"When greyhound or other large dogs are booked by a train..."

I found this interesting instruction in a Caledonian Rule book from 1863. If you would like to know a bit more about the transportation of dogs by rail in the Victorian era, I wrote a whole post on the topic last year. However, there seems to have been very little written on the topic, so I am open to expanding my knowledge on it.

When greyhound or other large dogs are booked by a train, and they can neither be placed in the carriage boots, nor chained in the van, they must be locked in the compartment  of a second or third class Caledonian local carriage, with their attendants and not where there are other passengers. If "booked through," they can be changed at the terminal station.

Waiting Room Weekly Round-Up

Well, it has been another week of hard work, and I am looking forward to sending some semblance of a draft thesis off tomorrow to my supervisor. The PhD is, gladly, getting there.

So here's the round-up:

Monday: Pictures of St. Pancras - 20th and 21st April
Tuesday: Which Railway Employees Suffered the most Accidents in 1888?
Wednesday: PhD Historiography Snippet - Forward Planning by Railway Companies
Thursday: GNR 'Conditions of Admission to the Service' for new clerks- 1856 - Part 1
Friday: 100th 'Waiting Room' Post - Some Favourites
Saturday: GNR 'Conditions of Admission to the Service' for new clerks- 1856 - Part 2

And don't forget my main Turnip Rail post - Defining the Early British Station Master

Lastly, if you haven't already please take a look at the my post from last week on an important project that I am involved it. - All comments welcome! - Archives, Artefacts, Amateurs and Academics - A Conference Report

GNR 'Conditions of Admission to the Service' for new clerks- 1856 - Part 2

On Thursday I presented the first half of the Great Northern Railway's 'Conditions of Admission to the Service' for new clerks from 1856, which I found in a rule book for station masters. While that half dealt principally with wages, the second half was where potential clerks' conditions of service, qualifications and security were discussed, as follows:

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7. A candidate as a Clerk will undergo a strict examination as to his qualifications, in proportion to his age; he will be required to show a good hand-writing, suited for accounts and correspondence, and that he has a competent knowledge of mercantile arithmetic; and he must be in a good state of health.

The candidate must, on attending at the Secretary's office to be examined, produce testimonials of character.

In the case of an Experienced Clerk; and of a Junior Clerk who has been before employed - 

      1. From his last employer.
      2. One from each of two housekeepers of undoubted respectability.

In the case of a Lad Clerk; and of a Junior clerk who has NOT  been before employed -

      1. From the head master of the school at which he has been educated.
      2. One from each of his two housekeepers of undoubted respectability.

The nomination, with particulars of the examination and testimonials, will be submitted to the directors on the candidate appearing before them, and who will decide whether he be qualified and a proper person to be appointed.

The name of a Clerk, on appointment, will be added to a list, from which he will be summoned in turn for duty as a vacancy occurs, provided he has in the meantime, given security; but should he, on being summoned, refuse or neglect to join, his name will be struck out of the list, and he cannot afterwards be re-admitted to the service.

A Clerk must, immediately on appointment, give security to the amount of two years' salary, or in not less that £100, through the medium of one of the undermentioned Guarantee Societies; and he cannot subsequently, under any pretence whatever, be allowed to change from the society first selected, viz:-

The Guarantee Society, 19, Birchin Land City;
The British Guarantee Association, 9, Waterloo Place, Pall Mall;
The Times Life Assurance and Guarantee Company, 32, Ludgate Hill;
The United Guarantee and Life Assurance Company, 36, Old Jewery, City;
The United Service and General Life Assurance and Guarantee Association, 20,                                                   Cockspur Street, Charing Cross

The Railway Company pays the premium in the case of a Clerk whose salary does not exceed 21s. per week with, or 25s. per week without allowances.

100th 'Waiting Room' Post - Some Favourites

I was going to pop up the second part of the entrance requirements for new Great Northern Railway clerks from 1856. However, I then noticed that this would be my 100th 'Waiting Room' post. Therefore, I thought it would be nice to list some of my favourite posts from the site. I have employed no rigorous analysis or criteria to choose the posts, they are just the five I liked the most:

23 January: Saving a Historical Railway Document for the Public
27 January: Thomas Wenham's Little Brown Book (1856 GNR Rule Book)
22 February: "The most desperate efforts to avoid the ladies" - Observing Station Activity (1868)
10 March: Extensive Frauds and Forgeries on the Great Northern Railway Company - 1856
23 March: "Terrible Collision at Hampton Wick" - Interview with the Signalman 

Many thanks to everyone for supporting the 'Waiting Room' over the last few months - it is very appreciated. Also, please remember that if you come across anything that might go well in the waiting room I am always open to submissions.

GNR 'Conditions of Admission to the Service' for new clerks- 1856 - Part 1

As many of you are aware, I have a number of obsessions when it comes to railway history. Clerks are one, and rule books are another (Beer trains are also high on the list - naturally). Therefore, imagine the joy I had when flicking through my Great Northern Railway rule book from 1856, when I came a cross the 'Conditions of Admission to the Service' for all the company's new clerks. Two obsessions satisfied in one place - I couldn't ask for more. The first part of the 'conditions' were related to the clerks' pay, as follows:-

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1.Candidates for employment can join the service only in one of the following classes, viz
           Experienced Clerk Class. - Nominated by the General Manager
           Junior Clerk and Lad Clerk Class -Nominated by the Directors in turn

2. Experienced Clerks. - A candidate as an Experienced Clerk must posses railway experience, or experience in other traffic equivalent thereto.
          The salary not exceeding £80 per annum, is fixed on appointment.

3. Junior Clerks. - A candidate as a Junior Clerk must have attained 18, and must not exceed 23 years of age.
The salary on appointment, and -

For the 1st Year is ...               ...                21s per week
     "      2nd           ...               ...               22s       "
     "      3rd           ...               ...                23s       "
     "      4th           ...               ...                24s       "
     "      5th, and until promoted                   25s       "

If employed in London, but during such employment only, 4s a week are allowed in addition to the salary.

A Junior Clerk is eligible for promotion only on a vacancy occurring, and upon the head of the department in which he has been employed, and the General Manager, recommending him as qualified to fill the same.

4. Lad Clerks. - A candidate as Lad Clerk must have attained 15, and must not exceed 18, years of age.

The salary on appointment, and -


For the 1st Year is ...               ...                10s per week
     "      2nd           ...               ...               11s       "
     "      3rd           ...               ...                13s       "
     "      4th, and until promoted                   16s       "

A Lad clerk is ineligible for promotion to be a Junior Clerk until he is 18 years of age, and then only upon a vacancy occurring, and upon the head of the department in which he has been employed, and the General Manager, recommending him as qualified to fill the same.

5. All Clerks, without reference to their standing in the service, are allowed 4s a week, in addition to their pay, when employed wholly on night duty.

6. Written application at the end of year of service must be made to the directors through the medium of the superintendent of the line, or chief of the department in which the Clerk is engaged, for the authorised increase of salary, and failing such application at the proper time, increased pay will be allowed only from the date of which it is eventually made. This rule applies also to the Police and Porters.


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Part 2 to come on Saturday

PhD Historiography Snippet - Forward Planning by Railway Companies

The Midland Railway's St. Pancras Station

Numerous historians have touched on the lack of accurate forward planning in railway companies’ investment policies in the nineteenth century. Irving argued that in the 1870s the NER’s investment was higher than the line’s traffic demanded and in the 1880s only kept pace with it. Consequently, with traffic increasing rapidly in the late 1880s, investment policies failed by 1888 as network capacity was inadequate.[1] Hodgkins argued that Sir Edward Watkin’s attempted expansion of the small Manchester, Sheffield and Lincolnshire Railway in the1880s added lines that were ‘too much for it to digest’. Ultimately these extensions were expensive failures as they were 'not properly weighed up as investment opportunities.'[2] 

Channon’s study of the Midland Railway’s extension to London in 1869 provided the most detail on what decision-makers knew when formulating a major policies. He argued that those who made the decision, the General Manager and a small group of directors, could not be considered traditional ‘profit maximisers’ as their ‘knowledge of costs revenues, and alternatives was either too rudimentary or too incomplete to form the basis of accurate profit forecasts.’ Indeed, construction costs, especially in London, were particularly hard to predict.[3] Therefore, if Channon's assessment of the knowledge Midland Railway decision-makers' had is applied to the cases above, it suggests that those directing policy within nineteenth century railway companies possessed rudimentary information regarding the cost of, and potential revenues from, their ventures.

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[1] Irving, R.J., The North Eastern Railway Company, (Leicester, 1976)  , p.166

[2] Hodgkins, David, The Second Railway King: The Life and Times of Sir Edward Watkin, (Melton Priory, 2002)  , p.486

[3] Channon, Geoffrey, Railways in Britain and the United States, 1830-1940: Studies in Economic and Business History, (Aldershot, 2001), p.107

Which Railway Employees Suffered the most Accidents in 1888?

Accidents to railway workers were very common in the Victorian period, and most safety legislation was passed to protect the passenger, rather than the employee. A Board of Trade report on accidents in 1888 stated that out of the 346,426 individuals engaged in railway companies' Traffic, Locomotive, Engineering and Stores Departments,  346 were killed and 2,193 were injured. However, different grades of employee were affected to different extents, and the table shows the proportion of individuals in each grade who were victims of an accident (sorted by the proportionate fatality rate):

Clearly, individuals working  with the physical movement of rolling stock, the Brakesmen, Goods Guards and Shunters, suffered the greatest proportion of accidents.  Furthermore, both in terms of fatalities and injuries, station-based staff, such as Ticket Collectors, Station-Masters and Porters, were in the bottom half of the table. Thus, this evidence would suggest strongly (and let us face it, this probably didn't need pointing out) that where you worked on the Victorian railway affected your chance of being in an accident. The closer you were to a 'moving part', putting you at greater risk.