this was being clone one of the girders fouled a piece of timber left in the girders. This was not noticed, and in spite of the resistance the men kept forcing at the handles of the winches until one of the wheels broke, and the whole stage rattled down, carrying with it some other staging on which some men were working. Two men and a boy were killed, and two more wounded, and before the real facts were known the usual agitators quickly organised a strike, demanding an increase of a penny per hour all round, equal to a rise of from 15 to 20 per cent, in their wages, on account of the dangerous nature of their work. As might have been expected the principal spouters at the meetings held during the next following few days were men who worked in the yards away from all danger, or who did not work at all, and after holding out for a week most of the strikers were glad to be allowed to come back.
That accidents were frequent no one who can form an idea of the nature of the work upon such a structure need be told, but it is equally true that fully three-fourths of all more serious accidents were due entirely to what may strictly be called preventible causes. If any charge can be brought against the workmen, or at any rate a large proportion of their number, it is that of utter indifference or carelessness with regard to danger of causing injuries or death to one another. Not that in cases of sudden accident men would have hesitated to risk limb or life for the sake of helping. On the contrary, at such times the most heroic efforts were made to succour those in need; but in the every-day work with that fatal familiarity that is said to breed contempt while working on stages which could hardly be made large enough or strong enough to hold the litter of tools and rubbish which they constantly gathered, they were throwing about hammers and drifts and chisels, and pieces of wood, which in a moment were over the side, and tumbled down upon may be three or four other tiers of staging, where men were engaged upon their work. Special gangs of men were organised to clear all these things away, and endless warnings and entreaties were given, but to no avail, and it needed the sight of a wounded and mangled fellow-creature, or his bloody corpse, to bring home to them the seriousness of the situation and the advisability of stooping to put down a tool instead of throwing it carelessly away.
In the summer of 1883 a Sick and Accident Club was started upon the works. The membership was compulsory for all employed by the contractors, and the amount of contribution to the funds was one hour's pay per week, the maximum contribution being 8d. per week. Members were entitled to medical advice and medicines, bandages, &c., for themselves, and medical advice for their wives and families, but no medicines, and, in addition, if unable to work, an allowance from the funds proportionate to the weekly contribution made. This aliment ranged from 9s. up to 12s. per week. The funerals of members were also paid within certain limits, and in cases of death or permanent disablement by accident or injury sustained on the works, grants were made to widows, wives, and children. The contractors contributed a sum of 200l. yearly to the Club, and gave a good deal of other substantial assistance. The Club proved a great boon to the men, and more still to their wives and children, inasmuch as they got a great deal more care and attention than they otherwise would have been likely to experience. Special medical men were appointed at Dunfermline, North Queensferry, Leith, Edinburgh, Kirkliston, and South Queensferry. An ambulance waggon was provided, and temporary hospitals with every appliance needed in case of accident were established upon all three main centres.
The amount contributed by the members of the Club in the year 1888, when the greatest number was employed, was 4096l, which, with donations, the contributions by the firm, &c., came up to 4546l. Out of this sum sick allowances were paid out to the amount of 1621l.; accident allowances, 729l. ; funeral expenses, 143l.; widows' allowances, 176l.; donation to the Royal Infirmary, 100l.; and the rest being medical fees and other expenses. The attendances by the medical staff amounted to over 26,000 in the year. On the average 99 men were receiving aliment from the Club every week. Of accidents between July, 1883, and Christmas, 1889), when the Club ceased to exist, there had occurred 57 fatal, 106 which required removal to the infirmary in Edinburgh (in which number, however, some of the fatal accidents are included, the men having died after admission), and 518 minor accidents, which required, however, the attendance of a medical man.
Apart from the benefits of this Club, however, the men's welfare was looked after in every respect. While working in the foundations boots and waterproofs were provided for them free of charge. Later on, during the erection, they were given thick woollen jackets, as well as overalls and waterproof suits, and although a nominal charge was made for some of these in order to check the carelessness and bad treatment of these things, it was rarely enforced against a careful and deserving man.
Large shelters and dining rooms were provided for them, with stoves and men in charge to heat their food for them, and these were not only on deck but on the top of the central towers, at the level of the viaduct and right out near the very ends of the cantilevers. Here the men not only could take their meals in warmth and comfort, but they could retire also in case of heavy showers or sudden storms.
In cases of accidents not caused by the men's own fault, the full wages were as a rule paid by the contractors until the injured man was able to return to work, or unless an action was raised against the contractors.
Every care was also taken and no expense was spared to make good and secure staging for the workmen, and to construct gangways and roomy staircases to all places where work was carried on. The wages paid to all classes of workmen were as a whole rather above the average, and as by far the greatest amount of outside work was done by the piece, a skilful and steady workman was enabled to make double and treble his ordinary time wages if he applied his abilities and energies in the right direction.
Some curious aspects of the labour question developed themselves in connection with piecework. The hand-rivetters worked invariably in squads of four, namely, two rivetters, one holder-up, and one rivet-heater, generally a boy or lad. Now it is easy to see that the skill or the want of it in the last functionary was of great influence upon the number of rivets put in during a day's work, and consequently a sharp handy lad was worth a good wage, and as a rule he knew it. Rivetters are not generally very steady, but often lose a day or two, in which case one or more of the squad are liable to enforced idleness. After some little discussion among themselves, these rivet-heating boys stood out for a fixed minimum sum, 20s. to 24s. per week, and this had to be paid whether the squad worked or not. This did not of course affect the employers, for in piecework the head man of the squad was paid so much per 100 rivets, and he had to settle with the other members of his squad. In another sense it is said the boy is father to the man; here the boy was master of several men. The wages were paid weekly.
The number of men employed varied somewhat with the nature of the work to be done, and naturally also with the seasons, as in some instances it was next to impossible to work during the night. In the spring of 1887 the number had risen to 3200, and rose to over 4100 in September of the same year. After the lifting platforms were up to full height in the central towers the number fell again during the winter months to about 2900, but rose again as the summer advanced. The largest number employed at one time was 4600. From January, 1889, the numbers gradually decreased, and in January, 1890, the average was 1200, and in February, 1000. A large proportion of these hands are platelayers working upon the permanent way, and painters and their labourers. The removal of the staging round the piers and the landing jetties, and the disposal of the plant, as well as the restoration of the ground occupied by the workshops and yards, for agricultural purposes, will occupy a goodly number of hands for some months to come yet.
The Railway Connections.
The railway works now in course of construction, and more or less directly connected with the Forth Bridge, are extensive and important as regards the amount of heavy work they entail. Of these only two lines are being constructed by the Forth Bridge Railway Company, the remainder being done by the North British Railway Company. The two lines are the south approach and the north approach railways, the former extending from the south arches of the bridge to a junction with the North British Railway at Dalmeny, the latter from the north arches of the bridge to a junction with the North British Railway at Inverkeithing.
The engineers for the approach railways are Messrs. Sir John Fowler and Baker, and the contractors Messrs. W. Arrol and Co. The further works are:
On the south side:
1. A line from Dalmeny Junction in a more direct line to a junction with the North British Railway at Corstorphine Station, outside Edinburgh. Total length, 6 miles. Engineer, Mr. James Carswell. Contractor, Mr. W. Arrol.
2. A line from a point between Dalmeny Junction and the Forth Bridge, to a junction with the North British Railway at Winchburgh. Length, 41⁄2 miles. Engineer and contractor the same as for Corstorphine line.
On the north side:
3. A line from Inverkeithing to Burntisland to join the ordinary route from Edinburgh to Dundee, rid Granton and Burntisland. Total length, 7 miles 3 chains. Engineer, Mr. W. R. Galbraith. Contractors, Messrs. John Waddel and Sons.
4. Widening and doubling of a line from Inverkeithing to Townhill Junction, both on the North British system. Length, 5 miles 24 chains. Engineer, Mr. James Carswell. Contractors, Messrs. G. and R. Cousin.
5. A new loop line from Cowdenbeath to Kelty, both on the North British system. Length, 2 miles 69 chains. Engineer, Mr. W. R. Galbraith. Contractors, Messrs. Charles Brand and Son.
6. Widening and doubling of a line from Kelty to Mawcarse, North British system. Length, 10 miles 3 chains. Engineer, Mr. James Carswell. Contractor, Mr. John Best.
7. A line from Mawcarse through Glen Farg, to a junction with the Bridge of Earn station, North British system. Engineer, Mr. W. R. Galbraith. Contractors, Messrs. Charles Brand and Son.
A glance at the map of Scotland will show that through these new lines the North British Railway obtains access to both the east and west of the northern parts. To Dundee and Aberdeen, via Inverkeithing, Burntisland and the Tay Bridge. To Perth and the districts served by the Highland Railway, via Inverkeithing, Kinross, Glen Farg, and Bridge of Earn. The line from the Forth Bridge to Winchburgh opens a direct route to and from Glasgow and the west coast without touching Edinburgh. The following is the estimated cost of connecting railways now under construction on the North British system:
| South of the Forth: | |
| £ | |
| Dalmeny to Winchburg | 56,000 |
| Dalmeny„ to Corstorphine | 78,000 |
| North of the Forth: | |
| Inverkeithing to Burntisland | 213,000 |
| New lines, and widening and doubling existing lines between Inverkeithing and Mawcarse, also Glen Farg line from Marcarse to Bridge of Earn | 435,000 |
| Total estimated cost | £,774,000 |
The following Table of comparative distances between Edinburgh and four towns north of the Forth, both by Caledonian and North British, may be of interest:
| Length in Miles. | ||
| North British. | Caledonian. | |
| Edinburgh to Aberdeen, viâ Forth and Tay Bridges | 130 | 159 |
| Edinburgh to Dundee, viâ Forth and Tay Bridges | 59 | 90 |
| Edinburgh to Perth, viâ Forth Bridge | 48 | 69 |
| Edinburgh to Montrose, viâ Forth and Tay Bridges | 90 | 123 |
It is not improbable that arrangements can be made to get the following results as regards train service between London and the North. London to Perth, 93⁄4 hours. London to Dundee, 101⁄2 hours. London to Aberdeen, 121⁄4 hours.
