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Midland Red Early Days

Your first picture shows one of the first era of motor buses that the forerunner of Midland Red operated, alongside the more usual horse bus of the day. I suspect that the first motorised operations were in place of individual horse buses, running on their schedules as the speeds were easy to keep to and possibly the same conductors were used. The third picture of Five Ways Edgbaston seems to be all horse buses, but the second, of the Kings Head, Hagley Road is of great interest to me as it is in the area I spent my first 17 years. Once again the motor buses are of the first generation, they look like the 1904 Milnes-Daimlers as mentioned above but the card does not enlarge well enough to get more detail.
I don't think you would get away with parking and refuelling (note the silver coloured petrol tins) buses on the wrong side of that piece of road today, even though it was widened (and the Chamberlain-style clock removed) in the 1960s.

Thylacine: Yes Brunswick St was South Wales Transport. Now it's housing.
 
Fascinating Pictures!

Astonite, thanks for the pictures of classic "Midland Red" locations (complete with buses!) of the Edwardian era. Pictures like those are always very welcome on this thread. And thanks, Lloyd, for the illuminating notes (and the modern view of Hagley Rd). It is interesting that the "Kings Head" postcard has been coloured, perhaps about the time it was taken. It might be our first information about the livery carried by the 1904 Milnes-Daimler motor buses, which appears to be deep red or even chocolate brown. Those petrol tins were well-spotted, Lloyd, and just add to the public transport interest of the picture. It is also good to see the "Kings Head" in all its glory (so often merely a name on a destination board!).

[Incidentally, I lost access to the Forum last night for a few hours (early morning your time). Perhaps the site was at the depot for an overhaul! ;)]
 
I'm a bit slow to notice these things, but congratulations, Lloyd, on graduating from Master Brummie to Grandmaster Brummie! When this happens, ALL your posts get the new title, so it's difficult to trace exactly when it occurred (I suspect it was when your post count reached the astounding level of 3,000). There's a strange satisfaction to be found in rising through the ranks of the Worshipful Company of Birmingham History Forumists.
 
Astonite - I love the pic of Harborne High St with the Horse Bus heading to Junction Pub (both) of which I spent some considerable time in my formative Period. I may well share it on the Harborne thread as it is a cracker along with the King's Head (first [illegal] drink) and maybe start the discussion about whether it is in Harborne or Bearwood! Thanks to Lloyd and Thylacine for sharing their expert skills too
 
Aidan do you remember the clock that stood outside the Kings Head i wonder what happened to it. Dek
 
Re: Kings Head, Hagley Rd.

Aidan said:
I may well share it on the Harborne thread as it is a cracker along with the King's Head (first [illegal] drink) and maybe start the discussion about whether it is in Harborne or Bearwood!
Click to expand...

Funny, I was thinking earlier as I studied the Kings Head photo that the City and Warwickshire county boundary was there at the time (what is now Hagley Road West was then Beech Lanes), and that Bearwood to the left was in Worcestershire, and part of Kings Norton registration district. The next main road junction along Bearwood Road was Sandon Rd, at which point Smethwick (Staffordshire) began - the westbound continuation of Sandon Road being Three Shires Oak Road, the 'three shires' being Warwickshire, Worcestershire and Staffordshire.
 
Thylacine said:
congratulations, Lloyd, on graduating from Master Brummie to Grandmaster Brummie!
Click to expand...

Thank you! (I hadn't noticed !!!)
I do so enjoy learning, adding to and passing on my knowledge in this manner, with such a friendly bunch of folk - the 'creme de la creme' of history forums!
 
As I have just turned a proud "Journeyman" (as many of my family before me) 1) congrats to Lloyd and his grandmasterfulness 2) I think the King Head area is a very interesting area on the boundaries (Smethwick was once part of Harborne - Civil Parish I think on early census) 3) The clock was removed before or during my formative period so I don't remember what happened to it or the horse trough (I guess for the poor horses of the horse buses) in front of the Junction 4) Better return to Midland Red topics soonest!
 
Re: Kings Head, Hagley Rd.

Congratulations Aidan on your promotion too!
I do remember the clock, latterly not working but with 'Ansells' adverts painted on the face. I did hear where it went (somewhere in the city) but cannot now remember where!
 
1905 Wolseley at the "Kings Head"?

I've been looking very hard at the "Kings Head" tinted postcard picture, and I suspect that the bus with the petrol tins is one of the 1905 Wolseley 20 hp double-deckers (registered O1281 or O1282). If so then this is a very rare picture indeed. My reasons:

1. Compare with the picture of O1281 in Midland Red Volume 1 (page 17 top left): windows, upper deck panels, destination board (Harborne).
2. The front wheels are much smaller than the back wheels.
3. The livery (said by Peter Hardy to be "chocolate").

The other bus appears to be in the same livery, and could be the other Wolseley. If only we were a little closer! :rolleyes:
 
Re: 1905 Wolseley at the "Kings Head"?

I don't know if this has been on before, it's the Midland Red Garage in Tamworth, can't quite make out the date, is it 1922? The garage is still operational today,albeit sadly,run by Arriva.View attachment 51048
 
Astonite, that fascinating picture of staff and fleet at Midland Red Tamworth depot (Watling St, Twogates) in 1922 has certainly been discussed on this thread before (here), but I don't think it has been shown. It was taken just four years after Midland Red took it over from North Warwickshire Motor Omnibus and Traction Co Ltd. It wasn't actually this depot that ended up with Arriva, but the newer Aldergate depot (opended on 3 August 1928). The Twogates premises later became the manufacturing plant for the "Reliant" three-wheeler.

Aidan, thanks for that snippet of information from the years of Midland Red's "decline and fall".
 
More on the 1905 Wolseley Motor Bus.

2010-06-05 05:41:34

The possible appearance of a Midland Red 1905 Wolseley bus in the "Kings Head" picture prompts me to post a description of this remarkable Birmingham-built vehicle (from The Tramway and Railway World of 9 March 1905; sadly the pictures and diagrams are missing from the e-book article :():

Wolseley Omnibus.

The Wolseley Tool and Motor Car Company, Limited, Adderley Park, Birmingham, exhibited a Great Western Railway omnibus at the show. The accompanying illustrations display many of the details of the vehicles which the Company are constructing for road work; their rail motor cars have previously been described in our pages. Their 20 hp two-ton chassis is designed to meet demand for a vehicle of substantial construction having a very large carrying capacity. The horizontal position of the motor enables the dashboard to be carried very far forward, thus rendering a large portion of the chassis available for body space. The maximum allowable load is three tons. The frame which is composed of steel channels is 3 ft 10 in wide. The length from the dashboard to the end of the frame is 16 ft 6 in, but the body can conveniently overhang the frame by 18 in, thus allowing a body of 18 ft long overall. The overhang of frame behind the rear axle is 4 ft 6 in. The height of the top of the frame from the ground is 31 in. The wheel-base is 12 ft, and the track is 6 ft 2 in, the overall width coming inside the 7 ft 2 in limit. The total length of the chassis is 18 ft 6 in, and the weight about 48 cwt.

The wheels are of artillery pattern with metal hubs. The front wheels are 34 in diameter, fitted with single solid rubber tyres, and the back 42 in diameter, with steel tyres. The back wheels, however, may be fitted with either single or twin solid rubber tyres.

 The engine is of the standard "Wolseley" type having two horizontal cylinders, 6 in bore by 7 in stroke, developing 20 bhp at 600 revs per minute. Half compression cams are fitted to ease starting. The drive to the gearbox is through a "Renold" silent chain.

 The gearing is enclosed in a dust-tight case, and runs in grease. The gears are of the sliding type, and give four forward speeds of 2.5, 5, 8, and 13 miles per hour respectively, with the engine running at normal speed, and one reverse gear of 5 miles per hour. All the changes are made with one lever. The drive to the road wheels is from the ends of the differential shafts in the gear box, by roller chains, one to each rear road wheel.

The vehicle is provided with three independent sets of brakes. They are all metal to metal of the block type, and act equally well in both directions. The pedal brake operates on a water-cooled drum on the high-speed counter-shaft of the gear box. The side lever brake is equalised, and acts on two drums attached to the sprockets on the gear box. The emergency brake is operated by a lever in front of the driver, and acts on the inside of drums on the sprockets of the road wheels. This brake is also equalised.

 No governor is fitted, but the engine is controlled by a hand throttle. The ignition is electric high tension and is timed by a lever on the control column.

The rear axle is formed of a weldless steel tube, while the front axle is forged in one piece. The steering is irreversible, being operated from the inclined pillar through worm and wheel.

The radiator is fan cooled, an efficient silencer for the exhaust is fitted, and a sufficient supply of water is carried for cooling the engine. The petrol tank has a capacity of 10 gallons, which is sufficient for a run of about 60 miles with full load.

As a result of the design thus briefly outlined, the following advantages are claimed.

The employment of a horizontal motor, as it is placed below the level of the frame, permits the whole upper part of the chassis being utilized, and thereby provides a large carrying capacity without necessitating the use of an abnormally long wheel-base, as in the case of vehicles fitted with motors of the vertical type.

The connecting of the gear box with the motor by means of a Renold's chain is a very necessary feature in vehicles of this type, as it makes a flexible connection between the two, and any strains which may be set up in the main frame cannot affect the transmission. The gear box is suspended from three points, and the transmission from it to the road wheels, being by means of roller chains, permits the employment of very flexible springs, as any movement of the axle cannot affect the drive. Any one of the three independent brakes fitted can be applied instantaneously, and each is made powerful enough to hold the vehicle on a very steep gradient. These brakes are of the metal to metal type, and act in either direction, ensuring perfect control over the vehicle.

Another special feature is the pressed steel frame, which is not only much stronger than the ordinary frame, but also permits of a considerable saving of weight. These are the largest pressed steel frames which have as yet been used in the manufacture of motor vehicles.

A very large margin of safety has been allowed in the construction of the wheels. They are made of thoroughly well-seasoned timber, fitted with iron tyres for goods transport, and solid rubber tyres in the case of passenger vehicles.

The motor being situated behind the front axle has made it possible to arrange the steering-gear in such a manner that it is very easy to manipulate.

In all details of these vehicles the high standard of Wolseley practice and workmanship has been maintained, and all important bearings are ground to ensure smooth running. Gravity lubrication is employed on the well-known "Wolseley" system, which has been so satisfactory in the pleasure cars turned out by this company.

[Birmingham Motor Express Co Ltd is said by Peter Hardy to have purchased two of these pioneering buses (registered O1281 and O1282) in February 1905, and they passed to Midland Red ownership on 21 July of that year. The forward-control underfloor-engine design permitted a passenger capacity of 36 as compared with 30 to 34 for the other double-deckers of the time. Despite the enthusiastic account in The Tramway and Railway World, they had very short working lives in Birmingham: O1281 was withdrawn from service by the end of 1906. O1282 is hardly mentioned in the records – Midland Red Volume 1 casts some doubt on its very existence or at least ownership.]
 
"Midland Red at Digbeth" Advertisement.

I have just been re-reading the excellent Midland Red at Digbeth thread (highly recommended to all our readers!). How fortunate we are to have access to the memories, anecdotes and pictures of so many former Midland Red staff. When I was ten I wanted to be an engine driver, but soon afterwards I discovered Midland Red buses and then wanted to be a bus driver! Sadly I turned out to be good at maths and science, so bus driving wasn't permitted!?!?! ;)

[Some of the pictures on the Digbeth thread have disappeared; is that because of copyright considerations?]
 
A number of photos disappeared from several threads at the time the site was updated - I've managed to reinstate some of mine, but not all.
 
Jim Squires of Barrow-upon-Soar.

2010-06-06 06:35:21

Midland Red purchased numerous bus services and businesses over the years, but by far the busiest decade for take-overs was the 1930s, when 198 such transactions occurred. This compares to 32 take-overs in the 1920s, the second busiest decade. Most of the bus operators taken over are mere names to us now, but occasionally we can discover a story behind the name. One of these was Leicestershire bus operator James Squires, whose bus service was purchased by Midland Red on 25 November 1935 (no buses were taken over). Midland Red sold the ex-Squires Sileby - Loughborough service on to Trent Motor Traction Co Ltd on 2 January 1938.

Jim Squires, of 39 South Street, Barrow-upon-Soar, Leicestershire, was operating a Daimler charabanc named "Red Rose" (registered NR688) by the 1920s. By the time he sold his bus business to Midland Red, he was operating a service between Sileby and Loughborough. He was also proprietor of Squires Haulage Contractors, which survived until nationalization in 1948.

The first picture is of a Squires family outing to Skegness in about 1930. Standing (left to right) are Jim Squires; Jim's brother Henry Squires (holding Jim's young son Harry Squires); Ethel Squires; Sophia Squires. In front (left to right) are Joan Squires and Dorothy Squires. Harry Squires (born 1929) emigrated to Canada in 1957.

The second picture is of "Red Rose" outside the "Ram" Inn (The Rushes, Loughborough) in the 1920s. The driver is believed to be Jim's brother Steve Squires.

The third picture is of Jim Squires with one of his lorries, which is decorated ready to transport the beauty queen in a pre World War 2 fancy dress parade.

[Sources: Peter Hardy's BMMO Volume 1; Barrow Voice; Leicestershire Villages.]
 
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Lovely bit of history, Thylacine. I think the saloon bus in pic 1 is an AJS (better known for their motorbikes) 'Pilot', here's an advert for the chassis. Shame Jim is standing blocking a better view of the radiator!

More on Wolverhampton-built AJS buses here.
 
Thanks Lloyd. An AJS Commodore perhaps? (You're very good at identifying buses!) That Wolverhampton Museum of Industry website is excellent (I wish we had something like it for Birmingham).

The Daimler chara is a handsome vehicle too.
 
Going by the fact that the radiator is over the front axle, rather than well in front of it, I thought the Pilot - but without the fancy bumpers (which were probably an accessory at extra cost anyway!). There again, it could be a Star 'Flyer'. Or something else. I'm not that good when the radiator is blocked!
 
History of Midland Red Industrial Relations.

I would like to learn more about Midland Red's industrial relations over the years (especially during the early years). This is a subject about which I am quite ignorant, and on which I have been unable to discover much information. What was Midland Red's attitude to unions, and how seriously were industrial relations handled? How was union membership organized? Did each depot have its own branch? Were drivers, conductors, mechanics, vehicle builders, cleaners, etc in separate unions, or was everyone covered by the TGWU? To what extent were staff unionized?

What is the history of industrial action within Midland Red? What happened during the General Strike of 1926 (when I've read that "not a bus or tram ran in Birmingham"). What happened after the collapse of the General Strike?

Excuse my ignorance and curiosity. I don't intend to start a controversy (except in the interests of history! ;)). But it seems to me that this would be a very interesting and significant (and hitherto unrecorded) chapter of Midland Red history. I'm hoping that former Midland Red staff on the Forum can enlighten us.
 
I was T&GWU convenor for Birmingham (Digbeth - although actually being run from the Edgbaston St Bus Station at the time) for five years c1987-92. When I joined the company in 1973 it was a 'closed shop' (you had to be in the union) but later this was made illegal, still most joined or stayed in.
In the early days of unionisation it was tolerated, and the company even provided small 'cabins' for the union collector to stand in and collect the weekly fees from members - later (in my time) there was office space available.
I found it an interesting position, having authority equal to the depot manager but without most of the ensuing responsibility, and found the task of helping others (not always with work-related problems, either!) fascinating and satisfying. One day I should write my memoirs on it!!
 
Thanks indeed Lloyd for those remarks. Very interesting. I would encourage you to write a memoir of your union days; it doesn't have to be very long (unless of course you feel inspired!), but I would be very grateful if you would post something about your experiences. I'm sure many of "our readers" (almost 8,000 views now!) would also be interested. :)

I have some information somewhere on the very early (19th century) tramway and bus unions. They were much needed, as pay was meagre, working hours long and conditions horrendous. The unions were strong in London and Manchester, but I don't know much about the Midlands. Any information is welcome. I'll develop a post from what little I have.
 
The Evolution of Public Transport Unions 1848-1922.

2010-06-08 17:33:45

[This post has turned out to be much longer than I expected, for which I apologize. It is derived from numerous internet sources, which I will document when I have rediscovered them! Birmingham gets only a brief mention, I’m afraid. This is largely because of a shortage of known facts: if anyone has local information please let us know. As usual corrections, additions and comments are welcome. :)]

 Unions generally grew out of "friendly societies", and this is true of public transport unions. The Metropolitan Omnibus Servants Provident Society (MOSPS, 4 Portman Place, Edgware Road, London) was established in 1848 for the benefit of about 10,000 London "omnibus men" (drivers, conductors, timekeepers and clerks). The purpose of MOSPS was "to assist the disabled and infirm, their widows and orphans; to found an asylum for the aged and feeble; to establish a school for the children of members; and to adopt measures by which members may be enabled to improve themselves mentally, morally and religiously." The subscription was sixpence a week, and the officers were: president James Wyld MP; treasurer S Pierce (possibly omnibus proprietor Samuel Pearce); honorary secretary R Morgan; manager J Scully. MOSPS survived until at least 1853, when the consulting medical officer was W B Parks MD.

The early 1850s was a period when wealthy "do gooders" sought to improve the lot of the "poor working man", especially with a view to saving his soul. John Garwood (died 1889) was the author of The Million-Peopled City: or, Half of the People of London Made Known to the Other Half (London: Wertheim and Macintosh, 1853). This work gave a graphic account of the appalling working conditions for busmen at this time. The London bus workforce in 1851 comprised some 2,000 drivers, 2,000 conductors, 350 watermen, 2,000 supernumeraries or "odd hands" (who were on call to drive or conduct occasionally when the permanent staff were unavailable) and 3,000 horsekeepers. Working hours averaged 16 hours a day, seven days a week, with very short breaks for meals and rest. You could only take a day off if you paid for an "odd hand" to substitute. Dismissal could come at a moment's notice, and employers did not have to give a reason. The cost of damage to vehicles was deducted from the driver's wages. Family life was all but impossible: the married men would say: "We never see our children except to look at them in bed". By contrast, horses were quite well looked after. They were changed after three hours work, and were well housed, fed, and otherwise cared for.

And the reward for this slave-labour? Drivers received an average of 34 shillings a week, conductors 28 shillings and timekeepers 21 shillings. Other staff earned piece-work wages of about 18 shillings a week. The "odd hands", with absolutely no security of employment or income, were often one step removed from the bread line or the workhouse.

 In these circumstances, it is hardly surprising that busmen should become unionized. What is surprising is that it took so long. As late as 1877, we read of William Parragreen ("Cast Iron Billy", born Cambridgeshire c 1813), a bus driver for 43 years, who was forced to retire due to ill-health. After a lifetime of hard work for his employers (latterly the London General Omnibus Co Ltd), he had been unable to accumulate any savings and faced a bleak retirement. He said: "I'm too old to look ahead. There's the workus [workhouse] on one side; it's not pleasant, and who knows? On t'other, perhaps some sporting gent wanting me to keep his gate. I might do that; you see I could sit in front fourteen hour out o' the twenty-four, always 'andy." At this time working hours averaged fourteen hours a day, and wages hadn't improved much since the 1850s. Here is a picture of poor Cast Iron Billy (he's on the left with top hat and whip). [Note added: the 1881 census records Billy as a resident of a Paddington "workus" (thanks Lloyd for this sad fact).]

In 1889, the Manchester Carriage and Tramways Co announced plans to offer a reward to members of the public who informed on staff who dared to supplement their meagre wages from company revenue. This was "the straw that broke the camel's back", and led to the formation of the Northern Counties Amalgamated Association of Tramway and Hackney Carriage Employees (NCAATHCE), the first of the "modern" public transport unions. Before long 400 members had signed up. By 1892 membership extended to Nottingham, Sheffield and Burnley, and George Thomas Jackson was employed as full-time secretary on a salary of 24 shillings a week. In 1893 NCAATHCE was renamed to the Northern Counties Amalgamated Association of Tramway and Hackney Carriage Employees and Horsemen in General (NCAATHCEHG), surely one of longest names in the history of the union movement! Many smaller unions (from as far afield as Edinburgh and Belfast) were absorbed in the 1890s.

London bus and tramway employees were not far behind. In 1889 barrister Thomas Sutherst and George Shipton (secretary of the London Trades Council) organized some 3,000 workers into the London County Tramway and Omnibus Employees Trade Union (LCTOETU). At this time the London General Omnibus Co Ltd (LGO) was a notoriously bad employer. Employees could be sacked for "the slightest cause of complaint", and crews were expected to contribute to a fund to cover accidents, repairs and fines levied for "misdemeanours". Drivers earned seven shillings and conductors four shillings and sixpence for a fourteen to sixteen hour day with as little as ten minutes for meal breaks. On 1 May 1891 LGO introduced the roll ticket check system (already used by the London Road Car Co Ltd). This provoked the conductors who had been accustomed to keep a percentage of fares to supplement their wages. On 6 June 1891 at Fulham town hall 3,000 bus and tram workers met to discuss their grievances, under the leadership of LCTOETU. "Great excitement prevailed during the whole meeting and speakers were frequently interrupted with snatches of song." LCTOETU formulated a list of demands which included: a twelve hour day; one clear day off every fortnight; a week's notice of dismissal; abolition of stoppages for accidents; a daily wage of eight shillings for drivers, six shillings for conductors and five shillings for horse keepers and washers.

At midnight on 7 June 1891 the first London public transport strike began. Striking LGO employees were soon joined by those of the London Road Car Co Ltd (LRC), who also demanded a twelve hour day. It is interesting to note that Thomas Tilling employees did not join the strike, because LCTOETU claims had already been agreed to. The majority of bus and tram crews supported the strike, and those who tried to work were unable to because of "angry mobs" of strikers. Tirelessly led by Sutherst and Shipton (and by Mrs Reaney in the East End), the committee raised £1,000 for the strike fund. The so-called "pirates" (bus operators who competed unscrupulously with the well-established companies) were allowed to operate, and contributed to the strike fund (a smart tactic!). A group of strikers established the London Co-operative Omnibus Co, and purchased a bus, to the front of which they attached a broom as a sign of their determination to "sweep away" LGO and LRC. The companies were forced to negotiate in earnest, and when the strike was called off (on 13 June), the union had gone some way to achieving their log of claims: twelve hour day, seven shillings and sixpence a day for drivers, five shillings for conductors and five shillings and sixpence for horse keepers and washers. Some LCTOETU activists were victimized and not re-employed (despite the efforts of such worthies as the Lord Mayor).

Having proved their worth, public transport unions were here to stay. In 1902 the Manchester-based NCAATHCEHG shortened its name to the relatively snappy Tramway, Hackney Carriage Employees and Horsemens Association, which the following year became the Amalgamated Association of Tramway and Vehicle Workers (AATVW). Membership by this time had surpassed 10,000. By the end of 1905, AATVW (still led by George Jackson) had over seventy branches throughout Great Britain, including eight in London, six in Manchester, and the following Midlands branches: Birmingham (secretary A G Jones of 9 Upper Dean St); Burton-on-Trent (J J Clark of 88 Ash St); Leicester (George Sawbridge of 57 Berners St); Nottingham (J E Pendleton of 25 Highbury Avenue, Bulwell); Stoke-on-Trent (J Heath of 5 Adams St, May Bank); Wolverhampton (Charles Everett of 15 St Mark St). In 1910 AATVW absorbed the smaller London Tramways Employees Association, for a total membership of over 17,000. AATVW was known as the Blue Button Union from the colour of its badge.

In 1913 the London and Provincial Union of Licensed Vehicle Workers (LPULVW) was established by merging the Bus Tram and Motor Workers Union with the London Cab Drivers Trade Union (established 1894). LPULVW was known as the Red Button Union both for the colour of its badge and for its politics (which supported nationalization, syndicalism and the Russian revolution). In 1919 AATVW and LPULVW merged their red and blue buttons to become the United Vehicle Workers (UVW), whose membership included tramway workers (horse, steam, cable and electric), cab and bus drivers, conductors, chauffeurs, horsekeepers, carters, lurrymen, farriers, washers and cleaners. Finally on 1 January 1922, UVW was one of fourteen unions which merged to become the new Transport and General Workers Union.
 
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Sorry folks that last post was well off topic (not a Midland Red in sight!). I'm hoping that the historical background will prompt some memories or anecdotes about the Midland Red situation. For example, there's a video somewhere of a Midland Red bus strike in the 1960s (?). But really I'm more interested in the "early years", especially the General Strike of 1926. Here's hoping! :rolleyes:
 
Can't go back as far as 1926 but I do remember a series of Saturday strikes at Digbeth in the early 1960's when the company offered a wage increase of £1 a week in reply to a union demand of 30 shillings (£1/10/- or £1-50p in todays funny money). The union advised us to strike but weekly wages being so low then, it was agreed the strike would be one day a week only to minimise loss of earnings and Saturday was considered a day that would be effective against the company without unduly alienating weekday passengers. However, after three Saturdays support for the strike was dwindling and the union said they would accept the company offer of £1 whereupon the company said the offer was now 17/6 (half a penny under 78p today) This was accepted on our behalf so we gave up the strike for half a crown less than the company's original offer which didn't do much for the local T&G union's prestige at the time.
 
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View attachment 51476
Oh Mike, look at that eh. A bit off topic perhaps but I just managed to save my badge from the bin. We de-cluttered all the wifes gear, well we cleaned it all and put it back. Now we are throwing all my stuff out. My Drivers badge has not turnrd up.
 
Mike, thanks for that story on the delicacy (and dangers) of wage negotiations!

Stitcher, lovely to hear from you. Thanks for that splendid picture of your conductor's badge (not off topic at all). Please don't throw it away (or at least throw it towards Wythall!). We had a lot of fun earlier on this thread (posts #88, 110, 114) discussing your "Gupwells charabanc outing" picture.
 
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