BEGINNING OF SOCIETY

Southland Times, Issue 23947, 13 October 1939, Page 3

BEGINNING OF SOCIETY

Sequel To Driver’s

Death

CONFERENCES WITH MANAGEMENT

It was actually the accidental death of an engine driver in 1886 that brought about the formation of the Amalgamated Society of Railway Servants. The engine driver, James Bracewell, met his death by striking a water tank at a station called Tuakau. It was claimed by the men that this tank was too close to the line and that such accidents could be prevented by an organization to look after the interests of the men. This unfortunate occurrence gave an impetus to the movement. A number of the employees wishing to attend the funeral offered their services free if the department would run a train to bring in those living in the country, and this was granted. After the funeral most of them met informally, and a collection was taken to defray preliminary expenses in the formation of a society. The result of this was that a meeting of all grades of railwaymen was called for Sunday, March 8. 1886. This meeting was held in the Waverley Hotel, adjoining the Auckland station. Mr John Smith was elected chairman, and Mr Christopher Leek secretary , and “the Amalgamated Society of Railway Servants of New Zealand” was formed. In this way an organization was established which was ultimately to become national, and which has been, and still is, a tower of strength and a great influence in representing the claims of railwaymen throughout New Zealand. Rules were drawn up, and these contained provision for a sick benefit society, but the fixing of a scale of fees and benefits was held over, the meeting being of the opinion that every effort should be concentrated on the establishment of the industrial organization first. The membership increased rapidly, notwithstanding considerable opposition. The departmental heads were hostile, and this had some influence in preventing a section of the men from joining, but the enthusiasm of those canvassing fori new members ultimately prevailed. One of the means adopted was to reject and refuse to recognize subscription lists of any kind unless such lists bore the imprint of the society. At a subsequent meeting it was decided that political matters were not to be discussed, but 15 months later this decision was rescinded. Many important things took place about this time, particularly compensation for accidents, and joining up with the Auckland Trades and Labour Council. Grievances were taken to the Trades and Labour Council, and the first step was taken in getting a Railway Appeal Board. On June 17, 1889, Mr W. J Edwards was appointed general secretary and four months later he was instructed to organize branches in the principal railway centres, and £2O was voted towards this purpose. ONE INDUSTRY, ONE UNION The guiding principle of the society was “one industry, one union”—not an association of unions, nor a federation, but one union for New Zealand railwaymen with branches established wherever a specified number of men felt that it could be successfully carried on. It was not long before political action was taking shape. Members of Parliament were being approached to help in getting matters represented to the management, but more frequently to the Minister. But it was not until 1890 when Mr R. J. Seddon became Minister of Public Works that any valuable measure of success was obtained. The maritime strike of that year involved the railwaymen, who were affiliated to the Maritime Council and. strange as it may seem, this strengthened the society’s position politically, although it was industrial action At this time no real attempt through any properly-organized society had been, or was being made by anyone to obtain control of the political machine. However, the means adopted did ultimately obtain recognition for the men’s representatives, with the result that conferences of the men, with representatives of the management, were held at intervals of from one to

three years. This was found to be very unsatisfactory, largely because the society’s conferences were held in various centres as decided by the previous conference. . In 1904 the conference was held, in Wellington, and when the delegation assembled it was found that the representations to the management from the previous conference of 1902, held at Invercargill, had not been replied to. This so incensed the delegates that to call public attention to the manner in which the society’s representatives were being treated, the aid of the Press was invoked, and almost without exception the Press expressed itself in favour of the men. Ultimately, when the departmental replies were received, insult was added to injury, for it was found that out of 102 requests one only was answered favourably, and that was “a shovel free to surfacemen annually.”

REMOVAL TO WELLINGTON Obviously this method of dealing with the society’s requests caused the conference to discuss the desirability of removing the society’s head office from Christchurch to Wellington so that the general secretary and executive could more easily get into touch with the management, and it was finally decided that this should be done. The conference also decided that the executive council should be drawn from places other than the centre where the head office was situated. This was the first step towards a national executive. In 1908 this gave place to a Dominion elected executive by conference. In 1910 the conference adopted a system of departmental representation, and the executive elected at that conference was on a departmental basis in the traffic, locomotive, maintenance and workshops. In 1918 the system was again altered. The election of delegates to the conference was conducted on the proportional representation system, the conference still retaining the right to elect the executive council. This remained in force until 1925 when the present constitution giving the full membership power to vote for the executive council was adopted. The change of head office to Wellington proved eminently satisfactory. Every three months after 1908 the executive personally met the management and discussed its grievances, and the general secretary was constantly in touch with the Railways Department’s head office. Consequently there is no undue delay in getting replies to matters represented. The basis as first established of accepting as members anyone employed in the railway service still obtains.