“The battle of Newcomen Junction” was raging at the time I joined the “Midland,” as for shortness we dubbed the Midland Great Western and which, for the same reason, I shall continue to dub it, as convenience may require, during the continuance of my story. If I have occasion to again speak of my alma mater, the Midland of England, it shall, for the sake of clearness, be so designated. “The battle of Newcomen Junction.” What of it? In railway circles, not only in Ireland but in England and Scotland too, it caused some talk at the time and no little amusement. Like many another conflict, ‘twere better it had never been fought, for it left for long afterwards angry feelings where peace and amity should have existed, and it gained nothing that discussion and compromise could not have effected. The City of Dublin Junction Railway, a small line, a little over a mile in length (worked by the Dublin and South-Eastern Company) was formed to link up the Dublin railways and to provide through routes in connection with the Holyhead and Kingstown Royal Mail steamers and the steamers of the London and North-Western Company. A junction was authorised to be made at Newcomen with the Midland Great Western system. Parliament had sanctioned a junction, but not such a junction, the Midland said, as it was proposed to make. It would be unsafe and unworkable they contended, and they refused to allow it. The promoters insisted, the Midland were obdurate; the promoters invaded the Midland premises, knocked down a wall and entered on Midland land; the Midland gathered their forces, drove back the attacking party, and restored the wall; again the attack was made and repulsed and again the wall was demolished and re-built, and so the warfare continued, until at length an armistice was declared and the casus belli referred for settlement to the Railway Commissioners. Soon I
had to prepare the Midland case for the Commissioners’ Court and give evidence before them. They decided against us and I am sure they were right, though of course I swore, as I was bound to do, that our opposition to the junction was natural and proper and our opponents were an unreasonable set of people. The Railway Commissioners sat in Dublin to hear the case; it was my first appearance before them, and I was sorry that appearance was not in a better cause.
My first few years in Dublin were as busy as could be. Much was astir in the Irish railway world and particularly on the Midland, which had their share (a larger share than the other companies) of the “Balfour” extension lines in hand. The proceedings under the Railway and Canal Traffic Act were also in full swing, involving frequent meetings at the Irish Clearing House, and many journeys to London. Hard upon all this came the work of preparing for a Parliamentary fight. This I thought a joyful thing, and I was eager for the fray. I had helped to prepare my old chief, Mr. Wainwright, for such contests but had never been in one myself, had never even been inside a committee room. In 1891 the Midland gave public notice of their intention to acquire by Act of Parliament the Athenry and Ennis Railway, and lodged a Bill for the purpose, which was vigorously opposed. It was with great zest that I made my preparations, arranged for witnesses, drafted briefs, consulted with lawyers and counsel, and compiled my evidence, not neglecting the important matter of visiting the district served by the railway we sought to acquire, making friends and working up local feeling in our favour. How the Bill proceeded, and what was its fate, will be set forth in another chapter.
Very soon after I settled in Dublin I was able to carry out a long cherished wish. Ever since I first arrived in Ireland I had hoped to be able to establish an Irish branch of the Railway Benevolent Institution, such as Mr. Wainwright and I had succeeded in forming in Scotland in the year 1880, but whilst I remained in Belfast my efforts were of no avail. When, however, I moved to Dublin and became manager of one of the principal railways, the difficulties disappeared, and The History of the Railway Benevolent Institution, its Rise and Progress from 1858 to 1897, by Mr. W. F. Mills, its late Secretary, contains the following:—
“In February, 1891, Mr. Joseph Tatlow proposed to establish a Committee in Ireland, where supporters were few and far between, and in the report presented at the annual meeting in June, it was stated that ‘The Board have great pleasure in announcing the appointment of a Committee in Dublin, presided over by Mr. Tatlow, the manager of the Midland Great-Western, and the founder of the successful Branch in Scotland.’”
Edward John Cotton warmly seconded my efforts, for his heart was in the work, and he was proud of telling us that he was one of the few surviving members of the first Board of Management of the parent Institution, which had its first meeting in London in May, 1858. He was then the newly-appointed manager of the Belfast and Northern Counties Railway, and was only twenty-eight years of age. The Irish Branch, like the Scotch, has been a great success. Its Committee of Management consists of the principal officers of the Irish railways, and they have brought home to the rank and file of the railway service a knowledge of the society and the solid benefits that membership confers. Year by year the membership has increased, and year by year the number of old and needy railway servants, and their widows, who have been pensioned from the funds, and the orphans who have been clothed, educated and maintained, have grown greater and greater. The Irish railway companies, the directors, the officers, and the public in Ireland, generously contribute to the funds of the institution. I filled the office of chairman of the Irish branch for 21 years, until in fact I retired from active railway work, since when the chairmanship has been an annual honour conferred upon the chairman for the year of the Irish Railway Managers’ Conference. To quote again from Mr. Mills’ book on the Institution:—
“Mr. Joseph Tatlow, at the Dinner in aid of the Institution held in Dublin on October 23rd, 1902, said: ‘It is now 30 years since I first became a collector for this Institution, and when I look back on the past, if there is one matter in my life which contains no grain of regret, it is my connection with the Institution, as in regard to it I can feel nothing but honest pride and gratification.’”
I am still a member of the Irish Committee, as well as of the London Board of Management, and those words, spoken sixteen years ago, express my feelings to-day.
Whilst writing the final words of this chapter the news reaches me of the death of Mr. Mills, at the fine old age of eighty-seven. He had a long and useful life, and the railway service owes him much. He it was whose zeal and enthusiasm firmly established the Railway Benevolent as a great institution. When, in 1861, he became its secretary, the income was only £1,500, and on his retirement in 1897, at the age of sixty-five, it had grown to £53,000. His mantle fell upon his son, Mr. A. E. Mills, who inherits his father’s enthusiasm and carries on the good work with great success, as attested by the fact that for the year 1917 the income reached £106,000. The invested funds of the society to-day amount to upwards of a million, and in 1897 they were £476,000.
Mr. Mills senior I knew for forty years; and I often thought that, search the world over, it would be hard to find his equal for the work to which his life was devoted, and for which his talents were so specially adapted.