Chapter XXIV
The year 1920 was probably quite as heavy for the Executive Committee as the year 1919. They had long and tiring sittings, sometimes of eight weeks continuously, and the subjects which occupied their attention were of a wonderfully varied character. Early in the year they visited Ireland, to act in respect to Irish railway conditions, and the attempt to exclude the narrow gauge line locomen from the full wage rates. Mr. Bromley successfully argued the companies out of that position, and the Irish locomotivemen were highly gratified with the victory secured on their behalf, especially as the award dated back to August 15th, 1919,
For various reasons Ireland was continuously in the picture. On July 8th Mr. Bromley and Mr. Stevenson visited as fraternal delegates the A.G.M. of the N.U.R., assembled in Belfast, as a complimentary return of the unique feature at the A.A.D. of the Society in May, when Messrs. Thomas and Cramp were most cordially received at Leeds. This exchange of visits, following on the united action of 1919, displayed possibilities of far greater strength by united action on many national matters, and it would be to the undoubted advantage of both societies to arrive at a complete understanding, and to eliminate all causes of past friction and competition. I have previously indicated lines upon which this could be accomplished.
A simple and practical eyesight test for enginemen came much nearer being an accomplished fact in 1920, reduced to the Eldridge-Green lantern instead of wools and beads. All the old devices of the different companies were to give place to a national standard test of colours and a practical signal test, a reasonable and just test for vision, applied periodically. The details were presented to the 1920 Conference by Mr. Worthy Cooke, and accepted subject to adequate provision for those who fail to pass, on the lines indicated in the National Programme. The first hundred men to undergo the test in 1921 reported very favourably upon it, and the year therefore saw the relegation into the past of stringent and irritating tests which had failed many men unfairly, and brought them to shed work at reduced rates of pay. The resolution of acceptance carried by Conference fittingly placed on record its appreciation of the services rendered to the fraternity.
The Conference over, there came the task of compiling a scheme of local machinery, in conjunction with the N.U.R. Executive: the final adjustment of the Eyesight Test; and questions remitted to the Central Wages Board. Mr. Bromley launched an appeal for 75,000 members by the close of the year, and lo, it was so! Certain additions to the National Programme were decided upon—that no boy under 16 should be employed as a cleaner; that engine turn-tables should be electrified or otherwise mechanically turned; that wages should be paid weekly, each man to receive an itemised pay docket on the previous day. In Scotland the men were generally paid fortnightly.
The Unemployment Insurance Act, embracing nearly twelve million workers, and providing for their unemployment relief, caused long negotiation, extending from March to December. It was held by the Society that as its members were in regular employment on the railways, they could secure exemption under the clause accepted by the Committee on the Bill on April 22nd, providing that employment under a local or public authority, where a person was not subject to dismissal except for misconduct or neglect, need not be brought under the Act. "This Amendment would appear to meet the claim for exemption put forward by your Executive Committee," wrote the Secretary of the Ministry of Labour, "since it would clearly not be right or desirable to exclude from the benefit of insurance against unemployment railway employees whose conditions of service are not such as to bring them within the terms of exception, and are therefore exposed to the risk of discharge in periods of slackness." This was followed by further representation until the eve of November 8th, when the Act came into force. Then a certificate of exemption was suggested for all railway workers not subject to dismissal except for misconduct, neglect, or inability to perform their duty. However, some of the Companies criticised this, took legal advice, and eventually it was arranged that railwaymen should come under the Act during their first three years of service.
It had been decided early in the year to submit the following items to the Central Wages Board:—(1) Wage rates as per National Programme; (2) Retiring allowance; (3) Ill-health or eyesight causing removal; (4) 14 days holiday; (5) Payment for night duty, 6 p.m, to 6 a.m.; (6) Sunday duty pay and overtime rates; (7) the Guaranteed Week; (8) The Mileage Rates. The case for these was laid before the National Railway Wages Board on May 18th, 19th, 20th and 27th.
There were present Members of the Board: Sir William Mackenzie, K.B.E., K.C. (Chairman); Sir Herbert Walker, K.C.B.; Sir Henry Thornton, K.B.E.; Sir I. Thomas Williams, Mr. D. A. Matheson,Mr J. H. Thomas, M.P., Mr. W. J. Abrahams, Mr. W. J. R. Squance, Mr. W. Stevenson, Sir Thomas Robinson, M.P., Mr. E. Manville, M.P., Mr. H. J. May, Mr. W. Davis (on 19th, 20th and 27th only), Mr. G. T. Reid (Secretary).
Mr. C. T. Cramp represented the National Union of Railwaymen. Mr. J. Bromley and Mr. W. Worthy Cooke represented the Associated Society of Locomotive Engineers and Firemen.
Mr. S. A. Parnwell and Mr. G. H. Wheeler represented the Committee of Railway Managers.
Witnesses for A.S.L.E. & F.:—Mr. W. D. Found (Cleaner). Mr. G. J. Greasley (Fireman), Mr. C. Jarman (Driver), Councillor D. S. Humphreys, J.P., C.C. (Driver).
Mr. Bromley's opening statement occupied an hour and a half, and made a very decided impression as he recounted the long apprenticeship served as cleaner, fireman and driver, until superannuation time is almost reached before the very modest maximum is attained. He detailed the mechanical knowledge and skill needed, the Sunday morning study classes, and the experience that alone made the competent driver; the dangers of the occupation, the drivers and firemen being there first in every calamity. During 1915, he showed, 1,673 drivers were injured, 27 of them fatally, and 2,022 firemen were injured, 23 of them fatally, proving that six per cent, of the drivers and eight per cent, of the firemen were injured during 1915, fatally or otherwise. The General Secretary gave a very real description of the arduous work of the fireman.
"I have a mass of figures," he continued, " dealing with practically all classes of skilled men, but realising the patience of the Board and the length of the proceedings, I am going to ask you to accept my statement when I say that in none of these awards, or findings, or arbitration settlements, are there any skilled men but what they have received a higher percentage increase than the men that I represent; and, consequently, I would appeal to the Board to take this view, that here are men who rightly or wrongly (rightly I claim, and rightly our 62,000 members claim), say that they are skilled men, they are craftsmen, they have the skill and knowledge of tools and the machine that they work, who have at their own expense and in their own time perfected their knowledge, who work irregularly, who work exposed to all weathers, who work in danger and dirt, who work on a moving, oscillating, aye, almost flying platform, and who have been trying for years to be recognised not as uncommon individuals, not as some special brands of humanity, but as skilled and responsible workers; and instead of ever getting to that position, instead of a wage increase in comparison with others who are recognised as skilled men, even during the abnormal period that we have been passing through, they have slipped further behind than ever they were before; in other words, they are receding from the position."
W. D. Found, an engine cleaner on the North Eastern Railway at Leeds, was next called to give evidence. He said he had been in the Company's service for seven and a half years, and was now 23 years old. He had not yet been promoted to fireman. He had friends who were fitters, and these men reached their maximum, say, at the age of 21. His rate of pay as a cleaner was 9s. 6d, a day, including war wages. He was married, and found it difficult to live on that.
George J. Greasley, a Midland Railway fireman, stationed at Leicester, said he had put in 24 years for the Company, and was now 45 years of age. He passed as a driver last January, qualifying at his own expense. Since then he had had five trips, an average of one a month. His present rate of pay was 12s. a day, whether firing or driving.
Mr. Bromley: What are your prospects of promotion as a regular driver?—Very remote. (Laughter).
If you were to be promoted to be a driver to-morrow, what age would you be when you received your maximum rate?—Fifty-three.
The witness added that he had studied at his own expense to pass the necessary examination. His was no unusual case of a man with long service without promotion. There were 20 men before him, and promotion came by seniority. There were 30 men behind him with over 20 years' service each.
Replying to Mr. Stevenson, a member of the Board, the witness said he attributed slow promotion to the existence of overtime. The men on the Midland Railway had made efforts to get the overtime question dealt with; but without success.
Sir Thomas Robinson: It seems an unreasonable thing for a company to keep a man twenty or thirty years as a fireman without promoting him.
Sir Thomas Williams: Since the eight hour day was introduced the Midland Railway Company have promoted 1,065 firemen to be drivers.
Witness: There are many working 12 and 13 hours at a stretch at Leicester. That is not an eight hour day. No inducement is offered for old drivers to retire. Sufficient steps have not, in my opinion, been taken to introduce the eight hour day generally. I know a driver who is seventy-three years of age.
Charles Jarman, a driver on the London & South Western Railway at Exeter, said he had been 36 years in the Company's service and 22 years as a driver. They had purchased premises at Exeter for £700 for the purpose of improvement classes and lectures, in order to make efficient drivers.
The men had voluntarily taken upon themselves this responsibility, and the classes and lectures were regularly attended by the men, with benefit to the Company and themselves, which was doubly essential these days, when the strain on the engines was increased, and they had to deal with an inferior quality of coal.
Mr. Thomas Do you think that if the workers were properly remunerated they would become the loyal and contented body of men they formerly were, and that this would make for efficiency?— Most decidedly.
Mr. Squance: Would it be correct to say that when you are in charge of a train, apart from the human lives in your care, you are in charge of property to the value of £50,000?—Yes.
And you are performing that duty and bearing that responsibility for a remuneration which works out at 1s. 10d, an hour?—That is so.
Mr. David Humphreys, of Mexborough, a Great Central Railway driver, said that much of the dissatisfaction among the men was due to the existence of so many scales of payment, covering a large number of years. He suggested a flat rate as a remedy.
The case for the employers was then opened.
The result of the deliberations of the National Railway Wages Board on the application of the railway employees for an advance of £1 per week was made known on June 4th. Advances, ranging according to grade and district from 2s. to 7s. 6d. per week proportionately to their pre-war rates, were granted to men other than those in the locomotive and signalmen's grades, and, in addition to the 3s. per week already granted to the locomotive grades, drivers were to receive 7s., firemen 4s., and cleaners (over 18 years of age) 2s. per week. The Wages Board added that the claims by the Associated Society of Locomotive Engineers and Firemen in respect of holidays, rates for overtime, Sunday and night duty, and the exclusion of Sunday from the "guaranteed week" were considered not to have been established.
The effect of the award on the various grades is briefly indicated in the following lists:—
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The new rates became payable as from June 14th, and the new scales of pay became as follows:—
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(Applies to Motormen and Assistant Motormen.)
The report of the award of the National Wages Board was sent out to members, and a ballot taken upon its acceptance,
| In favour of acceptance | 19,335 |
| Against acceptance | 7,817 |
| Majority in favour | 11,518 |
In securing these advances from the companies the Executive did not forget its obligations to its own Office Staff of some twenty loyal workers. Advances were very properly conceded to them to meet the ever-increasing cost of living, and in 1918 there was instituted a superannuation scheme on a joint contributory basis, to make provision for old age retirement of each member of the staff.
The Conference of 1920 had decided that men of the supervisory grades should be admitted to membership of the Society, and might, if they chose, have their separate district branches and do their own business. These grades included locomotive foremen of all ranks, locomotive inspectors, relief supervisors, and officers of control. Many of them took the opportunity to join, and supervisors' branches became a new feature of the year, destined no doubt to increase and multiply in future years. Messrs. Oxlade and Mackereth, of the Executive, were called upon to handle trouble which developed at Hull, a strike taking place over the seniority question, and a settlement being secured by correspondence between the General Secretary and Sir A. Kaye Butterworth.
The Anglo-Polish crisis, and the threatened war by England upon Russia, caused the Executive to proceed to London in August, to a conference of all trade union executives, which resolved upon the creation of a Council of Action, in which every executive vested authority to call out their members. The Society at once issued circulars to branches asking all members to act according to any instructions received from the National Council of Action. Happily, the threat of common action served its purpose, and the strike did not supervene.
Mr. Bromley had been attending the International Socialist Congress at Geneva, and its sittings had just concluded when the British representatives were hastily summoned to attend a joint meeting at the House of Commons, on August 9th, representing the whole movement. It included the National Executive of the Labour Party and the Parliamentary Committee of the Trade Union Congress. At that meeting a Council of Action of 15 members was formed. Mr. Bromley being one of the five elected to represent the Labour Party Executive. During the next few days meetings were held in every centre, and there was no mistaking the deep fervour of the people against war with Russia. The national strike of miners, so long impending on a wage issue, developed in October, and continued for three weeks. Like the railway strike of 1919, it was an absolutely solid demonstration, and no picketing was necessary. The stillness of all the mines greatly lowered the volume of railway traffic, and there were prospects of a Triple Alliance strike. On Sunday. October 22nd, a message passed from Downing Street to Russell Square intimating that the Government would be glad to meet representatives of the Miners' Federation. Terms of settlement were signed on October 28th which, as in the case of railways, only put off the evil day, for the Government invited an agreed report from the Coal Association and the Miners' Federation by March 31st.
Many of our members wanted to emphasise their support of the miners by a sympathetic strike, and became so restless by October 15th that Mr. W. Stevenson, who was just about to retire from the Presidency, had to send out a special restraining message to branches, to do nothing without the sanction of the E.C. Mr. W. J. R. Squance succeeded Mr. Stevenson as President of the Society.
The complete de-control of railways became due on August 14th, 1921, and the complete financial de-control of mines on August 30th, subsequently advanced to March 31st, with serious consequences. In both these industries the workers demanded an adequate voice in the control of their own destiny, and in both it was opposed. The builders were leading the way by forming Building Guilds which accepted housing contracts running into hundreds of thousands of pounds. In many centres they dispensed with contractors and saved £100 per house on the contractors' prices. It seemed as though on parallel lines the Miners. Railwaymen and Builders were forging ahead into a new era, cutting out of the mists of the wage system into the light of a clearer day, in which a new security and a new joy of life shell be realised by all willing workers.
Concluding, as I am now, the story of a century of labour on the railways, in which conditions have been terrible, and are now growing better, I am conscious of an incompleteness. The story is not yet completed, for the best is yet to be. Another historian, forty years hence, may unearth from the cellars and archives of the Associated all the Minute Books, the "Journals," the Circulars, the Reports and the Ledgers, and smile at the toils and the struggles of those dear folks who acted and recorded in 1920-21. May his verdict at least be that the work done now laid the foundations of the brighter history he shall write, in a day when all the officers and shareholders and directors of 52 separate companies have been merged by time into one cohesive service, when no man has the power to sack and suppress his fellow, and when all men feel free indeed, and enjoy their work and their play.
Writing many months ago, in the early pages of this long story of a great movement of men, I said that of all the improvements the nineteenth century brought to men, it was the steam engine which came puffing into the centre of the picture as the greatest of them all. Now, my brothers, carry that greatness into the days to come. For your efforts you have received, and you have knocked off many shackles. You have many branch banners and bands, and on those banners the steam engine takes its place in the ranks of labour. March on fearlessly with it into new adventures for your fellow-men, "never doubting clouds will break," and the next generation of enginemen and firemen will carry on your high traditions.