Joseph Tatlow - Fifty Years of Railway Life in England, Scotland and Ireland

J >> Joseph Tatlow >> Fifty Years of Railway Life in England, Scotland and Ireland

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My first few years in Dublin were as busy as could be. Much was astir in
the Irish railway world and particularly on the Midland, which had their
share (a larger share than the other companies) of the "Balfour"
extension lines in hand. The proceedings under the _Railway and Canal
Traffic Act_ were also in full swing, involving frequent meetings at the
Irish Clearing House, and many journeys to London. Hard upon all this
came the work of preparing for a Parliamentary fight. This I thought a
joyful thing, and I was eager for the fray. I had helped to prepare my
old chief, Mr. Wainwright, for such contests but had never been in one
myself, had never even been inside a committee room. In 1891 the Midland
gave public notice of their intention to acquire by Act of Parliament the
Athenry and Ennis Railway, and lodged a Bill for the purpose, which was
vigorously opposed. It was with great zest that I made my preparations,
arranged for witnesses, drafted briefs, consulted with lawyers and
counsel, and compiled my evidence, not neglecting the important matter of
visiting the district served by the railway we sought to acquire, making
friends and working up local feeling in our favour. How the Bill
proceeded, and what was its fate, will be set forth in another chapter.

Very soon after I settled in Dublin I was able to carry out a long
cherished wish. Ever since I first arrived in Ireland I had hoped to be
able to establish an Irish branch of the Railway Benevolent Institution,
such as Mr. Wainwright and I had succeeded in forming in Scotland in the
year 1880, but whilst I remained in Belfast my efforts were of no avail.
When, however, I moved to Dublin and became manager of one of the
principal railways, the difficulties disappeared, and _The History of the
Railway Benevolent Institution, its Rise and Progress from 1858 to 1897_,
by _Mr. W. F. Mills_, its late Secretary, contains the following:--

"In February, 1891, Mr. Joseph Tatlow proposed to establish a
Committee in Ireland, where supporters were few and far between, and
in the report presented at the annual meeting in June, it was stated
that 'The Board have great pleasure in announcing the appointment of a
Committee in Dublin, presided over by Mr. Tatlow, the manager of the
Midland Great-Western, and the founder of the successful Branch in
Scotland.'"

Edward John Cotton warmly seconded my efforts, for his heart was in the
work, and he was proud of telling us that he was one of the few surviving
members of the first Board of Management of the parent Institution, which
had its first meeting in London in May, 1858. He was then the
newly-appointed manager of the Belfast and Northern Counties Railway, and
was only twenty-eight years of age. The Irish Branch, like the Scotch,
has been a great success. Its Committee of Management consists of the
principal officers of the Irish railways, and they have brought home to
the rank and file of the railway service a knowledge of the society and
the solid benefits that membership confers. Year by year the membership
has increased, and year by year the number of old and needy railway
servants, and their widows, who have been pensioned from the funds, and
the orphans who have been clothed, educated and maintained, have grown
greater and greater. The Irish railway companies, the directors, the
officers, and the public in Ireland, generously contribute to the funds
of the institution. I filled the office of chairman of the Irish branch
for 21 years, until in fact I retired from active railway work, since
when the chairmanship has been an annual honour conferred upon the
chairman for the year of the Irish Railway Managers' Conference. To
quote again from Mr. Mills' book on the Institution:--

"Mr. Joseph Tatlow, at the Dinner in aid of the Institution held in
Dublin on October 23rd, 1902, said: 'It is now 30 years since I first
became a collector for this Institution, and when I look back on the
past, if there is one matter in my life which contains no grain of
regret, it is my connection with the Institution, as in regard to it I
can feel nothing but honest pride and gratification.'"

I am still a member of the Irish Committee, as well as of the London
Board of Management, and those words, spoken sixteen years ago, express
my feelings to-day.

Whilst writing the final words of this chapter the news reaches me of the
death of Mr. Mills, at the fine old age of eighty-seven. He had a long
and useful life, and the railway service owes him much. He it was whose
zeal and enthusiasm firmly established the Railway Benevolent as a great
institution. When, in 1861, he became its secretary, the income was only
1,500 pounds, and on his retirement in 1897, at the age of sixty-five, it
had grown to 53,000 pounds. His mantle fell upon his son, Mr. A. E.
Mills, who inherits his father's enthusiasm and carries on the good work
with great success, as attested by the fact that for the year 1917 the
income reached 106,000 pounds. The invested funds of the society to-day
amount to upwards of a million, and in 1897 they were 476,000 pounds.

Mr. Mills senior I knew for forty years; and I often thought that, search
the world over, it would be hard to find his equal for the work to which
his life was devoted, and for which his talents were so specially
adapted.

CHAPTER XXI.
BALLINASLOE FAIR, GALWAY, AND SIR GEORGE FINDLAY

A few days before the battle of Waterloo, during the journey to Brussels,
partly by canal and partly by road, of Amelia and her party, Mrs. Major
O'Dowd said to Jos Sedley: "Talk about kenal boats, my dear! Ye should
see the kenal boats between Dublin and Ballinasloe. It's there the rapid
travelling is; and the beautiful cattle." "The rapid travelling" was by
what was called the _fly boat_, which was towed by three horses at a jog
trot, and as to cattle, the good-humoured eccentric lady, who Thackeray
tells us came from County Kildare, was thinking perhaps of the great
Ballinasloe Fair where cattle and sheep assemble in greater numbers, I
believe, than at any other live stock fair in the United Kingdom.

On the first Monday in October, 1891, to a special train of empty
carriages run by the Midland from Dublin for the purposes of this fair, a
vehicle, called the directors' saloon was attached, and in it the
chairman of the company, most of the directors and the principal officers
travelled to Ballinasloe, there to remain until the conclusion of the
fair at the end of the week. It was my first introduction to
Ballinasloe.

[William Dargan: dargan.jpg]

This saloon merits a word or two. It was built in the year 1844, was
originally the property of William Dargan, the well-known contractor and
the promoter of the Dublin Exhibition of 1853, whose statue adorns the
grounds that front the Irish National Gallery. Dargan made the Midland
railway from Athlone to Galway, completed the work before the specified
contract time (in itself a matter worthy of note), and on its completion
in 1851, presented this saloon carriage to the company, which also, I
think, deserves to be recorded. Thus, in 1891, it was nearly 50 years'
old and was handsome still. The panels were modelled on the old stage
coach design, and a great bow window adorned each end. In the seventies
and eighties it enjoyed the distinction of being the favourite carriage,
on the Midland, of the Empress of Austria in her hunting days in Meath.
This fine old carriage, now in its 75th year, does good work still. It
has had a new under frame, its roof has been raised, and it looks good
for another quarter of a century. Perhaps, granting an originally sound
constitution, its longevity is largely due to the regular life it has
led, never having been overworked, and having enjoyed many periods of
rest.

Ballinasloe fair has two specially big days--Tuesday and Friday--the
former devoted to the sale of sheep and the latter to cattle, though in
fact its commerce in cattle, sheep, horses, pigs, calves, rams and goats,
not to mention donkeys and mules, goes on more or less briskly throughout
the whole week, Saturday being remnant day when jobbers pick up bargains.
In 1891 the fair was not, and is not now, what it once was, which recalls
the answer a witty editor of _Punch_ once made to a friend. Said the
said friend: "My dear fellow, _Punch_ is not so good as it used to be."
"No, it never was," came the quick rejoinder. But of Ballinasloe fair I
cannot say it never was, for a hundred years ago, in Peggy O'Dowd's time,
in the west of Ireland it was the great event of the year, not only for
the sale of flocks and herds, but also for social gatherings, fun and
frolic, so at least I am told by the oldest inhabitant. An older account
still, says these fairs were a time for games and races, pleasure and
amusement, and eating and feasting, whilst another record describes them
as places "where there were food and precious raiment, downs and quilts,
ale and flesh meat, chessmen and chess boards, horses and chariots,
greyhounds, and playthings besides." It is curious that dancing is not
mentioned, but dancing in the olden days in Ireland was not, I believe,
much indulged in. Eighty years ago over 80,000 sheep entered the fair,
and 20,000 cattle.

Arrived at Ballinasloe we established ourselves in quarters that were
part of the original station premises. These consisted of a good sized
dining-room, six bedrooms, and an office for the manager and his clerk.
The walls and ceilings of the rooms were sheeted with pitch pine and
varnished. They were very plainly furnished, the only thing in the way
of decoration being a production in watercolour representing a fair green
crowded with herds of cattle and flocks of sheep, and adorned with sundry
pastoral and agricultural emblems, from the brush of my friend _Cynicus_.
This I framed and hung in the dining-room. As it had columns for
recording statistics of the fair for a period of years, it was
instructive as well as ornamental. Three of the bedrooms were on the
ground floor and were small apartments. The upstair rooms were much
larger, were situated in the roof, and were lit by skylight windows which
commanded a limited view of the firmament above but none whatever of the
green earth below. These upper rooms were reached by an almost
perpendicular staircase surmounted by a trap door, a mode of access
convenient enough for the young and active, but not suitable for those of
us who had passed their meridian. Two of these rooms were double-bedded
and all three led into each other. In the innermost, Atock, our
locomotive engineer, and I chummed together. He had slept there for many
years, with two previous managers, and, in Robinson Crusoe fashion, had
recorded the years by notches in a beam of the ceiling. The notches for
him then counted twenty-three years, and number one he notched for me.
Every morning an old jackdaw perched on a chimney outside our skylight,
and entertained us with his chatter. Atock said the old bird had perched
there during all his time; and as long as I visited Ballinasloe--a period
of nearly twenty years, he regularly reappeared.

To be able once a year to entertain friends and customers of the company
was one of the reasons, probably the main reason, why the directors
passed the fair week at Ballinasloe. Their hospitality was not limited
to invitations to dinner, for guests were welcomed, without special
invitation, to breakfast and lunch and light refreshments during the day.
It was an arrangement which gave pleasure to both hosts and guests, and
was not without advantage to the company. A good dinner solves many a
difficulty, whilst the post-prandial cigar and a glass of grog, like
faith, removes mountains. One who, in the last century, became a great
English statesman (Lord John Russell) when twenty years of age was in
Spain. The Duc d'Infantado was President of the Spanish Ministry at the
time. The Duke of Wellington was there too, and great banquets were
being given. The _Duc_ had more than once visited Lord John's home and
enjoyed its hospitality, but he neglected to invite Lord John to any of
his banquets; and this is the cutting comment which the youthful future
statesman recorded in his diary: "The Infantado, notwithstanding the
champagne and burgundy he got at Woburn, has not asked me. Shabby
fellow! It is clear he is unfit for the government of a great kingdom."

[The Dargan Saloon: saloon.jpg]

In the creature comforts provided at Ballinasloe the working staff was
not forgotten. Adjacent to the station was a large room in which meals
were provided for the men, and another large room was furnished as a
dormitory. Two long sleeping carriages had also been built for the
accommodation of drivers, guards and firemen, which were used also for
other fairs as well as that of Ballinasloe.

Ballinasloe was new to me, and I felt not a little anxious concerning the
working of the fair traffic, which I knew was no child's play, and which
I was told was often attended with serious delays. Early on Tuesday
morning I was awakened, long before daylight, by the whistling of
engines, the shunting of wagons and the shouting of men. My friend Atock
and I rose early, went along to the loading banks where we found the work
in full swing and one special train loaded with sheep ready to start. The
entraining of sheep, not so difficult or so noisy a business as the
loading of cattle, is attended with much less beating of the animals and
with fewer curses; but there was noise enough, and I can, in fancy, hear
it ringing in my ears now. Throughout the day I was besieged by
grumbling and discontented customers: want of wagons, unfair
distribution, favouritism, delays, were the burden of their complaints,
and I had to admit that in the working of the Ballinasloe fair traffic
all was not perfect. The rolling stock was insufficient; trains after a
journey to Meath or Dublin with stock had to return to Ballinasloe to be
loaded again, which was productive of much delay; and what added to the
trouble was that everyone seemed to have a hand in the management of the
business. It gave me much to think about. Before the next year's fair I
had the whole arrangements well thrashed out, and when the eventful week
arrived, placed the working of the traffic under the sole control of my
principal outside men, with excellent results. In the course of a year
or two the directors opened the purse strings and considerably increased
the engine and wagon stock of the company which helped further, and by
that time I had in charge an official, of whose energy and ability it is
impossible to speak too highly, Thomas Elliott, then a promising young
assistant, now the competent Traffic Manager of the railway. Under his
management the work at Ballinasloe has for many years been conducted with
clock-work regularity.

In 1891 there were 25,000 sheep at the fair, 10,000 cattle and 1,500
horses, and the company ran 43 special trains loaded with stock. The
sheep fair is held in Garbally Park, on the estate of Lord Clancarty, and
the counting of the sheep through a certain narrow _gap_, and the
rapidity and accuracy with which it is done, is a sight to witness.

The hospitality part of the business was attended with the success it
deserved, and helped to smooth the difficulties of the situation. I
remember well our dinner on the Tuesday night. On the Monday we dined
alone, directors and officers only, but on Tuesday the week's hospitality
began. That night our table was graced with five or six guests, one
being Robert Martin, of Ross, a famous wit and _raconteur_, and the
author of _Killaloe_. It was a delightful party, for your Galway
gentleman is a genial fellow, who likes a good dinner, and a good story
which he tells to perfection. Sir Ralph never took the head of the
table, liking best a less prominent seat; but his seat, wherever he chose
to sit, always seemed to be to the central place. Never lacking natural
dignity, he was not punctilious in mere matters of form. Secure in his
authority, to its outward semblance he was rather indifferent. Another
delightful guest was Sir George (then Mr.) Morris, brother of the late
Lord Morris, the distinguished judge. Until a few months previously, Mr.
Morris had been a director of the company, but had resigned upon his
appointment to the position of Vice-President of the Irish Local
Government Board. He, too, was a Galway man, big, handsome, with a fine
flowing beard, a fund of humour, and the most genial disposition
imaginable. His anecdotes were ever welcome, and the smallest incident,
embellished by his wit and fancy, and told in his rich brogue, which he
loved, were always sufficient to adorn a tale. He was rare company, and
though, perhaps, he could not, like Swift, have written eloquently on a
broomstick, he could always talk delightfully on any subject he chose.

Whilst Sir Ralph remained chairman of the company, which he did until the
year 1904, the directors annual stay at Ballinasloe and its attendant
hospitality continued. He was not likely to give up a good old custom.
But time inevitably brings changes; for some years now the old
hospitality has ceased, the rooms at Ballinasloe are turned into house
accommodation for one or two of the staff, and the great fair is worked
with no more ado than a hundred other fairs on the line. Not many
complaints are made now, for delays and disappointments are things of the
past. Yet, I dare say there are some who, still attending the fair, look
back with regret on the disappearance of the good old days.

Ballinasloe station is on the main line to Galway, 34 miles distant from
the "City of the Tribes." Galway is the principal western terminus of
the Midland railway. It was once a famous city, but its glory has gone.
In 1831 its population was 33,000; to-day it is 13,000! Then, measured
by inhabitants, it was the fifth town in Ireland; now it is the eighth.
Then it had a large trade with Spain and France, and was a place of note
for general trade and commerce; now its harbour is almost idle, and its
warehouses and stores nearly empty. Many of its stately old houses have
disappeared, and those that remain are mostly now tenements of the poor.
Not so very long ago Galway had a trans-Atlantic steamship service, and
when the railway was opened in 1851, there was opened also a fine hotel
adjoining the station, which the company had built, chiefly for trans-
Atlantic business, at a cost of 30,000 pounds. It may be that better
times are in store. Some day great harbour works will adorn the bay of
Galway, from which fine steamers, forming part of an Imperial route to
our Dominions and beyond, shall sail, and shorten the Atlantic voyage. A
tunnel too, _uniting_ Great Britain and Ireland, may be made, which all
will agree, is "a consummation devoutly to be wished."

Galway is the gateway to Connemara, and Connemara is one of the best
places under the sun for a healthy and enjoyable holiday. To be sure the
sun does not always shine when expected, but he is seen much oftener than
is generally believed. Of course, it sometimes rains, but the rain never
lasts long, for no place has such quick and surprising climatic changes
as the west of Ireland or such enchanting atmospheric effects. I soon
became enamoured of Connemara, and for several years, in whatever time I
could call my own, explored its mountain roads and valleys, sometimes on
horseback, sometimes afoot, and sometimes on bicycle or outside car. The
construction of our "Balfour" extension line from Galway to Clifden,
begun in 1891 and finished in 1895, often called me on business to the
wilds it penetrated, and gladly I always answered the call. Sometimes on
these excursions one had to rough it a little, for hotel accommodation
was scarce and scanty in some of the districts, but in one's early
forties such trifles scarcely count.

As soon as I took up office at Broadstone, Sir Ralph informed me I was to
be chairman of the Midland Great Western Benefit Society, which was
partly a sick fund, partly a pension fund and applied to all the wages
staff. It was managed by a committee of twelve, half of whom were
appointed by the directors and half by the employees. Gladly I undertook
a post which would bring me into close touch with the men. I made a
point of never, if I could help it, being absent from a committee
meeting; nor, more particularly, from the annual general meeting of the
society when I had to give an address. It was always to me a pleasure to
meet the men, to learn their views, and to help them as far as I could.
This they soon discovered, and I had the satisfaction of knowing that I
was liked and trusted. Early in life I had learned to sympathise with
the wants and wishes of others, and sympathy I found increased one's
power of usefulness. By sympathy I do not mean agreeing always with the
men and their views, and I never hesitated to strongly express to them my
own convictions, and rarely it was that they ever in the least resented
the plainest speaking. I believe if the responsible leaders of labour
would follow a similar course, it would be better for themselves, for the
men they lead, and for the world at large. The deputy-chairman of the
society was Michael O'Neill, the audit accountant of the company, and if
ever a plain-spoken man, blunt and direct of speech existed, it was he.
Every word he spoke had the ring of honest sincerity. To the men he
spoke more plainly even than I, and him they never resented. I think
their trust in him exceeded their trust in me. True he was Irish and I
was not, and then they had known him much longer than me; and so, small
blame to them, said I. One good thing for the society I managed to do. I
induced the directors to treble the company's annual contribution to its
funds, a substantial benefit, of course, to the men. I remained chairman
of the society, and Michael O'Neill its deputy chairman till 1912, when
the National Insurance Act came into operation. Then, by a resolution of
a majority of its members, it was wound up, to the regret, however, of
many of them, who preferred their own old institution which they knew so
well, and in the management of which they had a voice, to what some of
them styled "a new-fangled thing."

The occasions on which I have met, for the first time, men eminent in the
railway world, and for whom I have had great admiration, have always left
upon me very clear impressions, and this was particularly so in the case
of Sir George Findlay, the General Manager of the London and
North-Western Railway. He was not, however, Sir George when I met him
first, but plain Mr. Findlay. It was in the year 1891, the occasion
being one of the periodical visits to Ireland of the London and North-
Western chairman, directors, and principal officers. They gave a dinner
at their hotel in Dublin to which, with other Irish railway
representatives, I was invited. My seat at dinner was next to Mr.
Findlay, and I had much conversation with him. Then in his sixty-third
year, he was, perhaps, interested in a young Englishman, 21 years his
junior, who had not long begun his career as a railway manager, and who
showed some eagerness in, and, perhaps, a little knowledge of, railway
affairs.

I remember well the impression he made upon me. I felt I was in the
presence of a strong, natural man, gifted with great discernment and
ability but full also of human kindness. His face was one which
expressed that goodness which the consciousness of power imparts to
strong natures. He was a notable as well as what is called "a self-made"
man, a fact of which he never boasted but I think was a little proud. He
commenced work at the early age of fourteen as a mason--a boy help he
could only have been--and continued a mason for several years. He was
employed in the building of the new Houses of Parliament and much of the
stone work and delicate tracery of the great window at the east end of
Westminster Hall is the work of his hands. In his twenty-third year he
became manager of the Shrewsbury and Ludlow Railway--probably the
youngest railway manager recorded. Ten years later the Shrewsbury
railway was acquired by the London and North-Western company, and
Findlay, to use his own words, "was taken over with the rest of the
rolling stock." This was how his London and North-Western railway career
began. He was a tall, portly man of fine presence, distinguished by a
large measure of strong, plain, homely commonsense, an absence of
prejudice, a great calmness of judgment, and a fearless frankness of
speech. His sense of honour was very high, and he impressed upon the
service of which he was the executive head that the word of the London
and North-Western Railway must always be its bond. "Be slow to promise
and quick to perform," was his guiding precept. A born organiser and
administrator, he knew how to select his men. Before Parliamentary
Committees he was the best of witnesses, always cool and resourceful,
with great command of temper, full of knowledge, and blest with a ready
wit. His services as witness and expert adviser were in great request by
railway companies. At the long Board of Trade Inquiry in connection with
the _Railway and Canal Traffic Act_ and Railway Rates and Charges, in
1889, he was the principal railway witness and was under examination and
cross-examination for eight consecutive days. He had a real love for
Ireland, was partly Irish himself, his father being Scotch and his mother
Irish--a fine blend. Fishing was his chief recreation and this often
brought him to the lakes and rivers of Ireland. He asked, was I the son
of William Tatlow of the Midland Railway, whom he had met a good many
years before on some coal rates question? On my saying, Yes, he was
pleased to know that I belonged to a railway family; and said what a fine
service the great railway service was, how absorbing the work and what
scope it afforded for ambition and ability. He asked about my railway
experience, was amused at my reason for leaving Derby and the Midland,
and interested at hearing of my work with Mr. Wainwright, whom he had
known and esteemed. He was sure I had learned nothing but good from him.
I was able, and very glad, of course, to tell Mr. Findlay with what
interest Bailey and I had listened for several days to his evidence at
Westminster Hall at the Railway Rates Inquiry, and how much we had
profited by it. This led to some talk on the great rates question, of
which he was a master. I felt he was just a bit surprised to find that I
was rather well informed upon it, which made me not a little proud.
Altogether it was a memorable night, and left me with a feeling of
elation such as I had experienced in the meetings I had in Glasgow some
years before with Mr. John Burns and Mr. John Walker. How little I
thought then, that in less than two years I should follow Mr. Findlay's
remains to the grave.

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