The road-waggon builders are of a st.u.r.dy type. Many of them are inclined to be old-fashioned and primitive in their methods, and they are solid in character. This is accounted for by the fact that the greater part of the older hands received their initial training in small yards, in little country towns and villages, where they worked among farmers and rustics. The work they did there was necessarily very solid and strong--such as heavy carts and waggons for the farms--and everything had to be done by hand, slowly and laboriously perhaps, but efficiently and well. This taught them the practical side of their trade, as how to be self-sufficing and independent of machinery, which are the most valuable features of a good apprenticeship and are of great service to the workman in after years. By and by, when the time came for them to leave the scene of their apprentice days--for few masters will pay the journeyman's rate of wages to any who, at the end of their term, have not gone further afield for new experience--they shifted out for themselves. Some went one way and some another. This one went to London, that one to Bristol, and others came to the railway town. Whatever peculiarities of workmanship they acquired in their youth they brought with them and practised in their new sphere, and so the individual style is maintained in spite of totally different methods and processes.

At the present time--in large factories, at any rate--there is machinery for everything, and this is highly destructive of the purely personal faculty in manufacture. But in the case of the road-waggon builder, though a great many, or perhaps all, of the parts have been shaped for him by steam power, there yet remains the fitting up and building of the vehicle, which is reasonably a task requiring considerable care and skill. The iron frame of the locomotive or railway waggon may be clapped together quite easily, for there is no very elaborate fitting or joining to be done. Good strong rivets are the chief things required there. The wooden bodies of the vans and cars, however, must be fitted and built with the nicest precision and finish, or the materials would shrink away and the parts would gape open, or fall to pieces. Thus, the road-waggon builder, as well as the carriage body-maker, must be a craftsman of the first order, and while some journeymen may be at liberty to sacrifice their dearly gained experience and individual characteristics in the face of newer methods and improved mechanical processes, it is well for him to hold fast to what he has found useful and good in the past.

The workmen of every shed have their own particular tone and style collectively as well as individually; different trades and atmospheres apparently producing different characteristics and temperaments.

Accordingly, the men of one shed are well-known for one quality, while those of another are noted for something quite different. These are famed for steadiness, civility, and correct behaviour; those for noise, rudeness, horseplay, and even ruffianism. The men of some sheds are remarkable for their extreme docility and their almost childish obedience to the slightest and most insignificant rules of the factory, counting every official as a thing superhuman and nearly to be worshipped. Others are notorious for ideas quite the reverse of this, for riotous conduct within and without the shed, an utter contempt of the laws of the factory, for thieving, fighting, and other propensities.

These characteristics are determined as much by the kind of work done in the sheds and the quality of the overseer, as by the men's own nature and temperament. Most foremen are excessively autocratic and severe with their men, denying them the slightest privilege or relaxation of the iron laws of the factory. Others are of a wheedling, pseudo-fatherly type, who, by a combination of professed paternal regard and a cunning manipulation of the reins, contrive to make everything they do appear just and reasonable and so hold their men in complete subjection. Some foremen, again, are of the ceremonious order, who, from pure vanity, will insist upon the complete observance of the most trivial detail and drive their workmen half-way to distraction. A few, on the other hand, are generous and humane. They hold the reins slack, and, without the knowledge of their chiefs, grant a few small privileges and are rewarded with the confidence of the workmen and a willingness to labour on their part amounting to enthusiasm. For, as the horse that is tightly breeched draws none too well, neither do those men work best who are rigidly kept down under the iron rod of the overseer. Discipline there is bound to be, as everyone knows, but there is no excuse for treating a man as though he were a wild beast, or an infant just out of the cradle.

Whatever dissatisfaction exists about the works is chiefly owing to the behaviour of the officials, for they force the workmen into rebellion.

If the directors of the company are anxious for the welfare of their staff--as they profess to be--let them instruct their managers and foremen to show themselves a little more tolerant and kindly disposed to the men in the sheds. Actions speak louder than words, and kindness shown to workmen is never forgotten.

The wheel shop is a large building, containing many rows of lathes for the wheels, tyres, and axles, which are nearly all tended by boys. The lines of shafting stretch in the roof, up and down from end to end of the place, and the pulleys whirl round almost noiselessly overhead.

Everything is spotlessly clean, for there are no furnaces belching out their smoke, dust, and flames. The temperature is low and the shed, even in the hottest part of the summer, is cool in comparison with the other premises round about. In the winter it is heated with steam from the boilers and the exhaust from the shop engines. This prevents the boys from catching cold. The heavy steel axles and tyres are exceedingly chill in the winter, especially in frosty weather.

The boys come from all parts, from town and country alike, immediately after leaving school, and go straight to the lathes. There are labourers to fix the wheels and tyres in the machines, and the boys attend to the tools, working carefully to the gauges provided. Coming to the work at a time when their minds are in a receptive state, they soon master the princ.i.p.al parts of the business and before long become highly skilled and proficient. Their wages are no more than five or six shillings a week for a start, with yearly rises of one or two shillings until they reach a pound or twenty-two shillings. Upon arriving at this stage--unless work is plentiful--they are usually removed from the lathe and set labouring, or otherwise transferred or discharged as too expensive for the work. Sometimes, after this, they migrate to other towns and earn double or treble the wages they received before, for good wheel- and axle-turners are in constant demand and a clever workman may be sure of securing a high rate of remuneration.

The boys are an interesting group, and one that is well worthy of consideration. They are of all sorts and sizes, of many grades and walks in life. There is the country labourer's lad, who formerly worked on the land amid the horses and cattle; the town labourer's lad, who has been errand-boy or who sold newspapers on the street corner; the small shopkeeper's lad, the fitter's lad, tall and pale, in clean blue overalls, and the enginedriver's lad, fresh from school, whose one ambition is to emulate his father and, like him, drive an engine, only one that is two or three times as big and powerful. There are tall and short boys, boys fat and lean, pale and robust-looking, ragged and well-kept, with sad and merry faces. And what pranks they play with one another, and would play, if they were not curbed and checked with the ever watchful eye of the shop foreman! They are always ready for some game or other--football, hide-and-seek, or "ierky"--at any time of the day, and whatever they do, it does not seem to tire them down; they are still fresh and active, cheerful and vivacious.

Many of them begin the day well with running regularly to work, perhaps for two or three miles. At five minutes past six in the morning they commence at the lathe, and when breakfast-time comes they scamper off, food in hand, and play about the yard, or in the recreation field beyond. From nine till one their labour is continuous; there they stand, bound as with chains to the machines they serve, for ever watchful, so as not to spoil the cut and waste the axle, which would mean an enforced holiday for them. When one o'clock comes, smothered with oil and with faces like those of sweeps--often blackened purposely to give themselves the appearance of having perspired much--they race off as before, and play recklessly until it is time to return to the shed. And after the day's work is finished and they go home in the evening, they wash away the grime and oil and play about the streets and lanes till bed-time, utterly indifferent to the wearisome occupation awaiting them on the morrow. Their sleep is sound and sweet, for their hearts are happy and light. Of the cares of life they know nothing; the future is full of hope for them; all the world is before them. Their chief concern is for the holidays. All these are antic.i.p.ated and awaited with great joy and eagerness; it is by this alone that they discover the extreme tedium of the daily drudgery of the workshop.

The boys' foreman is an experienced official, shrewd, keen, and very severe; a good judge of character, cautious, and careful, civil enough, but unbending in a decision, a very good formative agent, one who will exercise a healthy restraint upon the intractables and encourage the timid, but who exploits them all for the good of the firm. His keen eyes and sound judgment enable him to at once sum up a lad's capabilities. He takes the youth and sets him where he will show to the best advantage, instructs him on many of the crucial points, advises him as to the best means of getting on, and very often furnishes him with hints of a personal nature which--whatever the lad may think of them at the time--bear fruit in after life. If the youngster is inclined to be wild and incorrigible he tries his best to reform him, and gives him sound advice. He has also been known to administer a corrective cuff in the ear and a vigorous boot in the posterior, but he usually succeeds in bringing out the good points and suppressing, if not entirely eradicating, the bad.

Whenever he walks up or down the shed the boys fix their attention more firmly upon their machines, for they feel his keen, penetrating eyes upon them, and they know that nothing ever escapes his notice. If there is a slackness at any point the word is pa.s.sed rapidly on--"Look out, here's J----y coming," and the overseer is sometimes amused with the various expedients resorted to in order to deceive him and cover up the juvenile shortcomings. As to wages, prices, and systems, they are not altogether his fault. It he could suit himself he might possibly be willing to pay more, but he is always being pressed by the staff to reduce prices and expenses, and, like the other foremen, he is not prepared to offer effective resistance. Being an official of long standing, however, he is secure in his place, and has no occasion to betray his hands to the firm, as is too often the case with young foremen, who wish to secure personal notice and advantage. That is one of the most d.a.m.ning features of all, and is becoming more and more a practice at the works. One young "under-strapper" I knew is in the habit of standing over the boys at the lathe, watch in hand, for four hours without once moving, and, by his manner and language, compelling them to run at an excessive rate so as to cut their prices. Without doubt he is deserving of the birch rod, though the managers, who allow it, are the more to blame.

A short way from the ca.n.a.l, north of the road-waggon shed, is the rubbish heap, at which most of the old wood refuse and lumber, with hundreds of tons of sawdust, are brought to be burned. At one time all this was consumed in the boiler furnaces, but since the amount of refuse has enormously increased it has been found expedient to transport some part of it there and so do away with it. One small furnace is used for the purpose, and by far the greater part of it, especially the sawdust, is burned in big heaps upon the ground. This is a slovenly, as well as a dangerous method, and the inconvenience resulting to the men in the sheds is considerable. If the wind is in the west the dense clouds of smoke sweep along the ground and are blown straight in through the open doors upon the stampers, and are a source of extreme discomfort and disgust. There is always plenty of smother in the shed, arising from the oil furnaces, without receiving any addition from outside. Once the workshop is filled with the bluish vapour it takes hours to disperse, for, though there are doors all round and hundreds of ventilators on the roof, they do not carry off the nuisance. Very often the smoke will travel from end to end of the shed, like a current of water, but just as it reaches the doorway and you think it is going to pa.s.s outside, it suddenly whirls round like a wheel and traverses the whole length of the place, and so on, over and over again.

If the wind is in the north, then the road-waggon builders must suffer the persecuting clouds of smoke and be tormented with smarting and burning eyes at work; and if it should blow from over the town, across the rolling downs from the south, the smother is carried high over the fence and sweeps along the recreation field to the discomfort of small boys and lovers, or of whoever happens to be pa.s.sing that way. If the nuisance arose from any other quarter complaints might be made and steps taken towards the mitigation of it. As it is, no one, not even a member of the local bodies and the Corporation, summons up the courage to make a protest, for everyone bows down before the company's officials and representatives in the railway town and fears to raise objections to anything that may be done by the people at the works.

CHAPTER V

"THE FIELD"--"CUTTING-DOWN"--THE FLYING DUTCHMAN--THE FRAME SHED--PROMOTION--RIVET BOYS--THE OVERSEER

On the north the factory yard is bounded by a high board fence that runs along close behind the shed and divides the premises from the recreation grounds, which are chiefly the haunt of juveniles during the summer months and the resort of football players and athletes in the winter.

Here also the small children come after school and wander about the field among the b.u.t.tercups, or sit down amid the long gra.s.s in the sunshine, or swing round the Maypole, under the very shadow of the black walls, with only a thin fence to separate them from the busy factory.

The ground beneath their feet shakes with the ponderous blows of the steam-hammers; the white clouds of steam from the exhaust pipes shoot high into the air. Dense volumes of blackest smoke tower out of the chimneys, whirling round and round and over and over, or roll lazily away in a long line out beyond the town and fade into the distance.

The fence stretches away to the east for a quarter of a mile from the shed and then turns again at right angles and continues the boundary on that side as far as to the entrance by the railway. About half-way across are several large shops and premises used for lifting, fitting, and storing the carriages; beyond them is a wide, open s.p.a.ce commonly known as "the field." As a matter of fact, the whole area of the yard was really a series of fields until quite recently. Fifteen years ago, although the s.p.a.ce was enclosed, you might have walked among the hedgerows and have been in the midst of rustic surroundings. Numerous rabbits infested the place and retained their burrows till long after the steel rails were laid along the ground. Hares, too, continued to frequent the yard until the rapid extension of the premises and the clearing away of the gra.s.s and bushes deprived them of cover. It was a common thing to see them and the rabbits shooting in and out among the old wheels and tyres that had been removed from the condemned vehicles.

If you should follow the fence along for a short distance you might even now soon forget the factory and imagine yourself to be far away in some remote village corner, surrounded with fresh green foliage and drinking in the sweet breath of the open fields. One would not conceive that in the very factory grounds, within sight of the hot, smoky workshops, and but a stone's throw from some of them, it would be possible to enjoy the charm of rusticity, and to revel unseen in a profusion of flowers that would be sought for in vain in many parts about the countryside. Yet such is the pleasure to be derived from a visit to this little frequented spot. The fence, to the end, runs parallel with the recreation ground alongside a hedgerow that once parted the two fields when the whole was in the occupation of the people at the old farmhouse that has now disappeared. In the hedgerow, with their trunks close against the board part.i.tion, still in their prime and in strong contrast to the black smoky walls and roofs of the sheds opposite, stand half-a-dozen stately elms that stretch their huge limbs far over the yard and throw a deep shadow on the ground beneath. At this spot the field gradually declines and, as the inner yard has been made up to a level with the railway beyond, when you approach the angle you find yourself out of sight, with the raised platform of cinders on the one hand and, on the other, the high wooden fence and thick elms.

At the corner the steel tracks have had to make a long curve, and this has left the ground there free to bring forth whatever it will. Here, also, the trees are thickest, and, within the fence, a small portion of the original site still remains. A streamlet--perhaps the last drain of a once considerable brook--enters from the recreation ground underneath the boards and is conducted along, now within its natural banks and now through broken iron pipes, into the corner, where it is finally swallowed up in a gully and lost to view. Stooping over it, as though to protect it from further injury and insult, are several clumps of hawthorn and the remains of an old hedge of wych elm. Standing on the railway track of the bank are some frames of carriages that were burnt out at the recent big fire. Near them are several crazy old waggons and vans, that look as if they had stood in the same place for half a century and add still further to the quiet of the scene.

It is alongside the fence, and especially about the corner, that the wild flowers bloom. Prominent over all is the rosebay. This extends in a belt nearly right along the fence, and climbs up the ash bank and runs for a considerable distance among the metals, growing and thriving high among the iron wheels and frames of the carriages and revelling in the soft ashes and cinders of the track. Side by side with this, and blooming contemporary with it, are the delicate toadflax, bright golden ragwort, wild mignonette, yellow melilot, ox-eye daisies, mayweed, small willow-herb, meadow-sweet, ladies' bedstraw, tansy, yarrow, and cinquefoil. The wild rose blooms to perfection and the bank is richly draped with a vigorous growth of dewberry, laden with blossoms and fruit.

Beside the streamlet in the corner is a patch of cats'-tails, as high as to the knees, and a magnificent ma.s.s of b.u.t.ter-bur. The deliciously scented flowers of this are long since gone by, but the leaves have grown to an extraordinary size. They testify to the presence of the stream, for the b.u.t.ter-bur is seldom found but in close proximity to water. Here also are to be found the greater willow-herb with its large sweet pink blossoms and highly-scented leaves, the pale yellow colt's-foot, med.i.c.k, purple woody night-shade, hedge stachys, spear plume thistles, hogweed and garlick mustard, with many other plants, flowering and otherwise, that have been imported with the ballast and have now taken possession of the s.p.a.ce between the lines and the fence.

The shade of the trees and beauty of the flowers and plants are delightful in the summer when the sun looks down from a clear, cloudless sky upon the steel rails and dry ashes of the yard, which attract and contain the heat in a remarkable degree, making it painful even to walk there in the hottest part of the day. Then the cool shade of the trees is thrice welcome, especially after the stifling heat of the workshop, the overpowering fumes of the oil furnaces and the blazing metal just left behind; for it is impossible for any but workmen to enjoy the pleasant retreat. No outsider ever gains admittance here, and though you should often pace underneath the trees in the recreation ground you would never dream of what the interior is like. Nor do even workmen--at least, not more than one or two, and this at rare intervals in the meal-hours--often come here, for if they did they would be noticed by the watchmen and ordered away. Their presence here, even during meal-hours, would be construed as prejudicial to the interests of the company. They would be suspected of theft, or of some other evil intention, or would at least be looked upon as trespa.s.sers and reported to the managers. In times gone by men and youths have been known to escape from the factory during working hours and while they were booked at their machines, by climbing over the fence, and this has made the officials cautious and severe in dealing with trespa.s.sers. It would not be a difficult matter, even now--and especially in the winter afternoons and evenings--to climb over the top of the fence and decamp.

This part of the factory yard is by far the most wholesome of the works'

premises. There is plenty of room and light, and happy were they who, in the years ago, were told off for service in the field, breaking up the old waggons, sorting out the timber, and running the wheels from one place to another. At the time the old broad-gauge system of vehicles was converted to the four-foot scale, large gangs in the yard were regularly employed in cutting-down; that is, reducing the waggons to the new shape. First of all the wood-work was removed; then both sides of the iron frame--a foot each side--were cut completely away. Two new "sole-bars" were affixed, and the whole frame was riveted up again. The wheels, also, were taken out and the axles shortened and re-fitted. The carpenters now replaced the floors and sides and all was fit for traffic again. The locomotives, on the other hand, were condemned. The boilers and machinery were built on too great a scale to be fitted to the narrow-gauge frames. They were accordingly lifted out and the boilers distributed all over the system, while the frames were cut up for sc.r.a.p and new ones built in place of them.

The old type of broad-gauge engine has never been beaten for speed on the line. By reason of its occupying a greater s.p.a.ce over the wheels and axles the running was more even, and there was not so much rocking of the coaches. The broad-gauge Flying Dutchman express was noted for its magnificent speed and stately carriage, and for many years after the abolition of the system stories of almost incredible runs were current at the works. One old driver, very proud of his machine, was said to have sworn to the officials that he would bring his engine and train from London to the railway town, a distance of seventy-seven miles, in an hour, dead time, with perfect safety, and he was only prevented from accomplishing the feat by the strong stand made by the officials, who threatened him with instant dismissal if he should exceed the limit of speed prescribed in the time-tables.

At the same time, it is well known that the official time-table was often ignored, and stirring tales might be told of flying journeys performed in defiance of all written injunctions and authority. The signalmen knew of these feats and were often astounded at them, but they are only human, and they often did that they ought not to have done in order to shield the driver. The pa.s.sengers, too, are always delighted to find themselves being whirled along at a high rate. There is an intoxication in it not to be resisted, and when they leave the train at the journey's end, after an extraordinary run, they invariably go and inspect the engine and admire the brave fellow who has rushed them over the country at such an exciting speed.

When the broad-gauge was converted great numbers of men from all quarters were put on at the works. Every village and hamlet for miles around sent in its unemployed, and many of the farms were quite deserted. These were engaged in "cutting-down" or in breaking up the waggons and engines--little skill being necessary for that operation--and when, after several years, the system was quite reduced and slackness followed the busy period, the greater part of them were discharged and were again distributed over the countryside round about.

It is impossible to go into any village within a radius of eight or ten miles of the railway town without finding at least one or two men who were employed on "the old broad-gauge," as they still call it. After their discharge the majority, by degrees, settled down to farm life.

Many, however, continued out of work for a long time, and some are numbered among the "casuals" to this day.

The only tools, besides hammers, required by the cutters-down, were cold sets to cut off the heads of the rivets and bolts, and punches to force the stems and stays out of the holes. They were held by hazel rods, that were supplied in bundles from the stores for the purpose. To bind them round the steel tools they were first of all heated in the middle over the fire. Then the cutter-out took hold of one end, and his mate held the other, and the two together gave the wand several twists round.

After that the rod was wound twice about the set or punch and the two ends were tied together with strong twine. This gave a good grip on the tool, which would not be obtained with the use of an iron rod. The repeated blows on the set from the sledge would soon jar the iron rod loose and cause it to snap off, while the hazel rod grips it firmly and springs with it under the blow.

Formerly all the repair riveting was done by hand. When the hot rivet was inserted in the hole the "holder-up" kept it in position, either with the "dolly" or with a heavy square-headed sledge. Then the riveters knocked down the head of the rivet with long-nosed hammers, striking alternately in rapid succession and making the neighbourhood resound with the blows. Afterwards the chief mate held the "snap" upon it and his mate plied the sledge until the new head was perfectly round and smooth. The "snap" is a portion of steel bar, about ten inches long and toughly tempered, with a die, the shape of the rivet head required, infixed at one end. Now, however, pneumatic riveting machines are used out of doors. These, being small and compact, can be employed anywhere and with much fewer hands than were required by the old method. The air is supplied from acc.u.mulators into which it is forced by the engine in the shed, and it is conducted in pipes all round the factory yards.

The repair gangs are an off-shoot of the frame shed that is situated at a distance of nearly half a mile from the field. There the steel frames for the waggons and carriages and all iron-topped vehicles, such as ballast trucks, brake and bullion vans, refrigerators and others are constructed. That is essentially the shop of hard work, heavy lifting and noise terrific. The din is quite inconceivable. First of all is the machinery. On this side are rows of drills, saws, slotting and planing machines; on that are the punches and shears, screeching and grinding, snapping and groaning with the terrible labour imposed upon them. The long lines of shafting and wheels whirl incessantly overhead, the cogs clatter, the belts flap on the rapidly spinning pulleys, and the blast from the fan roars loudly underground. All this, however, is nearly drowned with the noise of the hammering. Hundreds of blows are being struck, on "tops" and "bottoms," steel rails and iron rails, sole-bars and headstocks, middles, diagonals, stanchions, knees, straps and girders. Every part of the frame is being subjected to the same treatment--riveted, straightened, levelled, or squared, most unmercifully used. Every tone and degree of sound is emitted, according to the various qualities and thicknesses of the metal--sharps and flats, alto, treble and ba.s.s. There is the sharp clear tone of the highly-tempered steel in the tools used; the solid and defiant ring of the sole-bar or headstock, strong and firm under the hammer of the "puller-up," the dull, flat sound of the floor plates, the loud hollow noise of the "covered goods" sides and ends, and the deep heavy boom of the roofs of the vans. Everyone seems to be striking as hard and as quickly as he is able. All the blows fall at once, and yet everything is in a jumble and tangle, loud, vicious, violent, confused and chaotic--a veritable pandemonium. And then, to crown the whole, there are the pneumatic tools, the chipping and riveting machines. It is dreadful; it is overpowering; it is unearthly; but it has to be borne, day after day and year after year.

Yet even the frame shed must yield to the boiler shop in the matter of concentrated noise. The din produced by the pneumatic machines in cutting out the many hundreds of rivets and stays inside a boiler is quite appalling. There is nothing to be compared with it. The heaviest artillery is feeble considered with it; thunder is a mere echo. What is more, the noise of neither of these is continuous, while the operation within the boiler lasts for a week or more. The boiler, in a great degree, contains the sound, so that even if you were a short distance away, though the noise there would be very great, you could have no idea of the intensity of the sound within. Words could not express it; language fails to give an adequate idea of the terrible detonation and the staggering effect produced upon whosoever will venture to thrust his head within the aperture of the boiler fire-box. Do you hear anything?

You hear nothing. Sound is swallowed up in sound. You are a hundred times deaf. You are transfixed; your every sense is paralysed. In a moment you seem to be encompa.s.sed with an unspeakable silence--a deathlike vacuity of sound altogether. Though you shout at the top of your voice you hear nothing--nothing at all. You are deaf and dumb, and stupefied. You look at the operator; there he sits, stands or stoops.

You see his movements and the apparatus in his hands, but everything is absolutely noiseless to you. It is like a dumb show, a dream, a phantasm. So, for a little while after you withdraw your head from the boiler, you can hear nothing. You do not know whether you are upon your head or your heels, which is the floor and which is the roof. The ground rises rapidly underneath you and you seem to be going up, up, up, you know not where. Then, after a little while, when you have removed from the immediate vicinity of the boiler, you feel to come to earth again.

Your senses rush upon you and you are suddenly made aware of the terrific noise you have encountered. Even now, it will be some time before the faculty of hearing is properly restored; the fearful noise rings in your ears for hours and days afterwards.

And what of the men who have to perform the work? It is said that they are used to it. That is plainly begging the question. They have to do it, whether they are used to it or not. It is useless for them to complain; into the boiler they must go, and face the music, for good or ill. All the men very soon become more or less deaf, and it is inconceivable but that other ailments must necessarily follow. The complete nervous system must in time be shattered, or seriously impaired, and the individual become something of a wreck. This is one of the many ills resulting from progress in machinery and modern manufacturing appliances.

The personnel of the frame shed is individual and distinct in a very marked degree. Most of the men seem to have been chosen for their great strength and fine physique, or to have developed these qualities after their admission to the work. The very nature of the toil tends to produce strong limbs and brawny muscles. It is certain that continual exercise of the upper parts of the body by such means as the lifting of heavy substances tends to improve the chest and shoulders, and many of those who are engaged in lifting and carrying the plates and sole-bars are very stout and square in this respect. There is a number of "heavy weights," and a few positive giants among them, though the majority of the men are conspicuous, not so much by their bulk, as by their squareness of limb and muscularity. A proof of the strength of the frame shed men may be seen in the success of their tug-of-war teams. Wherever they have competed--and they have gone throughout the entire south of England--they have invariably beaten their opponents and carried off the trophies.

There was formerly a workman, an ex-Hussar, named Bryan, in the shed, who could perform extraordinary feats of strength. He was nearly seven feet in height and he was very erect. His arms and limbs were solid and strong; he was a veritable Hercules, and his shoulders must have been as broad as those of Atlas, who is fabled to have borne the world on his back. It was striking to see him lift the heavy headstocks, that weighed two hundredweights and a quarter, with perfect ease and carry them about on his shoulder--a task that usually required the powers of two of the strongest men. This he continued to do for many years, not out of bravado, but because he knew it was within his natural powers to perform. Notwithstanding his tremendous normal strength, however, he was subject to attacks of ague, and you might have seen him sometimes stretched out upon the ground quite helpless, groaning and foaming at the mouth. If he had been working in the shed recently, since the pa.s.sing of the new Factory Acts, he would have been promptly discharged, for no one is kept at the works now who is subject to any infirmity that might incapacitate him in the shed among the machinery. Later on, when work got slack, Bryan was turned adrift from the factory, a broken and a ruined man. All his past services to the firm were forgotten, he was cast off like an old shoe. However valuable and extraordinary a man may have proved himself to be at his work, it counts for little or nothing with the foremen and managers; the least thing puts him out of favour and he must go.

The men of the frame shed are of a cosmopolitan order, though to a less extent than is the case in some departments. The work being for the most part rough and requiring no very great skill, there has consequently been no need of apprenticeships, though there are a few who have served their time as waggon-builders or boiler-smiths. They are not recognised as journeymen here, however, and so must take their chance with the rank and file. Promotion is supposed to be made according to merit, but there are favourites everywhere who will somehow or other prevail. The normal order of promotion is from labourer to "puller-up," from puller-up to riveter, and thence to the position of chargeman. Here he must be content to stop, for foremen are only made about once or twice in a generation, and when the odds on any man for the post are high, surprise and disappointment always follow. The first is usually relegated to the rear, and the least expected of all is brought forward to fill the coveted position. It may be design, or it may be judgment, and perhaps it is neither. It very often looks as though the matter had been decided by the toss of a coin, or the drawing of lots, and that the lot had fallen upon the least qualified, but there is no questioning the decision. The old and tried chargeman, who knows the scale and dimensions of everything that has been built or that is likely to be built in the shed in his lifetime, must stand aside for the raw youth who has not left school many months, but who, by some mysterious means or other, has managed to secure the favour and indulgence of his foreman, or other superior. Perhaps he is reckoned good at arithmetic, or can scratch out a rough drawing, though more than likely his father was gardener to someone, or cleaned the foreman's boots and did odd jobs in the scullery after factory hours.

Another reason for the selection of young and comparatively unknown men for the post of foreman is that they will have a smaller circle of personal mates in the shed, and, consequently, a less amount of human kindness and sympathy in them. That is to say, they will be able to cut and slash the piecework prices with less compunction, and so the better serve the interests of the company. The young aspirant, moreover, will be at the very foot of the ladder, hot and impetuous, while the elder one will have pa.s.sed the season of senseless and unscrupulous ambition.

A feature of the frame shed is the rivet boy. It is his duty to hot the rivets in the forge for his mates and to perform sundry other small offices, such as fetching water from the tap in the shed, or holding a nail bag in front of the rivet head which is being cut away, in order to keep it from flying and causing injury to any of the workmen. The forges for hotting the rivets are fixtures and are supplied with air through pipes laid beneath the ground from the fan under the wall. Several boys usually work from one fire, and there is often a scramble for the most advantageous position in the coals. An iron plate is used to facilitate the heating. This has been perforated with holes at the punch to allow its receiving as many rivets as are required. It is then placed over the whitehot c.o.ke in the forge and the rivets inserted. Each boy has a certain number of holes allotted to him and he must not trespa.s.s on his mates' territory.

It sometimes happens that one of the boys proves to be a bully and a terror and plays ducks and drakes with the rights and privileges of the others. This is always a matter of great concern to the juveniles, and they will not be satisfied till the tyrant has been humbled and punished. They have many minor differences and quarrels among themselves, and challenges to fight are frequent. Honour looms big in the eyes of the rivet boys, and they are quick to resent a taunt or affront and to wipe off all aspersions. Perhaps a sneer has been levelled at one by reason of his name, his father's occupation, or the name of the street or locality in which he lives. With true pluck the matter is taken up. An hour and a place for the meeting are fixed: it is generally--"Meet me in the Rec at dinner-time." There they accordingly a.s.semble with their mates and supporters and fight the matter out. It is usually a rough-and-tumble proceeding, but they do not desist till one or the other has been worsted and honour satisfied. More than once it has happened that they have been so intent on the match they have lost count of the time and have all--a dozen or more--got locked out for the afternoon. This requires some explanation, and the next day the whole circ.u.mstance has to be related. Here the boys' fathers might interfere and administer a sound corrective lesson to each one of them.

Getting locked out is also very often the result of over-staying at football, which is regularly practised by the youngsters in the recreation field all the year round. The boys club together and buy a ball and race out to play every dinner-time. There, for three-quarters of an hour, they exert themselves to the utmost and are forced to run back to the shed at the top of their speed, often returning in an exhausted condition. A spell of five minutes puts them right, however, and they go on with their work as though they had enjoyed an infinite period of refreshment. In the evening they race home to tea and afterwards go out again while it is daylight, never seeming too tired for sport and play.

Many queer nicknames, such as "Bodger," "s...o...b..ll," "Granny," "Chucky,"

and "Nanty p.e.c.k.e.r," are in vogue among the boys. These become fixtures and remain with them for many years. It must not be thought that all the rivet boys submit to become permanent hands in the shed. A good many of them, as soon as they are sufficiently old and big, go to the recruiting sergeant and try to enlist. Some enter the Army and others the Navy; some go this way and some that. Very often boys who spent their early days at rivet-hotting in the shed and enter the Service, return in after years to obtain another start in the old quarters, and grow old amid the scenes of their boyhood. Some never return at all, but die, either in battle, of sickness, or other accident. More than one, too, has gone the wrong way in life and ended in suicide.

The boys are much given to reading cheap literature of the "dreadful"

type, and they revel in the deeds of Buffalo Bill, Deadwood d.i.c.k, and other well-known heroes of fiction. Sometimes a boy, unknown to his parents, actually possesses a firearm--a pistol or revolver--and, with a group of companions, scours the countryside round about in search of "game." Once, at least, mischief was done in the shape of bursting open a letter-box with bullets, and at another time a poor calf received a bullet-shot through the hedgerow. This last-named deed, however, was purely accidental. Great fear fell upon the juveniles after this untoward experience and the pistol was forthwith cast into the ca.n.a.l. At another time a careless lad shot himself through the hand with a pistol and inflicted a dangerous wound.

A great change has come over the frame shed during the last twelve years. The old foreman has gone; a great many of the old hands have disappeared also, and the methods of work have been revolutionised. The prices have been cut again and again; a different spirit prevails everywhere; it is no longer as it used to be. Considerable liberty and many small privileges were allowed to the men by the governing staff in those days, and the foreman, if he felt disposed, could do much to make them comfortable and satisfied. Then the overseer was practically master of his shed and could make his own terms with the workmen, though it is only fair to remember that under those conditions he was sometimes inclined to be summary and despotic.

The old foreman of the frame shed was an excellent example of this kind of overseer. As an engineer he was clever, intelligent, sharp-sighted, and energetic. In addition to this he was a good judge of character, a natural leader of men, and one strongly sympathetic. If he was in want of new hands he needed not to ask a dozen ridiculous questions, or to stand upon any kind of ceremony; he came, saw, and decided at once. One glance was sufficient for him; he had summed the man up in an instant.