Accrington on Rails - The Tramways: A Complete History - Robert Kenyon

Deficit for year TOTAL INCOME

-

£976

£29,393 £31,430

STATISTICS

ITEM

1915/1 6

1916/1 7

Number of BTUs

consumed in

815,506 838,514

operation

Number of passengers carried

4,841,33 4 1 · 434d 12 · 86d

5,010,65 2 1 · 442d 13 · 62d

Average fare per passenger Traffic revenue per car mile Working expenses per car mile Total mileage run in Accrington

8 · 67d

9 · 98d

539,858 530,650 Financial Memorandum The amount credited to the Depreciation & Renewals Fund on March 31 st , 1916 = £17,922. The amount added from interest and investments during the year = £822. The total credit on March 31 st , 1917 = £18,744. Mr Pilling and Mr Becket went to an arbitration meeting in London to represent the Corporation Transport. At the proceedings, chaired by Sir David Harrall, a memorandum was issued for a third application of an award of a War Bonus by employees in the tramway industry. The first award was paid in December, 1916, the second from April, 1917, and this was for an extra 10 shillings for all workers with the exception of skilled employees who had their own negotiators and clerical staff not in uniforms. The application was made on behalf of twenty undertakings, nineteen of which were represented at this hearing by Mr Jackson, a Barrister at Law. Mr Weddersburn QC spoke on behalf of the Burnley workforce, whilst Councillor Higham spoke for Accrington and Blackburn. The employees union was represented by Messrs Hurst and Neafsy, who listed the following prices in evidence to support their case. On July 1 st , 1913 the cost of a family’s food was 25 shillings per week. On July 1 st , 1914 the cost of a family’s food was 33 shillings and 9 pence per week. On July 1 st , 1915 the cost of a family’s food was 41 shillings and 3 pence per week. On July 1 st , 1916 the cost of a family’s food was 48 shillings and 9 pence per week. They estimated that currently the cost would be about 49 shillings. They also added that due to increased overloading on cars the tramway workers were now handicapped, by the fact they were no longer able to obtain ‘Leaving Cards’ so could not seek better paid employment. Neafsy stated that the cost of food had gone up by 102% since July 1 st last, whilst wages had only risen by 32½%. He said that during three weeks in April Accrington’s tramways had taken an additional £85 in revenue. Mr Jackson said he would be opposing this increase as it came so soon after the previous two increases, and that the cost of maintenance and spares had also proved to be an additional burden to the undertakings. He stated that fifteen of the undertakings he was speaking on behalf of, would have to throw the burden of any increases onto the general rates, and that corporations could not levy any more increases on fares. If it went through then in comparison to workers in the cotton trades, tramway workers would be a highly privileged class. Going further he blamed the unions for stirring up a discontent which did not normally exist amongst the workforce! However, the Tribunal concluded that all employees over the age of 18 would receive an extra 2/6d per week and all workers younger than 18, 1/3d from the date of the award, on the understanding that the conditions now prevailing were as a consequence of the war. To coincide with the general holidays in Burnley all 62 tramcars were returned to the Queensgate depot at short notice in a strike. This was called when the dozen employees who were members of the Engineers Society refused to join the Tramway & Vehicle Workers’ Association. This had nothing to do with the recent dispute over wages, and whilst the strike was on inspectors manned four cars to give a thirty-minute service between Nelson and Padiham. A spokesman for Accrington said that these were circumstances which did not appertain in Accrington.

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