I could see Mr Higgs next door, standing at the bottom of his garden, looking out over the old canal. He was there most mornings, just standing and staring.

I picked up my basket of laundry and opened the back door. I could spare a few minutes chatting to him while I hung out the washing.

“Morning Mr Higgs,” I called. “Bit breezy! This washing should dry quickly enough.”

He was dressed in shirt sleeves even though it was a chilly January morning. I suppose he was used to being out in all weathers. He once told me that the old locos were open to the elements; no cab over the engineman then. Life for the drivers was hard in those early days.

It was all he talked about – the old days. The journeys he had done with the Royal family, how much the job had changed over the years.

He was hungry for news from the Works, but he had few visitors. Everyone was too busy, but I tried to find a few minutes in the day to talk to him, although I couldn’t bring him the conversation he wanted.

“Fifty-two years and two months, I worked for the Company,” he proudly told me, “and an unblemished career. I’m still fit and able to work but these new rules meant I had to retire.”

I’d read the newspaper reports published when he retired at Christmas. My husband Jack told me how Mr Higgs had fought the retirement ruling, but there was nothing the Company could do.

“I think he’d have taken any job going, but it just couldn’t be.”

I wasn’t so sure about that. Mr Higgs believed he was still fit enough to drive locos and that’s what he wanted to do. I don’t think a caretaker’s job would have suited him.

He turned his back on me as I started to peg out my washing. He didn’t seem to want to chat today.

“Everything alright Mr Higgs?”

He looked across towards the railway line.

“The wind must have changed direction,” he said. “I can’t hear the trains today.” He turned around and walked slowly back up the garden path.

“I think we might have some rain. Your washing won’t dry after all.”

1950s photograph of Faringdon Road and the route of the old Wilts and Berks Canal

The facts …

Luke Higgs was born on December 3, 1834 and consistently gave his place of birth as London, Tower on census returns.

He married Margaret Beaupre in Bourne, Lincolnshire in October 1859. At the time of the 1861 census the couple were living at 20 Bath Street (now known as Bathampton Street) in the railway village, however their first child, a daughter Annie Agnes, was baptised at Holy Trinity Church, Paddington when they were living at 16 Waverley Road. The couple went on to have four more children and by 1871 the family was living at 19 Brunel Street. They soon moved to 8 College Street, their home for more than 40 years.

Luke entered the employment of the Great Western Railway in October 1852 just a few weeks before his 18^th birthday. He worked first as an engine cleaner and lighter up before become a fireman in 1855. By 1861 he was working as an engineman and in a career that spanned more than 50 years.

Luke Higgs died at his home, 8 College Street, on March 12, 1913 aged 78. He left effects valued at £707 11s 3d (later resworn £642 11s 3d) to his wife. Margaret outlived him by a further twelve years. She died at 8 College Street on October 29, 1925 aged 90. They are buried together in plot D950 where they were later joined by their daughter Margaret Easley who died in 1953 and their grandson Elliott Tuckwell who died in 1967.

 

Retirement of a Railway Veteran

Over 50 Years’ Service

Mr Luke Higgs, of Swindon, who has just retired from his duties as driver on the Great Western Railway through the operation of the age limit of 70 years, has probably achieved a record of service, having been no less than 52 years and 2 months in the employ of the Company. It is remarkable that notwithstanding his great age he enjoys the best of health and looks a robust, able bodied man. He passed the eye sight and health test of the GWR doctor on 13 occasions, and when he passed last time his sight was exceptionally good.

Mr Higgs was born in London on December 3^, 1834, his father being a noncommission officer in the Scots Fusilier Guards. Early in life he joined the service of the GWR and has grown in age with the railway, seeing many different systems in vogue during the half century. Improvements in the working of locomotives have of course come under his notice more particularly than any other, and he speaks of the time when there was no protection on the engines beyond the fire box, and no leg plates or cab, no steam pressure gauges, and no dry sand boxes. Those were hard times for enginemen, and great judgement was required to work the trains in safety.

He was fireman on the engine which took the late Prince Consort from Windsor to open Saltash Bridge in June 1857, and also filled a similar capacity on the train which conveyed the present King to Oxford, to open his college education, on Monday, Oct. 17, 1859. Not only that, but he has been fireman several times on the Royal train between Paddington and Windsor.

It is interesting to note that he was made a permanent engine driver the same day as the late Prince Consort died – December 14, 1861 – and ever since he has held a good reputation, so that when he retired there was not a black mark against his name. We are given to understand that he has the cleanest record on the Great Western line. In his career he has never lost an increase in wages or a premium, and has received from the Company £325 for good conduct whilst in their employ.

His varied experiences are of more than ordinary interest, and he modestly tells of incidents which would have turned but disastrously had it not been for his prompt actions. His advice in working trains has been frequently sought after by younger men, and many a good driver have been turned out of his engine. He was most economical in his work and studied the Company’s materials as though they were his own.

He is held in the highest esteem by all the officials with whom he came in contact, and all regret his retirement. The doctor who signed the last certificate said that Mr Higgs was well able to work for another five years, but of course the age limit had to be observed.

North Wilts Herald January 28^th 1905