discontent among railwaymen and the

powerful collective identity of drivers and firemen as a distinct professional group within the

railway workforce.

Structure and Governance

Governance Model

The Society adopted a straightforward set of rules at its first annual conference in November

1866, reflecting the influences of both craft unionism and the broader “New Model” union

structure that was becoming popular among skilled workers (notably the Amalgamated Society of Engineers). The rules prioritised:

▪ Local Branch Autonomy: The Society operated through a network of local branches, each

with its own committee and officers, charged with recruitment, dispute resolution, fund

management, and member welfare.

▪ Central Executive Committee: Overseeing the whole operation was a central executive,

elected by delegates from the local branches and responsible for policy, industrial

negotiations, and the distribution of central funds.

▪ Annual Conference: The supreme authority for policy and rules was the annual delegate

conference, which considered resolutions, amendments to rules, and the election of central

officers.

The Society’s first conference in November 1866 set a precedent for regular, collective decision-making, with the intention that governance would combine strong central leadership with robust local representation.

Head Office and Branch Coordination

Central organization was crucial to overcoming the geographic dispersion of railwaymen.

Branch communication was maintained through correspondence and regular publication

of the union’s journal (The Train), which served as both a record of debates and an instrument

for spreading union news, directives, and organising strategies.

The Society’s headquarters were in London, in proximity to major railway depots and

administration, though this would later change with successor organizations as union gravity

shifted north with the growth of railway centres in Yorkshire, Wales, and the Midlands.

Objectives and Initial Demands

Societal Aims

The Society was founded with the explicit goal of improving the working lives and industrial

status of engine drivers and firemen. Early records and conference resolutions make clear the

seriousness of member grievances and their focus on tangible reforms. Key objectives included:

▪ Reducing Excessive Hours: The Society’s primary demand was a maximum 10-hour

working day, a significant improvement over the then-commonplace 12 hours or more on

shift.

▪ Payment for Overtime and Sunday Work: Another urgent issue was unremunerated

overtime and mandatory Sunday shifts; the Society pressed for time-and-a-half for Sunday

work and overtime pay, both as a matter of fairness and safety.

▪ Mileage Limits per Day: Recognising both safety and health, the Society advocated for daily maximum mileages: 150 for mainline and 120 for local trains.

▪ Wage Increases and Standardization: Demands included immediate increases in pay,

together with steps towards a national standard rate for skilled engine drivers and firemen.

▪ Improved Conditions and Mutual Support: While industrial conditions took priority, the

Society also maintained its mutual support (sickness/accident/funeral) functions, helping to

cement branch loyalty.

A number of railway companies conceded some or all of these demands in the first year of the

Society’s existence, often to avoid “costly disputes” or as a pragmatic response to member

collective strength.

Development: 1866-1900

Growth and Early Successes

Within its first year, the Drivers and Firemen’s United Society claimed over 10,000 members and substantive influence across the railway industry. Historical press sources, union journals,

and periodical commentary all agree that the Society’s early years saw:-

▪ Rapid branch proliferation and strong member engagement.

▪ Concerted campaigns using petitioning, negotiation, and (where necessary) limited

industrial action to secure improvements.

Some of Britain’s largest railway companies directly engaged with Society representatives, and the willingness of companies to concede many initial demands was an early measure of success.

Limitations and Setbacks

However, 1867 marked the beginning of a grave reversal. In that year, the Brighton

Enginemen’s strike and a parallel action on the North Eastern Railway both ended in decisive

defeat for the unions. The North Eastern Railway in particular moved energetically to break the strike, recruiting non-union drivers from other companies and using legal and disciplinary

tactics to force out union activists. Out of some 1,050 strikers, only 25 were reinstated, and

union organisation was dealt a severe blow.

For practical purposes, the Engine Drivers’ and Firemen’s United Society ceased to function

after 1867, with company hostility and economic pressure hollowing out membership and

neutralizing branches. Although it had achieved some initial victories, it proved unable to

withstand the united opposition of the industry’s largest employers when a critical confrontation was forced.

Replacement and Legacy

The Interregnum: 1867-1880

While the 1866 United Society collapsed, the ambitions and lessons developed during its brief existence deeply influenced subsequent developments in railway unionism. Many former members, shaped by the experience of early organisation and defeat, remained wary of, or outright refused to join, the Amalgamated Society of Railway Servants (founded 1871, ASRS), instead waiting for the emergence of a craft-based body focused on drivers and firemen.

The Birth of ASLEF

It was not until 1880 that these ambitions were again realized with the foundation of the

Associated Society of Locomotive Engineers and Firemen (ASLEF). This union, inaugurated

with the first registered lodge at Sheffield on 7 February 1880, directly identified the abolished.

United Society as its predecessor, drawing lines of continuity in ideology, leadership, and even local branch organisation.

THE RAILWAY REVIEW

27TH JUNE 1884

Extracted from and article below

RAILWAY REFORMATION

DURING THE LAST QUARTER OF A CENTURY

By Chas, Bassett Vincent

THE ENGINE DRIVERS AND FIREMAN'S UNITED SOCIETY

At a meeting of the this society, held at the Foresters' Hall, Edgware Road, on April 15th, 1866, Mr. Putley*, the secretary, said there was nothing in the constitution of their society that need startle their employers or frighten the most timid of operatives. It object was to give counsel and advice to its members, and to sustain, by the moral power of a great united body, every effort to resist injustice and obtain a fair return for their labour, and while contending for these rights there was no antagonism to the right of capital, but rather to promote and secure moderation and conciliation, and to secure the interest of both parties.

For the information of those who may be interested to when this union began, I may say that it arose out of the efforts of a few earnest workers at New Cross, on the London, Brighton, and South Coast Railway, and the first meeting of delegates took place on the 1st of September, 1865, "Sturdy Jem Thompson," of New Cross, being its president.

It would appear, however, that instead of masters and men becoming one on general good feeling, the latter were warned that these agitations would have cease before any consideration whatever would be given to any application for redress of grievances, which only made matters all the more complicated and perplexing.

I felt the position in which I was placed very keenly, and was anxious to converse a meeting of delegates as soon as possible, but the great difficulty was to assemble them without most of them having to pay dearly for becoming leaders of the society. I succeeded, however, in drawing together a representative body on July 30th, and 31st, 1866. This first delegate meeting was held at the Castle and Falcon Hotel, Snow Hill, Birmingham, a house famous for some of the most important meetings of railway servants ever held in this country. On this first occasion London sent no delegate, although branches has been formed there.

At this conference I was much encouraged by those present approving of the subjects brought under their notice, and endorsing the action I had taken in advocating the extension of the society in various parts of the kingdom. A more uniform code of rules was adopted, after which many "waiting to see" joined with those already members, and soon the ranks of unity were swelled to a very large extent, and the men in the metropolis renewed their exertions and persevered in the work most zealously. Meetings were held in different parts, and one of the most important place on Sunday, August 19th, 1866, at Wilcock's Assembly Room, Westminster Bridge Road, London, and was of a very enthusiastic character. I was invited to attend, and was heartily supposed by Mr. Putley, Mr. Robert Edwards, editor of The Train, and other prominent friends, and these gentlemen and others also came and supported me at another large meeting held in the Metropolitan Music Hall, Edgware Road, on Sunday, Oct. 14th. I also addressed crowded meetings at Nine Elms and other important centres, and it was plain to see that this national combination was gaining a great hold upon the minds of the men, with a few to such an extent as to have created within them almost a fanatical fervour, and which tended more to hinder than to help the reform we were with all peacefulness endeavouring to bring about.

11 JULY 1884

After the fall of the one union, similar action was taken to affect the destruction of the other. For a long time the engine drivers had been bitterly complaining of their harsh treatment -- the North Eastern men more especially -- and the chiefs of their society found their hands very full. I had suggested to its leaders on more than one occasion the advisability and pointed out the advantages that would follow the amalgamation of the two, but my proposals were not entertained, and it soon became apparent that he Enginemen's United Society would also fall to the ground. The men in the \North were desirous of opposing the harsh treatment of their taskmasters, and requested deliverance at the hands of their organisation by resorting to stringent measures; and a special general meeting was held to consider the importance of the situation and come to a decision. The result was most unfortunate. I could for-see defeat, and expressed may opinion both to Mr. Putley and Mr. Edwards (neither of whom were practical men), but they thought otherwise. Their society was strong to some extent, yet, as most old drivers know, the strength both as regarded money and number was small compared with that of a powerful company -- besides which thousands of men were not on the society at all.

A Strike was resolved upon, and towards sustaining the conflict the drivers were requested every week to give a day's pay, and the firemen half-a-day and the struggle began with all consequent confusion on such occasions; but as is usually the case the more powerful and rich side succeeded. There were the "ifs" and "buts," which were the alleged cause of the men being defeated, which were not discovered until to late.

The drivers and firemen that were in the union contributed largely for some time, but all to no purpose; and soon the general funds were swallowed up in tying to lead what was at best a forlorn hope. Every effort was made to induce the men, by levies, to support the struggle and promise to keep up their payments, till at length, as is the case with a sinking ship, all hands has to shift for themselves. Many bitterly repented of the action they had taken, and buried imprecations toward those who promised to forward aid yet sent it not; and the Enginmen's Society fell as fast if not faster than its neighbour, and the paper we then used was shunted into the "cripple siding," where it speedily became a total wreck, and at the close of 1867 the hopes of national unity were completely scattered.

THE ENGINE DRIVERS AND FIRMEN'S

UNITED SOCIETY RULE BOOK

PREFACE.

The following Rules passed at the Conference held in London, in November, 1866, were the result of careful and earnest deliberation, and are so plain that any preliminary observations may appear superfluous; a brief summary of their import, with a few remarks on the nature of the Society itself, may not, however, be out of place.

The Society had its origin at New Cross in September, 1865, and after extending to the London Districts, was fully organised and commenced its labours in December, 1865, at which, time I was appointed Secretary. Since then , 60 Branches , including over ten thousand Members have been open ed, and are in full operation, and there is a prospect of Branches being shortly opened in Scotland. The original rules sufficed to iv govern the Society, until the meeting of the Conference, when it was resolved to introduce such amendments as would meet future wants, and place the Society on a firm footing. The object of the Society is clearly not to oppose the employer, or deny his authority, but rather to create confidence between the employer and the employed. In many circurmstances a servant fears or hesitates to approach an employer, to remonstrate or state a grievance , and often in consequence, puts up with a wrong in silence, or cares little to attend to his duties. The idea of the Society then is, to countenance only good and faithful servants, and give them that moral support when in difficulty, which is so often required. On the other hand, it is determined that the Members of the Society in case of any dispute, shall be allowed to appeal to the proper authorities, expecting from them a fair hearing. It is recommended therefore, that where this cannot be gained from Superintendents, appeal should be made to the Board of Directors. Past experience dictates this recommendation, because it is believed the Directors are little acquainted with the way some of their oldest and steadiest servants are treated.

As to the Rules, it will be observed by Rule 3, that in future the entrance fee for Drivers will be 2s. 6d. , and for Firemen , 1s. Rule 4 grants powers to Branch Societies to frame their own bye-laws, and are subject to their local Committees so long as the laws made, and system adopted are in accordance with the General Rules. Rules 6 to 7 show the powers vested in the Central Committee, and the necessity for the Members of the Branch Committees to supply them with the fullest and earliest information, to guide their deliberations. Every important topic will receive their most careful attention, and as their time is very limited, it is to be hoped that important questions only will be brought under their notice. Respecting Rule 12,it should be thoroughly understood that it is the duty of each Branch Society, through its Committee, to apply to the Superintendent, on any line where a grievance, or difference arises, if possible, so effect a settlement, and to save the labour of the Central Committee as far as possible. Rule 13 is sufficiently explicit, and should any member unfortunately be compelled to avail himself of it, I recommend that he should give notice to his Branch immediately. An accident happens as it often occurs where there is delay, advantage is taken to the dis vi advantage of the servant, and his defence will not be complete. Rules 16 and 17 show the importance of every Member being clear on the Books at the end of six months; it will avoid trouble to the Branch Secretaries and annoyance to the member. Rule 21 must be strictly attended to ; delays are dangerous. I bring my remarks to a close ; they have been brief, but may be of service to some members, and tend to promote the objects of the Society,—thanking the members for their kind assistance and co-operation in the part which I regard as the best pledge of a suc cessful future.

J. OSBORN PUTLEY,

General Secretary.

31 , Brydges Street,

Strand,

January 1st, 1867.

RULES.

1. That this Society shall be designated “ The Engine Drivers and Firemen's United Society.”

2. That the objects of this Society shall be to promote a good and fair understanding between the employers and the employed ; to protect its members against the oppression and injustice of intermediate Officials; to afford , a ready means, by arbitration or otherwise, for the settlement of every dispute, and for granting such assistance as the Central Committee may think fit.

3. That this Society shall be open to the membership of all Engine Drivers and Firemen on every Railway in the United Kingdom , on payment of two shillings and 8 sixpence entrance fee for Engine Drivers, one shilling for Firemen, and a subscription of two-pence per week. Firemen to be eligible when considered so by their Branch Committee. Both Drivers and Firemen wishing to be enrolled must be duly pro posed and seconded by two Members, and passed at the same time.

4. That branch societies shall be formed in different districts, subject to the control of their Local Committees, and to any bye laws they may enact, provided always that they are in accordance with and subject to the Rules of the Society.

5. That the business of this Society shall be managed by an assembly of Delegates, one from each branch, such Delegate to be summoned by the Central Committee, at such times as may be deemed necessary in consistence with the interests of the Society.

6. That the Central Committee shall consist of two Delegates, duly elected and returned by each of the London Branch Societies.

7. That the ordinary Monthly business of the Society shall be conducted by such 9 Delegates in Committee, and a Chairman, Treasurer, Secretary, and three Trustees.

8. That the Chairman shall be elected annually by the Central Committee. His duty shall be to preside at all meetings; to maintain order, and in every division, in case of equality, to have the casting vote, and shall receive such remuneration for his services as the Committee may from time to time think fit.

9. That the Treasurer be elected by the Central Committee annually ; that he shall receive all moneys paid into the Committee by the Branch Societies, or otherwise, and lodge the same in the Post-office Savings Bank, within twenty-four hours after, to the account of the Trustees; have the custody of the pass book, and present it at every meeting of the Central Committee, and shall receive such remuneration for his services as the Committee from time to time may think fit.

10. That the Secretary shall be elected annually by the Central Committee, and his duties shall be to attend all meetings of the said Committee, keep Minutes and a record of its proceedings, conduct its correspondence, keep books of accounts, prepare an annual balance -sheet, to be circulated amongst all the members, and generally be subject to the directions and instructions of the Chairman for the time being, and shall receive such remuneration for his services as the Committee from time to time think fit.

11. That three Trustees be appointed by the Central Committee, in whose names all moneys shall be lodged at the Bank, and two of whom must sign every cheque to be countersigned by the Secretary.

12. That should any member or members be suffering from oppression, at any time, or should any of them be improperly discharged from work, the case should be submitted to the Branch Committee, who after investigation and pending any inquiry which the said Committee may institute, the person or persons shall receive out of the funds of the Society their ordinary wages till the matter in dispute be settled, provided that they have paid six months' subscription to the Society.

13. If any Member be prosecuted for any offence alleged to have been committed 11 by him while in the discharge of his duty, he shall send a statement of the charge against him to the Branch Committee, who shall refer it to the Central Committee, and if it appear to them that such member has a reasonable defence to such charge, and that the offence was not occasioned through, or originated by the drunkeness or culpable negligence of such member, the Committee shall take all requisite measures for properly defending such member against the charge preferred against him. The whole expenses of such defence to be paid by the Society.

14. That any Member out of employment for any cause not coming within the cognizance of this society, may send a statement to his branch society of the nature of his occupation, where and how long employed, and for what cause he has left it, such statement to be sent to the Central Committee, who will endeavour to keep a record of vacancies and forward information respecting it to those Members to whom it may be useful.

15. That in case at any time the entrance fees and ordinary contributions of members should not be sufficient to meet the legitimate 12 claims upon the Society, the Central Committee are empowered to make a levy upon each member, sufficient to defray the deficiency; and in case at any time the funds should accumulate beyond the ordinary or probable expenses of the Society, the Central Committee shall call a delegate Meeting, and the meeting shall decide what additional benefits or special grants shall be made for special purposes out of the funds of the Society

16. That every member of this Society shall be clear upon the books at the close of the half -year ; failing to do so after due notice of the same, shall be considered no longer members, and their names forwarded to the Central Committee.

17. That any member who through not being clear on the books at the Half-yearly Meeting, shall be expelled from the Society, may re- enter as a new member.

18. That in case of any dispute arising between any members and the Society, the case in dispute will be determined by the Central Committee; but if the Member or Members feel aggrieved by their decision, 13 the case shall be referred to two Arbitrators, one chosen by each party. In case of the aforesaid Arbitrators not agreeing, the Central Committee shall elect, by ballot, an umpire, whose decision shall be final.

19. That three Auditors shall in turn, according to the number of their branch, and one by the Central Committee, be appointed annually, to audit and examine the accounts previous to their being passed ; and shall have access to all books and papers of the Society for that purpose.

20. That any person claiming the protection of the Society shall report the matter to the Chairman or Secretary of their Branch Society within three days of the occurrence that requires investigation ; failing to do so , he will be liable to forfeit the benefit of the Society until such time as he reports his case,

21. That any Member wishing to be transferred from one branch to another shall have a note from the Secretary of the Branch to which he belongs, specifying that he is clear on the books, which he shall submit to the 14 Branch he wishes to join ; and from that time shall become a member of such Branch .

22. That these Rules may be altered , amended, or added to, by the consent of three-fourths of the whole body of Delegates specially convened for that purpose.

* SOMETIMES REFERRED TO AS THE 1867 SOCIETY

RAILWAY REVIEW

26TH MAY 1905

CORRESPONDENCE

ENGINE DRIVERS' AND FIREMAN'S UNITED SOCIETY

1865, 1866, AND 1867

Sir. -- Believing a retrospect is sometime necessary. to a well equipped Trade Unions, and that the most interest amongst enginemen in their conference, will make the following list of delegates, etc., of 1866 Conference of special interest, I think it well worth reproducing its age alone should make it a valuable.

List of Delegates

J. Stephenson, Middlesbrough; G. Steal, Sunderland; W. Long, Gateshead; W. Skinney, Nottingham; J.Thornton York; G. Parkinson, West Hartlepool; D. Northnridge, Peterborough; P. Mowbray, New Sheldon; R. Bullman, Hull; E. Hurst, Briston; M. Urwin, Gloucester; W. Jones, Cardiff; L. Higgs, Swindon; E. Smedley, Boston; T. Hughes, Sheffield; J. Middleton, Birmingham; S. Lushington, Stafford; J. Dixon, Swansea; S. Livrey, Coventry; J. Haden, Stoke on Trent; W. Bell, Brecon; J. Southon, Rugby; T. Hall, Preston; R. Shetland, Liverpool; R. Askworth, Bury; J...... Manchester; P. Taylor, Dorrington; T. Hicks, Exeter; T. Pratt, Doncaster; J. Jessop, Leeds; D. Beecher, Mexborough; T. Green, Gorton?; G. Belson, New England; J. Howe, Leicester; G. Benfield, Derby; E. Jackson, Weymouth; R. Tall, Chester; R. Wright, Worcester; D. Connell, Pontypool; T......, Wakefield; J. Slater, Brighton; G. Hill, Barrow in Furness; W. Harrison, New Cross; T. Taylor, South Eastern; W. Peckett, Stratford; N. Brownhill, Battersea; W. Rowell, Shrewsbury; A. Dans, Wolverhampton; H. Rogers, Birkenhead; T. Price, Crewe; D. Yates, Bradford; A. Carlin, Bradford; F. Pownell, Camden Town; T. Patrick, King's Cross; E. Bodley, Paddington; K. Kenedy, Bow; I Williams, Newport; with W. Patterson and E. Wilkes, Tustees; R. Edwards, Manager of the Train; R. Edson, Treasurer; J. Thompson, Chairman; J.O. Putley, Secretary.

Many of these pioneers will have gone e to their grave, but most of them will have been known otherwise to the old drivers among your readers. I knew but not in the flesh, but I reverence them all for their noble efforts in the early days, and I have been stronger involved at discovering and pursuing this society's first (and I believe last) national address and balance sheet. I don't know if their mode of election was as democratic and up to date as our own, but the following address and indication bears comparison with our times:-

The committee, in issuing their first annual balance sheet, avail themselves of the opportunity through congratulate the members on the satisfactory progress of the Engine Drivers' and Firemen's United Society. The number enrolled, after little more than a year's existence to over 16,000 belonging to 64 branches entirely in England, and applications has been made for the creation of branches both in Scotland and Ireland. We are writing now some way into the second year, and night tell of results up to the present time but as we are reporting the transaction of the last year we will refer to the proceedings up to January last.

It is not only in increasing numbers that the success of the society has been manifested.

The unanimity, the cordiality, the energy which the members have displayed to make the United Society a means great usefulness to its members is even a stronger bond of unity than that of mere numbers.

This was notably evinced at the meeting of the conference in November last, when 60 men from various parts of England, nearly all of whom were strangers to each other and who had never met before, applied themselves successfully to establish the society on a footing which should be acceptable to the engine drivers and firemen throughout the kingdom.

This was done with the idea of perfecting an organisation which might accomplish far greater advantages than could be compared at the outset, so that by the united power of a large body of men and the encouragement of habits of providence and forethought every vicissitude to which workingmen are liable may be provided for by their own resources.

It has been alleged against unions of workingmen that they exist chiefly as a means of hostility against employers, but when employers cease to combine against workmen, workmen will be free to devote the powers of their combination to the amelioration of their social condition and to the acquiring a fitness for the discharge of those duties which an enlightened legislation is disposed to assign to them. The Society of Engine Drivers and Firemen would, therefore, earnestly invite the membership and co-operation of their class throughout the kingdom. The past history of the working class proves that isolated or individual efforts is powerless in sustaining the due consideration to which Labour is entitled. Although in some quarters a senseless alarm has been raised against Trade Unions, let any workingmen ask himself the question -- what would have been the condition of his class in England to day but for those unions?

Every class interest managers in some way to get itself represented, and we have never yet seen any other way by which Labour can get itself properly recognised than by its power of combination.

The first years' operations of the society have been chiefly preliminary. The secretary has been in communication with most parts of the country respecting the formation of branches, and it may be stated that, in every case where such communication has been opened, it has resulted in the establishment of a branch of the society. In fact, all the correspondence has shown an eagerness to be in union, which, if it is only wisely organised, will produce the happiest result in the large body of men employed on railways, for the success of this society has stirred the energy of every class of railway workers, and societies for protection and mutual assistance are being instituted among them.

We need only say further that the committee will continue watchful of the interest committed to them. Their great object has been to get men together, for it is scarcely possible that if they intelligently unite to promote their own interests that they can fail of success. The past year has shown that such a society was needed, and that its establishment was possible. Let its member continue steadfast to their purpose and true to each other and the blessings of the Engine Drivers' Society will not only be a cured to themselves but may descend to their children.

JAMES THOMPSON, CHAIRMAN

J. OSBORNE, PUTLEY SECRETARY

I am trying to discover more concise data from the meagre literature of those times than is given in Mr. Vincent's book, and should be glad to receive any copies of the Train or other papers of that period in order to try and elucidate the lessons to be learnt from that society's successes and failures and its early collapse -- in, I believe, the following year 1867.

Yours Etc.

G.W. CHAPPELL