Upon an average, a place-meter is employed about five days in the week. An extra meter is employed about four days in the week, and a supernumerary about half his time, but he has always his 25s. weekly secured to him, whether employed or not. Two pounds a-week would be a very fair average for the wages of a place-meter, since the reduction on the 1st of April. Many declare they don’t earn 36s. a-week, but many do more. The extra man gets very nearly the same money as the place-man, under the present arrangement. The supernumerary generally makes his 30s. weekly. As the system at present stands, the earnings of the meters generally are not so much as those of superior mechanics. It is an office requiring interest to obtain it: a man must be of known integrity; thousands and thousands of pounds of property pass through his hands, and he is the man appointed to see justice between factor and merchant. Before the Act directing all coals to be sold by weight, the meter measured them in a vat, holding a quarter of a chaldron. In those days a first-class meter could reckon upon an income of from 400l. to 500l. a-year, and the lowest salary was not under 300l. per annum. The meter’s office was then entirely a city appointment, and none but those of considerable influence could obtain it. This system was altered eighteen years ago, when the meter’s office was placed in the hands of a committee of coalfactors and coalmerchants. Immediately after this time the salaries decreased. The committee first agreed to pay the meters at the rate of 2d. per ton, undertaking that that sum should produce the place-meter an income of 120l. One gentleman assured me that he never exceeded 114l., but then he was one of the juniors. Under the old system the meters were paid at a rate that would have been equivalent to 3d. a ton under the present one. In the year 1831 the salary was reduced to 2d., and on the 1st of April in the present year, the payment has again been cut down to 1½d. per ton. Besides this, the certificate money, which was 2s. per ship, and generally amounted to 30s. per quarter, was entirely disallowed, making the total last reduction of their wages amount to full 30 per cent. No corresponding reduction has taken place in the price of coals to the consumer. At the same time the price of whipping has been reduced 1d. per ton, so that, within the last year, the combined factors and merchants have lowered the price of delivery 1½d. per ton, and they (the merchants and factors) have been the sole gainers thereby. This has been done, too, while the demand for coals has been increasing every year. Now, according to the returns of the clerk of the Coal Exchange, there were 3,418,340 tons of coals delivered in the port of London in the year 1848, and assuming the amount to have remained the same in the present year, it follows that the factors and merchants have gained no less than 21,364l. 12s. 6d. per annum, and that out of the earnings of the meters and the whippers.
The coalwhippers, already described, whip the coals by means of a basket and tackle from the hold to the deck of the ship. The coalmeters weigh the coals when so whipped from the hold, previously to their being delivered into the barge alongside. The “coalbacker” properly carries the coals in sacks upon his back from the barges, when they have reached the premises of the coal-merchants, on to the wharfs.
I will now proceed to speak of
The Coalporters.
Coalporters are employed in filling the waggons of the merchants at their respective wharfs, and in conveying and delivering the coal at the residence of the customers. Their distinguishing dress is a fantail hat, and an outer garment—half smock-frock and half jacket—heavy and black with coal-dust: this garment is often left open at the breast, especially, I am told, on a Monday, when the porter generally has a clean shirt to display. The narrative I give, will show how the labour of these men is divided. The men themselves have many terms for the same employment. The man who drives the waggon I heard styled indifferently, the “waggoner,” “carman,” or “shooter.” The man who accompanies him to aid in the delivery of the coals was described to me as the “trimmer,” “trouncer,” or “pull-back.” There are also the “scurfs” and the “sifters,” of whom a description will be given presently. The coalporters form a rude class; not, perhaps, from their manners being ruder than those of other classes of labourers, whose labour cannot be specified under the description of “skilled,” (it is, indeed, but the exertion of animal strength—the work of thew and muscle), but from their being less educated. I was informed that not one man in six—the manager in a very large house in the coal-trade estimated it at but one in eight—could read or write, however imperfectly. As a body, they have no fellowship or “union” among themselves, no general sick fund, no organization in rules for their guidance as an important branch (numerically) of an important traffic; indeed, as it was described to me by one of the class, “no nothing.” The coalporters thus present a striking contrast to the coalwhippers, who, out of means not exceeding those of the porters, have done so much for the sick among them, and for the instruction of their children. The number of men belonging to the Benefit Society of Coalwhippers is 436; and there are about 200 coalwhippers belonging to another society, that was instituted before the new office. There are 200 more in connexion with other offices. There were 130 sick men relieved by the Coalwhippers’ Society last year. There were 14 deaths out of the 436 members. Each sick man receives 10s. a-week, and on death there is a payment of 5l. a man, and 3l. in the case of a wife. The amount of subscription to the fund is 3d. per week under forty years of age, 4d. to fifty, 5d. to sixty, and above that, 6d. On account of the want of any organization among the coalporters, it is not easy to get at their numbers with accuracy. No apprenticeship is necessary for the coalporter, no instruction even; so long as he can handle a shovel, or lift a sack of coals with tolerable celerity, he is perfect in his calling. The concurrent testimony of the best-informed parties, gave me the number of the porters (exclusive of those known as sifters, scurfs, or odd men,) as 1500; that is, 1500 employed thus: in large establishments on “the waterside,” five men are employed as backers and fillers—two to fill the sacks, and three to carry them on their backs from the barge to the waggon, (in smaller establishments there are only two to carry). There are two more then employed to conduct the load of coal to the residence of the purchaser—the waggoner (or carman), and the trimmer (or trouncer). Of these the waggoner is considered the picked man, for he is expected to be able to write his name. Sometimes he can write nothing else, and more frequently not even so much, carrying his name on the customer’s ticket ready written; and he has the care of the horses as driver, and frequently as groom.
At one time, when their earnings were considerable, these coalporters spent large sums in drink. Now their means are limited, and their drunkenness is not in excess. The men, as I have said, are ill-informed. They have all a pre-conceived notion that beer sometimes in large quantities (one porter said he limited himself to a pint an hour, when at work), is necessary to them “for support.” Even if facts were brought conclusively to bear upon the subject to prove that so much beer, or any allowance of beer, was injurious, it would, I think, be difficult to convince the porters, for an ignorant man will not part with a pre-conceived notion. I heard from one man, more intelligent than his fellows, that a temperance lecturer once went among a body of the coalporters and talked about “alcohol” and “fermentation,” and the like, until he was pronounced either mad or a Frenchman.
The question arises, Why is this ignorance allowed to continue, as a reproach to the men, to their employers, and to the community? Of the kindness of masters to the men, of discouragement of drunkenness, of persuasions to the men to care for the education of their children, I had the gratification of hearing frequently. But of any attempt to establish schools for the general instruction of the coalporters’ children, of any talk of almshouses for the reception of the worn-out labourer, of any other provision for his old age, which is always premature through hard work,—of any movement for the amelioration of this class, I did not hear. Rude as these porters may be, machines as they may be accounted, they are the means of wealth to their employers, and deserve at least some care and regard on their part.
The way in which the barges are unladen to fill the waggons is the same in the rivers as in the canals. Two men standing in the barge fill the sacks, and three (or two) carry them along planks, if the barge be not moored close ashore to the waggon, which is placed as near the water as possible. In the canals, this work is carried on most regularly, as the water is not influenced by the tide, and the work can go on all day long. I will describe, therefore, what I saw in the City Basin, Regent’s Canal. This canal has been opened about twenty years. It commences at the Grand Junction at Paddington, and falls into the Thames above the Limehouse Dock. Its course is circuitous, and in it are two tunnels—one at Islington, three-quarters of a mile long; the other at the Harrow Road a quarter of a mile long. If a merchant in the Regent’s Canal has purchased the cargo of a collier, such cargo is whipped into the barge. For the conducting of this laden barge to the Limehouse Basin of the canal, the merchant has to employ licensed lightermen, members of the Waterman’s Company, as none else are privileged to work on the river. The canal attained, the barge is taken into charge by two men, who, not being regular “watermen,” confine their labours to the canal. These men (a steerer and a driver) convey the barge,—suppose to the City Basin, Islington, which, as it is about midway, gives a criterion as to the charge and the time when other distances are concerned. They go back with an empty barge. Each of these bargemen has 2s. a barge for conveyance to the City Basin. The conveyance of the loaded barge occupies three hours, sixty-four tons of coal being an average cargo. Two barges a-day, in fine weather, can be thus conducted, giving a weekly earning to each man in full work of 24s. This is subject to casualties and deductions, but it is not my present intention to give the condition of these bargemen. I reserve this for a future and more fitting occasion. In frosty weather, when the ice has caused many delays, as much as 6s. a-barge per man has been paid; and, I was told, hard-earned money, too. A barge at such times has not been got into the City Basin in less than forty-eight hours. The crowded state of the canal at the wharfs at this time of the year, gives it the appearance of a crowded thoroughfare, there being but just room for one vessel to get along.
From the statement with which I was favoured by a house carrying on a very extensive business, it appears that the average earnings of the men in their employ was, the year through, upwards of 28s. I give the payments of twelve men regularly employed as the criterion of their earnings, on the best paid description of coalporters’ labour, for four weeks at the busiest time:—