BRITISH ENGINEERING INDUSTRY iS PROBLEMS < fs 2% Fad wd J iS fi 28 " 4 " 7 Issued by _ THE ENGINEERING & ALLIED EMPLOYERS NATIONAL FEDERATION BROADWAY HOUSE, - TOTHILL STREET, WESTMINSTER, S.W. 1. 1930. Nn a A hn 1 BRITISH ENGINEERING INDUSTRY REALT(CIES AND PROL S “m, 2 £3 4 , i% { k WX Wer ge ’ u® LE £] - Issued by THE ENGINEERING & ALLIED EMPLOYERS NATIONAL FEDERATION BROADWAY HOUSE, TOTHILL STREET, WESTMINSTER, S.W.1. November, 1930. INTRODUCTION. British Engineering is in a very grave position. The sales of its products are declining and with increasing rapidity. Unemployment is high and is still mounting. The outlook is as dark as the present. For lack of employment skilled men are leaving the industry. Some leave the country altogether, others seek municipal »mployment, because in such employment work and wages depend not upon the ability of an industry to pay, but upon the power of the municipality to raise rates to meet their expenditure. No industry is so dependent as Ingineering upon skill, and Jill. however great. deteriorates for want of practice. It may be of advantage to give an appreciation of the field covered by the term “ Engineering”. It may not be fully realised that the Engineering industry covers a variety of distinct industries, The main sub-divisions may be taken as being Marine Engineering, Electrical Engineering, Agricultural Machinery Manufacture, Machine Tool Manufacture, Textile Machinery Manufacture, Motor Car, Commercial Vehicle and Motor Cycle Manufacture, Locomotive Building, Boilermaking, Foundry Working and (leneral Engineering. These facts are plain enough to those actively engaged in the industry. They are not so evident to others. THE ENGINEERING INDUSTRY. At this stage it is proposed to confine attention to the Engineering Industry and at a later stage to deal with the influence of other industries on the Engineering Industry, and of the Engineering Industry on other industries. UNEMPLOYMENT. The most readily recognised factor as indicating the state of prosperity or depression is the unemployment in Industry, and for that purpose it is proposed to examine in some detail the position of unemployment in the Engineering Industry. The following table, based on information published monthly by the Ministry of Labour, shows for the main branches of the Engineering Industry the very pronounced decline in the numbers employed :— MONTHLY AVERAGE NUMBER OF WORKPEOPLE RECORDED AS UNEMPLOYED ALSO EXPRESSED AS A PERCENTAGE OF THE TOTAL NUMBER OF INSURED PERSONS. ENGINEERING TOTAL. (Engineering, Iron and Steel Founding; Electrical, Marine and Constructional Engineering; Construction and Repair of Motor Vehicles, Cycles and Aircraft.) Monthly Average. 1925 ... 926 ... 927 .. 1928... 929 ... 930 :— January oe ves February ... . March wes or April ... on - May ... vor pa June ... inn oo July ... i. 5 August win es September ... .. October a veo! S.E. London. |Eneian d SW. A 9,700 3,254 7,210 5,157 5.345 2,975 £,688 3,434 3,405 3 394 3,302 1,650 3,980 3,604 3.460 7,375 1,454 3,972 7731 4638 4,184 71.426 4812 4127 1774 L885 4,121 3.047 750 4,133 3.805 760 4,181 Ve38 6,179 3,370 v125 1.493 4,977 97 | 8,246 | 5,520 soo | 9136 | 6.917 Mid- lands. 16,658 23,508 17,084 18,294 16.457 16,689 20,210 23,855 23,992 26,805 34,832 £1,993 14,850 11,846 20 976 NE. | Tnoland 30,563 39,687 26,031 21,915 20.989 24,991 26,639 27,742 20,877 11,165 19,372 13,072 18,184 "4,437 46.950 N.W. tneland 23,995 30,646 21,570 21,131 91.878 27,657 30,866 19,468 1,213 4.113 37.415 30,684 £3,798 15,352 50. 846 Scot- land 21,.36 25,301 12,971 11,662 12.272 13,286 13,912 6,741 6,722 7,805 3,275 21,299 22,211 34,437 28 639 Wales ,297 2,915 1,360 1,311 1.204 [,582 1,699 1,804 ,906 87 787 ,799 2,029 2,212 2 A239 Jorthern Ireland 03 £,030 2,855 2,020 | 555 1.726 ,598 1,898 2,011 ,920 v133 972 2,175 2,288 9 856 Total 113,969 144,579 26,495 89,149 86.547 101,732 111,377 120,873 126,501 130,525 145,650 161,006 175,772 185,144 197.154 or Cent. Jnem- sloved {4 14-5 9-7 9-1 8:6 0-1 11-1 12.0 12-6 2.0 4-3 15-8 17-3 18-2 {0-4 From the foregoing table it will be seen that, leaving out of account the year 1926, which was the year of the General Strike, unemployment in the Engineering Industry by March, 1930, had assumed greater proportions than the industry has known since 1925, the earliest comparable date, and further that by June, 1930, unemployment exceeded the average unemployment in 1926 when the whole country was dislocated by the Miners’ Strike and the General Strike. At October, 1930, there were unemployed in the Engineering Industry 197,000 workpeople, representing 19-4 per cent. of the insured Engineering employees. In every table relating to unemployment the percentage un- employed has been calculated on the total number insured as at July of each year. This figure varies each year and it may happen that a greater number unemployed may represent a smaller per- centage of the total insured in any one vear compared with another. While the general figures show the depression of the industry, some interesting deductions may be made from the figures relating to the individual branches shown in Appendix “ A.” It will be found that the variations are in some respects very much more acute than in the general table. For example, whilst unemployment in the Marine Engineering Industry represented, on an average in 1926, 28-2 per cent. of insured employees, it had come down at the commencement of 1930 to 10-8 per cent., but by October, 1930, it had risen to 26'2 per cent. In the Motor Industry average unemployment in 1926 was 8:6 per cent. and at the commencement of 1930 it was 7-7 per cent. It had increased to 15-7 per cent. by October 1930. It may be argued that, to some extent, this increase in unemploy- ment is due to rationalisation and to the introduction of more scientific methods of manufacture. It may be contended that improved methods of production have contributed to a temporary increase in unemployment, but it cannot be argued with any reasonableness that this has created an increase in unemployment of from 10-1 per cent. to 19-4 per cent. in the first ten months of 1930. The progress of science is not so rapid and rationalisation to that extent has not been proceeding in the industry. EXPORT TRADE. At the moment it is not possible to produce statistics to show to what extent actual production in this country has been affected as compared with the decline in employment, but there are certain factors which can be taken into account in this connection which may help to show that production has definitely declined and thereby confirm the unemployment figures and discount any suggestions to the effect that increased: unemployment is due to rationalisation or scientific production. The most obvious factor to take into account in this way is the importation and exportation of machinery. In 1913, this country exported on an average 57,449 tons of machinery per month, valued at about £2,800,000. The nearest approach which the industry has made to the pre-war level in post-war years was in 1928 when on a monthly average it exported machinery to the extent of 47,163 tons valued at about £4,500,000. The monthly average exportation of machinery in the first ten months of 1930 is about 41,000 tons valued at approximately £4.000.000. On the other hand, retained imports of machinery in 1913 averaged 6,897 tons per month at a value of £500,000. Since 1927 this volume of machinery imports has increased, and the average monthly importation of machinery during 1930 is in the neighbourhood of 8.500 tons valued at about £1,400,000. It is significant that in 1913 the average value per ton of machinery exports was £487 whereas in 1930 for the first ten months it is £975. The value of retained machinery imports in 1913 was £72 per ton and for the first ten months of 1930 about £163-5 per ton. It will thus be seen that in ratio the value of imported machinery has increased more than the value of British machinery exported. Particulars of machinery imports and exports over a period of vears are given in Appendix “ B”. A comparison of international exports of machinery reveals the fact that this country is losing ground in many directions and that our competitors are making headway. For example, before the war this country supplied, in terms of value, 56-7 per cent. a of the textile machinery exported by the principal producing countries. On the basis of the first eight months of 1930 that percentage has fallen to 41-5 per cent. Germany, who before the war supplied 36 per cent., now supplies 39-3 per cent. and America who supplied 2-8 per cent. now supplies 8-2 per cent. Similarly, with machine tools the British share before the war was 11:5 per cent., it is now 83 per cent. The American share was 37-6 per cent., it is now 42.3 per cent. For agricultural machinery our share in 1913 was 21-7 per cent., it is now 5-7 per cent., whilst America has gone forward from 61-3 per cent. to 83:1 per cent. In 1925 this country gained supremacy as the greatest exporter of electrical machinery and it succeeded in maintaining that position until 1929; but on the basis of information available for the first eight months of 1930 America has forged ahead of us, and Germany, who in 1913 held supremacy, is challenging both countries closely. An examination of this aspect of the question is contained in Appendix “C” FOREIGN COMPETITION. Despite suggestions to the contrary by some Government authorities and misleading suggestions in a part of the popular Press, abnormal unemployment prevails in every one of the principal manufacturing industries of the country. The main fact over the whole range of British Industry is that costs of production are too high to enable products to be sold. Mr. Lloyd George stated, in his recent pamphlet dealing with un- employment, that in order that Industry may recover it is necessary that over the whole range its costs should be reduced about 10 per cent. In Engineering, foreign prices are from 2} per cent. fo 40 per cent. below British, according to the kind of goods produced. EXTERNAL FACTOR OR FACTORS NOT DOMESTIC TO ANY ONE INDUSTRY. ’ British Engineering, however, is in a peculiar position. In any examination of the Engineering Industry it must be kept in mind that Engineering is a finishing industry, i.e., it uses as its raw material the finished products of many other industries, and its products are sold for immediate use in production. It has to carry the accumulated burden of charges of other industries which at the various stages contribute to the supply of its materials. It will thus be clear that according as the selling prices of these other industries are high, so its own costs and therefore its prices to customers, are increased. This applies with equal force in the case of wages, taxation, rating, social charges, transport, etc., which these prior industries pay. They are all reflected in their selling price to the Engineer, and so the latter has to contend, throughout the processes of industry, with an accumulation of these charges. Taking all these factors together, which for the purpose of clarity and simplicity are herein described as “ pre-charges,” there remain of the prices charged by British Engineering to its customers, at the most some 30 per cent. within which a direct reduction of costs can be sought. It follows that no inquiry into the causes of unemployment in this industry is of value unless there is also an inquiry into the charges made on it for the materials which it uses, or the services for example, transport, power and light—which it employs. Then there are causes imposed due to the action of Trade Unions, as, for example, restrictions which limit output, compel unnecessary employment of several classes of workmen when in fact no such variety is necessary, and where there is a consequent loss of time in carrying out particular work, and a resultant increase of cost. since overhead charges accumulate while work is interrupted. WAGES. | It is important to keep in mind that wages as wages are liable to give the outsider an entirely wrong impression. They should on no account be confused with earnings. In the Engineering Industry over 50 per cent. of the employees generally are in a position to earn 33} per cent. or more on their base rates by working on payment by results, and it can be shown that whereas base rates may not compare favourably with the rates in non-exporting industries the earnings of engineering operatives compare very favourably with the rates paid in these industries. COMPARISON OF RATES AND EARNINGS OF ENGINEERING FITTERS WITH RATES PAID IN OTHER INDUSTRIES. Industry. ENGINEERING Time rate vor i Earnings ix for BUiLpine (tirade “A ™) ... CABINET AND UPHOLSTERY (London) wa — C1v1L, ENGINEERING {Class 1.) rs ee ELECTRICAL CONTRACTORS* (Grade “B™) ... I HEATING AND DOMESTIC (Grade “ 1B 7) e. PRINTING ... - - TRANSPORT :— L.G.0.C. ws a L.C.C. Trams ... 5a Class of | Weekly Workpeople. Hours. Fitters wn oR Fitters :— Timeworkers wp Payment by Result Workers vas Nombined Time and P bv R. Workers 4% 49-2 47:7 4AR.4 Craftsmen ... ee summer 464 Winter 14 Cabinet Makers ... 47 Surminer 494 Winter |! 141 47 Fitters ae Wiremen ... wee Pipe Fitters pr Compositors vs (Jobbing) Provinces Fy London | Bus Drivers oie 4 Conductors we “3 Drivers yoy . 2 Conductors ee g" Hourly Rate. 1/28 1/42 1/76 1/61 1/7 1 1/8 1/5 to 11/6 1/7% 1/7% 1/36 to 1/7-4 +/10% 1/9-8 3 Tile Weekly Rate. 58/11 (average) 66 /5% T7/9% 72 110 73/73 BO IR 78 /4 70/4} to 74/3 63/04 to 66/9 76/41 75 j43 6216 to 77 /6 89/0 86/6 79/6 78 [-(Max.) 73 ]-(Max.) * Rate to operate on 1st pay-dav in January, 1931 But there is another consideration when referring to wages. Earnings based on results bear a direct relation to output and consequently to the cost of production. A comparison with’ the rates paid to the principal classes of engineering operatives in this country with those paid to the same classes in other countries helps to emphasise the disabilities under which the British Engineering Industry is labouring. This is shown in Appendix “D”, a table submitted by the Minister of Labour in reply to a question in the House on 16th May, 1930. It will be noted that in all the other industries referred to in the table the same position applies. This is important in the light of the cumulative wages load carried by the Engineering Industry. OTHER INDUSTRIES. It will be convenient at this stage to examine the conditions prevailing in industries which either supply materials to the Engineering Industry or themselves use machinery and other pro- ducts of that industrv or both. ACCUMULATION OF EXTERNAL FACTORS. An examination of these conditions will show not only that the depression and unemployment are general, but also that there must be in those industries causes of unemployment and high costs which contribute to the high costs and unemployment in the Engineering Industry. For instance, when, owing to the high cost of materials, coal, iron, steel, etc., which it uses, the Engineering Industry has its own costs put up, then it must, as already explained, charge higher prices for its products which it sells to the industries which supply those materials. Also, when, owing to these high costs, the Engineering Industry is unable to export to other countries, Transport Industries suffer hecause they are not given so manv Engineering products to carry. It is important to notice that in all industries some proportion of the cost of production is external, and this proportion increases as the industry assumes a more finished character. An industry cannot of its own accord reduce these external costs either bv negotiation with the Trades Unions or in anv other way. To take an elementary example : if the local rates payable on a factory are £1,000 in a year and 1,000 similar articles are produced, the cost of rates on each article is £1. But if, owing to trade depression, high costs or any other cause, the factory only pro- duces 500 articles, then the cost of rates on each article is £2 and the charge to the buyer must go up £1. On the other hand, if the factory can produce and sell 2,000 articles, then the cost of rates on each article is only 10s., the charge to the customer can be 10s. less, and obviously the likelihood of selling is so much the better. But it is not only rates and similar charges which the Engineering Industry cannot itself control. It cannot directly control the cost of its own raw materials such as coal and iron, or the cost of trans- port of its products. Nor can it spread these charges over a greater output as in the case of rates because the more it produces the more it has to pay for materials and transport. These considerations, elementary though they are, are set out in order to explain why, in what follows, the conditions of depression external to the Industry itself are examined, that is to say, the conditions bevond the control of those engaged in the Industry. For this purpose we shall first look briefly at conditions pre- vailing in certain other industries which supply materials to the Engineering Industry, or use engineering products, or both. COAL. The Coal Industry is a very obvious example. It will be clear that the Engineering Industry itself uses coal in many ways, directly or indirectly, and also causes its employment in transport. On the other hand, the Coal Industry itself employs products of the Engineering Industry. Fach therefore affects the other. If the coal supplied to Engineers is dearer, the machinery supplied to the coal mines is dearer, and both the coal and the machinery supplied to the Trans- port Industry are dearer. If the Transport Industry puts up its charges for carrying coal to the Engineering Industry and machinery to the mines the prices of coal and machinery again go up. Having shown that there is a direct connection between coal mining and engineering it will be useful to set out the facts regarding the Mining Industry. In this industry the present Government has recently passed legislation which can hardly avoid raising the cost of producing British coal and therefore the cost of British coal to all British industries using it. The intended result of the Coal Marketing Scheme is briefly that coal consumed at home shall be dearer so as to enable coal to be sold cheaper to our competitors abroad. The result of the hours regulation is that mines must pay the same wages for shorter hours and lower production. This means that the wages cost per ton produced must be higher and the price charced to British users of coal must be higher. The Coal Mining Industry, it may be added, has more than any other suffered in recent years from interference by Government. More to our present point, however, is the recent trend of unemployment in mining. It is not possible to calculate to what extent this unemployment has so far been caused by mechanisation, by generally more efficient methods of production or by the intro- duction of oil fuel. NUMBERS AND PERCENTAGES UNEMPLOYED. COAL MINING INDUSTRY. (Ministry of Labour Statistics). Monthly Average. 1927 ... wy 1928 ... 1929 ... 1930 :— January February March April May... ve June er July rue August ... September... October ... Total Unemployed. 221,008 252,404 177,292 138,491 142,325 155,667 178,090 237,120 955,769 302,620 253,335 247,549 283 597 Percentage. 19:0 22:6 16-5 12-9 13-2 14-5 16-6 22-1 23-9 28-3 23-7 23-1 26H IRON AND STEEL. The direct relationship between this industry and engineering is too apparent to need insistence. If engineering is depressed, it uses less iron and steel. Iron and steel being consequently depressed do not need or cannot buy new or additional machinery. Their fortunes are obviously linked together. The relation of the [ron and Steel industry to transport, mining and quarrying is equally obvious. It is to be noted that an inquiry into the Iron and Steel Industry was recently undertaken by the Civil Research Committee of the Cabinet which presumably must have investigated the charges of inefficiency made against the industry. The report has not been published and it is clear from answers to questions in Parliament that it will not be published. Why not, is another question to which no answer is available. But a deputation of employers and workpeople was sent to examine conditions in the iron and steel industries of France, Belgium, Luxemburg, Germany and Czecho-Slovakia, and their report. has been published. {t may be noted that as regards the efficiency of the British Industry, that is to say, its capacity to compete with the Continent if other things were equal. the Delegation made the following statement :(— ‘“ The general impression of the Delegation, as the result of “ these visits, was that as regards efficiency and management, *“ and the modernity and equipment of certain units of plant, they were equal to, and in some cases superior to, the iron *“ and steel plants which had been seen on the Continent.” It has often been alleged that we are not so well equipped as our foreign competitors. The report is informing on this subject and from 1t we are entitled to deduce that in the matter of equipment generally we are at least comparable. This deduction is fortified by the evidence of others who with knowledge of the subject have examined the position both in this country and abroad. The earnings of those engaged in the industry in this country are definitely higher than the earnings in Continental countries so that the British industry is handicapped to this extent. The ficures which follow show the difference :— TOTAL NORMAL WEEKLY EARNINGS IN THE IRON AND STEEL INDUSTRY ABROAD. Normal WEEKLY EARNINGS. Semi- Skilled Men. 8. d. 8. d. 8. d. s. d. France . . 516 | 40/3 | 3272 | 37)- Belgium i. I | 53/9 38/10 | 30/10 | 35/5 Luxemburg ... - | 49/2 38/10 | 32/- 36/7 Germany a ws ...| 68/6 52/10 | 47/- 50/11 COzecho-Slovakia I hB8/A 32/11 23 192 30/5 All Classes. + 4 Comparable figures in this country are not easily ascertained, but it may be assumed that for similar work the rates in this country for the respective grades of labour would, on a fair estima- tion be about £6, £4, £2 10s., and £3 10s. Here, at least, is one clear reason why these foreign countries can, and do, produce iron and steel more cheaply than Britain and why, accordingly, their engineering trades can produce machinery cheaper and thus throw men in the British trade out of employment. The results are equally clear. The statistics of unemployment yy» British metal manufacture are as follows :— NUMBERS AND PERCENTAGES UNEMPLOYED. METAL MANUFACTURE. (Ministry of Labour Statistics). Monthly Average 1927 ... - ys 1928... i 1929 ... a 1930 :— January ... February March April vee May... es June pig July se August ... September... October ... Total Unemployed. 56,573 59,247 54,532 64,413 63,470 76,306 83,028 81,623 83,296 89,848 102,377 09,794 119.466 Percentage. 17-1 18-4 16-8 19-9 19-6 23:6 25-6 25-2 25: 27-5 31-3 33-6 26-6 TRANSPORT INDUSTRY. Transport is by land, water or alr. Air-carrying is not yet of great importance as regards bulk, though it gives employment to engineering by the machinery and other material used. Transport can therefore be divided for present purposes into land and water, and land transport in turn into road and rail. Road transport for heavy material is probably not as yet a grave competitor of the railways except in general merchandise, but no ficures are available to show how far this is the case. in any case, however, there is one distinction between land transport by road or rail, and sea transport. The former is a ‘ sheltered” industry. It is not compelled to compete with foreign transport. Sea transport is in a different category. It is immediately in competition with German, French, Dutch, American, Italian and other sea transport. It will therefore be examined separately. Land Transport. It is important to realise that the cost of transport is “ cumu- lative ”, that is to say, it increases all through the process from the time when the first ton of coal is put on the railway until the engineering product reaches the consumer. The needs of the Railways are very largely engineering and, necessarily, if engineering costs are increased they must charge more for their products and so the charges which the railways make are thereby increased. On the other hand, the railways—though they have no real foreign competition—cannot eventually do other than lose by loss of trade in the engineering industry. They will have fewer engineer- ing products to carry and also fewer of the raw materials needed by engineering. Therefore their own fixed charges, those of which they cannot diminish the total, will be spread over a smaller amount of goods carried, and the cost of carrying those goods be so much higher. Thus engineering and transport affect each other. It should be pointed out that railway freight charges on industrial goods have increased about 60 per cent. since the war. The effect of such an increase on the cost of engineering goods can readily be understood, particularly having regard to the cumulative effect which has been already referred to. In 1913, the railways carried on an average in each month about 30,740,000 tons, at a total cost to customers of about £5,360,000. Since 1927, they have never reached that figure. In July, 1930, the total dropped as low as 24,480,000 tons and the receipts therefrom to £8,200,000. With regard to railway wages, the following table based on information published by the Committee on Industry and Trade, shows the wage totals in 1913 and 1924 respectively and the percentage relation of wages and expenses to total receipts :— Wages ... a Jther expenses ... Total working expenses ... Net receipts _— Total receipts ... 1913. 47,386,000 34.575.000 31,961,000 14.619.000 126.680.0000 Percent- age of Total eceipts. 37-0 27-8 64-8 3592 100 1924. 119,800,000 58.362.000 178,162,000 36,552,000 214.714.000 Percent- age of Total Receipts. 56 a7 83 17 100 There is a clear case, it would seem, for examining the cost of transport and incidentally of transport wages, since, if transport costs could be brought down, the costs of production of other industries would be lessened and they in turn could deliver more cheaply to the transport industry the manufactures it requires in its own trade. This is the more important when it is realised that, in the ordinary course of production, transport charges occur and recur constantly. In the case of steel, for example, coal, lime, coke, ore, etc., have to be transported to the blast furnace for the manufacture of pig iron; pig iron, coal, coke, lime and ore have to be transported to the steel foundry for the manufacture of steel ; the steel has to be transported with coal and other com- modities, which already have in their price transport charges, to the engineering shop. And so the transport cost is perpetually occurring and recurring and is creating a load the cumulative effect of which increases almost geometrically as the stages of manufacture are. multiplied. The resultant accumulated load of transport charge is out of all proportion to the direct transport charge carried bv the engineering and other finishing industries. It is notorious for example that the loss of markets for British coal in Scandinavia and parts of Eastern Europe is due largely to the competition of Polish Silesian mines, but that competition is assisted not only by low wages but also by the low freights charged by the Polish railways for export coal. There is no doubt that the basis of freights on continental railways is more favourable 10 users than in this country. The accompanying table shows how unemployment has risen and 1s rising in land transport :— NUMBERS AND PERCENTAGES UNEMPLOYED. TRANSPORT AND COMMUNICATION INDUSTRIES. (Ministry of Labour Statistics). Monthly Average. 1927 ... i. . 1928 ... ‘es ve 1929 ... I~ 1930 :— January ... February ... March April May wa June en July ee I” August... ee es September ... vee es October |... Total Unemployed. 100,805 110,621 114.107 129,913 133,718 142,040 141,725 142,450 133,543 139,043 145,123 149,558 186 105 Percentage. 13-1 14-1 14-1 16:1 16-6 17-6 17-6 17-7 16-3 16-9 17-7 18-2 20-92 Shipping and Shipbuilding. The relation between transport by sea and the British exporting industries cannot be too strongly emphasised. Itishardly necessary to elaborate the fact that if shipping companies cannot obtain profitable employment for their ships, and much merchant shipping is laid up idle, the companies have not the incentive or the money to build new ships. And the Shipping Industry is more directly and acutely affected by foreign competition than almost any other. If its costs in wages, construction, repairs, and fuel are too high compared with others, it cannot compete because it must charge freights higher than the foreigner offers. The Engineering Industry is so largely concerned in ship- building that it is, of course, directly affected when shipping and shipbuilding suffer. The Marine Industry particularly suffers when there is little repair work. Repair work is, of course, slack when there is small demand for cargo space and when it pays better to lay up or scrap a ship than to repair her. But since shipping and shipbuilding are affected when the general export trade of the country is low, engineering also is affected. One important service to the country rendered by the Shipping Industry is, however, not generally understood or appreciated. The profits earned by the mercantile marine, not only in traffic between British and foreign ports, but also between overseas ports, help very largely to pay for the imports of food and raw materials. Since 1923, the income of the country from shipping has been about £130,000,000 a year. This is less than one third of the debit balance in value between our imports and our exports. Judging from the first ten months of 1930, our income from shipping for the year will scarcely reach £100.000.000. Tables appended “ E” show how low are the freights earned by shipping and how many ships are idle. It may be sufficient here to say that average freight and time charter rates from. January to October, 1930 have been very much lower than in any year since 1920. As regards shipbuilding, at the end of September, 1930, British and Irish shipyards had work in hand up to only 1,117,000 tons, nearly half a million tons less than at the end of March, 1930. Details are set out in Table appended “ F” Further, the reduction in building of ships for the Navy means that the shipyards which would otherwise build warships must compete more severely for what orders there are for merchant ships. The following tables show the growth of unemployment in marine engineering and also in shipbuilding :— NUMBERS AND PERCENTAGES UNEMPLOYED. MARINE ENGINEERING. {Ministry of Labour Statistics.) Monthly Average. 1927 ... —- as 1928 ... ww os 1929 ... . ee 1930 :(— January ... February March April May... i. June — July — ' August ... —- September ... vis - October ... ... Total Unemployed. 9,125 7.474 5.899 6,295 6.548 6,872 7,466 8,084 9,119 9,347 11,271 13,447 15,725 Percentage. 16-3 13-6 10-1 10-8 11-2 11-8 12-8 13-8 15-2 15-6 18-8 22-4 26-2 NUMBERS AND PERCENTAGES UNEMPLOYED. SHIPBUILDING AND REPAIRING. (Ministry of Labour Statistics.) Monthly Average. 1927 ... . 1928 ... . 1929 ... - 1930 :— January February March April ot May... ny June eh July vr August... i. September ... wr October ... . Total Unemployed. 55,225 54,745 49.9285 47,757 50,394 55,307 55,528 58,112 62,773 64,895 70,431 76,265 32.181 Percentage. 26:5 27:0 94.1 23-4 24-6 21-0 27-2 28-4 30-7 31-7 34-4 37-3 10-1 NON-EXPORTING INDUSTRIES. Evidence is not lacking that even the non-exporting trades are at the present time suffering from the effect of trade depression, and the following table relating to the Building Trade shows how, during the course of the present year, unemployment has been steadily Increasing :— NUMBERS AND PERCENTAGES UNEMPLOYED. BUILDING, ETC. (Ministry of Labour Statistics.) Monthly Average. | 1927 ... es 1928 ... a a3 1929 ... - 1930 :— January February March April May . June July i. August ... September ... October ... Total Unemployed. 114,034 133,591 145.700 197,609 194,903 “77,705 160,232 {47,548 147,082 "60,727 66,171 77,869 200.204 Percentage. 11-8 13-7 14-7 20-0 19-7 17-9 16-2 14-9 14-4 15-8 16-3 17-6 19-7 Appended “ G ” is a table showing the rates of wages prevailing in the chief Municipalities for certain classes of labour. Engineering shop rates range throughout the country from 54/- to 62/11 for fitters and from 39/- to 45/6 for labourers. Municipal rates for the same classes range approximately from 55/- to 85/- and 40/5 to 59/6 respectively. It is important to keep in mind, as mentioned on page 7, that wages should not be confused with earnings. There can be no doubt that the high wages paid in sheltered industries make a very serious contribution to the present high cost of living in this country. One cannot suggest to what extent rent and the prices of houses would be affected by a reasonable reduction in the wages of building trades operatives, but it is permissible to expect that the benefit would be a very real one. The non-exporting trades are not in contact with, and perhaps are not fully conscious of, the very serious position of the country at the present time. It 1s, however, of interest to note that some of the non- exporting trades are moving in the direction of a reduction in wages. The natural law by which trade even under the most sheltered conditions must inevitably face an uneconomic policy renders this unavoidable. PUBLIC UTILITIES, TEXTILES, BOOT AND SHOE, ETC. There are other industries which directly or indirectly affect, and are in turn affected by, Engineering. For example, electricity, gas and water supplies serve engineering works and also use products of those works, as well as of the Mining and Iron and Steel Industries, and therefore also of Transport. The Cotton Industry of Lancashire at one time supplied the greater part of the world’s needs for cotton goods so that textile machinery made by British engineering supplied the greater part of the world demand for such machinery. Those conditions no longer exist and in view of the competition of other countries, especially India and Japan, are unlikely to return unless costs of production in this country are very much reduced. Other Textile Industries such as the Yorkshire Woollen Industry, show similar depression and, consequently, cannot give orders to the Engineering Industry for machinery and spare parts. Slack export trade in the textile trades means slackness in the shipping trade and, as we have shown, in that way engineering is again affected. Again, the industries making boots, shoes and clothes are all depressed. Tables appended “H” show the import and export figures in the cotton and woollen textile and boot and shoe industries. Below are set out tables showing the unemployment in gas, water and electricity supply industries, the cotion, textile, and boot and shoe industries. NUMBERS AND PERCENTAGES UNEMPLOYED. GAS, WATER AND ELECTRICITY SUPPLY INDUSTRIES. (Ministry of Labour Statistics.) Monthly Average. 1927 ... 1928 ... - 1929 ... ws [930 :— January February March April May June July August... September... October ... Total Unemployed. 9,224 9,581 9.791 1,072 1,304 11,871 11,846 11,970 1,652 © 966 12,412 13,024 13 520 Percentage. 27 5-9 6-0 6-8 7-0 73 73 74 1-0 7-2 7-5 79 9 NUMBERS AND PERCENTAGES UNEMPLOYED. TEXTILE TRADES. (Ministry of Labour Statistics.) WOOLLEN AND WORSTLED. TEXTILE ALEACHING, PRINTING, DYEING, BTC. Monthly Averase., COTTON. ALL OTHER TEXTILE. TOTAL TEXTILE. Total Unem- nloved. o/ Total Unem- pioved. or Total Unem- ployed. % Total Unem- ployed. or Total Unem- ployed. % 1927 wa 1928 . 1929 Ba L930 Jan... 0,784 20-0 49,039 05 26,145 92.5 33,887 13.3 239,875 18-2 Feb. ... 34,309 24-2 50,415 21-1 28,132 24-2 82,274 15-4 275,130 209 March ... 50.264 27-1 32,307 <1. 31,146 6:8 30,245 9-8 314,052 139 April... 70,472 30:7 30,995 21-3 3,578 28-2 39.308 12.0 344,353 26:2 May ... 17,086 39-1 33,395 °2-3 35,348 304 37,682 21-6 393,511 199 June ... 234,237 41-5 58,855 24-5 35,748 80-6 91,770 2:0 120,610 "l-4 July ... 251,884 447 62,858 26-1 37,476 32-1 104,261 5-0 456,479 “4-1 Aug. ... 257.879 |457 63,566 26-4 , 41,220 35-3 104,482 5-0 467,156 40 Sept... | 046,478 1437 | 63,360 264 42,423 36-3 110,851 26:6 | 463,117 ‘46 Oct. CL 12a3120 | 4108 | 50.8186 1240 | 48.514 | 37-9 | 104.627 125-1 | 441.077 ' 33-0 11,837 66,660 79 O83 9-2 12-0 13-15 22,629 28,279 33'310 94 1-62 [3.0 15,435 15,958 20.975 5rd £37 17+4 29,822 30,268 20 505 7-9 119,423 9-85 150,164 9-75] 166 081 9-2 11-45 12-6 NUMBERS AND PERCENTAGES UNEMPLOYED. BOOTS, SHOES, SLIPPERS AND CLOGS. (Ministry of Labour Statistics.) Monthly Average. 1927 i ve 1928 i 1929 - 1930 :— January February March ... April ... May ... June .. July August September October... Total Unemployed. 12,151 17,710 17.741 16,625 16,221 18,561 93,732 18,813 22,970 24,576 29,923 23,153 21.938 Percentage. 8-8 13-2 13-1 12-3 12:0 13-7 17-5 13-9 6-9 181 16-9 17-0 j6°1 LUXURY TRADES. Attention is sometimes directed to an apparent contradiction between the evidence of general industrial depression and the comparative prosperity in certain luxury trades. There is no real contradiction. When taxation is high or when, for any other reasons, people previously accustomed to save such money as they could, find those savings taken from them, or the sum saved insufficient to encourage its investment, the impulse to save is lessened or goes altogether. They spend the money instead on what they would previously have considered extrava- gance. At no time in its history was Berlin the scene of such apparently reckless extravagance, such crazy expenditure upon any and every kind of luxury, as when the value of the currency was dropping by thousands to the £ every hour. High taxation has to some extent the same effect as rapid fall of the value of money, more especially when the only apparent certainty 1s that taxation will increase and not decrease. Certain apparent exceptions therefore to the general depression may be for the time being in some degree due to these causes. The result is that less savings are retained for investment in industry or other profitable undertakings. Kventually the temporary impulse in luxury trades ceases and the position in those also finds the level of trade generally. There is already evidence of this process. ARTICLES OF CONSUMPTION. To some extent, obviously, articles of consumption may be luxuries rather than, or as well as, necessities, therefore, it might be expected that over the whole range of articles of consumption the effects of the general depression would not be very evident. This, it might be thought, would also be the case for another reason, namely, that the very large total sums paid directly to the unemployed, or expended for them in relief by the local authorities, must make up to a considerable extent for what they would otherwise spend out of earnings. Doubtless, the statistics of consumption are affected in both these ways. It is therefore all the more striking evidence of the general impoverishment of the country that it is reflected in increase in unemployment in trades dealing with articles of personal consumption. The official figures appended show this increase :— NUMBERS AND PERCENTAGES UNEMPLOYED. FOOD, DRINK AND TOBACCO. (Ministry of Labour Statistics.) Monthly Average. 1927 ... 1928 ... 25% 929... ‘on 1930 +—— January . February March - April _ May wn June ee July i o August ... es September —- October ... ... Total Unemployed. 38,101 37,530 38 381 49,739 51,267 57,214 59,146 57,462 52,875 53,185 54,865 57,876 £9 961 | Percentage. 7-4 74 7:5 9-7 10-0 11-2 11-5 11-2 10-1 10-1 10-4 11-0 11-4 J THE DEPRESSION. The depression in a number of industries and in what way Engineering is affected by them, and in turn affects them, has been pointed out. Other examples could be given, but these will be sufficient to show how general is the depression and how one industry’s depression affects the rest. Low sales and therefore low production mean high costs, and high costs in one industry mean high charges to those which use its products and they in turn must charge more. It has been shown how inextricably bound up with all industries is. the Engineering Industry, and how depression in any one or all of the other industries has a reaction on some section, at least, of the Engineering Industry. It is not suggested that the vicious circle so clearly demonstrated is avoidable. It is not; but attention has been directed to the intermingling of industry, from which it is clear that if any serious endeavour is to he made to rehabilitate our industries, piecemeal attempts will accomplish little or nothing for they will be nullified by the continuance of existing conditions in other directions. Production costs in all industries in this country appear, so far as can be ascertained, to be greater than elsewhere, and our industrial salvation appears to depend on a realisation of this fact and a universal recognition that only by a concerted effort by all concerned can we re-establish ourselves on a competitive basis. Not only is the relationship vertical, that is to say, up from the industries producing the raw materials or semi-manufactured materials which engineering finishes into the completed product, as in the case of Coal Iron and Steel, but it is horizontal, that is to say, as between Engineering and other finishing industries which in their processes use the finished product of Engineering, asin the case of the Textile industries. When the reactions in Coal and Iron and Steel and Engineering are examined, there is revealed the vicious circle, as the Coal and Iron and Steel pre-charges paid for by the engineer in his purchase price are again charged against the Coal and Iron and Steel manufacturers in their purchases from engineers. The Use of Imported Products. It may be convenient here to refer to the attempts to keep down costs by using foreign products. If coal is so dear as to make it difficult or impossible for the Engineering Industry to carry on, the latter may import foreign coal.” If machinery or other engineer- ing appliances are so dear that a coal mine is hard hit, the mine may try to reduce costs by importing foreign machinery. What is the result ? Men and women are thrown out of work because the work is being done by foreigners. But the men and women thus unemployed cannot be left to starve. They must at least be fed and clothed. For their food and clothing the rate-payer or the tax-payer has to pay in the first direct instance. Whatever else happens, that rate-payer or that tax-payer has so much less savings to invest and there is so much less money available for industry. This, bluntly stated, is the lesson set out in the report on ““ The Effect of Taxes upon Prices,” issued in March, 1930, by a Sub-Committee of the Management Committee of the General Federation of Trade Unions. That report declared :— “Tt is important that the workers of Britain should realise where the burden of all taxation ultimately falls, and “ to what extent it prevents the accumulation of that capital “ which is necessary to maintain and expand that industry “by which they live.” But, further, this country as a whole has, for the most part, to import the food which the unemployed are to eat, and the raw material of the clothes they are to wear. Therefore, the country has to pay other countries for these things. There is no gold in the country that can be extracted and exported, so we must export other things—manufactures, raw materials or “invisible exports”. An example of the latter has been eiven in the case of shipping. But if the materials that the Shipping Industry uses are too dear, it will in turn suffer. The ships of other countries will get the trade, and British shipping will no longer earn from other countries the money which largely helps to pay for our imports. In short, unemployment caused by industries being forced by high prices to buy abroad what they would otherwise buy at home, means, directly, that there is less money available to keep industries going, and, indirectly, less money available to feed the population and even to buy abroad the bare necessaries for keeping the unemployed fed and clothed. CAUSES OF THE DEPRESSION. The facts have been set out and it is now necessary to ask what are the causes of this general depression. Ts it due to the lack of demand for our goods or to the fact that those who would buy cannot pay ? Or is it due to the fact that we do not or cannot produce the kind of goods which are wanted or that we cannot produce them at a price which tempts buyers ? Seeing that many parts of the world are not yet developed, it is hardly possible to suppose that the world as a whole is yet “ saturated ”, that is, has as much of the various kinds of goods we produce as it could use. As regards ability to buy, it is clear that if a particular article is urgently needed or can be profitably used the means will somehow be found to buy it in some market. It is not true that we do not or cannot produce the kind of goods for which there is a demand. ‘What does appear to be true is that we do not and cannot make the desired goods at such a price as can or will be paid for them. NEW FOREIGN INDUSTRIES. It must be remembered that many other countries now produce goods which they either did not produce at all before the war or did not produce in the same quantity or quality. Some of these countries have started their own industries instead of buying from us and have put on high tariffs in order to shelter them while they are growing up. Then, as they grow up, they try to export the products of these industries because, as in the case of our own industries, the larger the output that they can sell at home and abroad the lower can be the price. Moreover, in some of these countries, cash-wages are much lower than in this country as has been shown in the case of iron and steel. STANDARD OF LIVING. This does not necessarily mean in every case that the standard of living is lower, if conditions like climate, national habits. and so forth, are taken into account. Arthur Young, the famous traveller, pointed this out in connection with France as far back as 1787. He wrote on June 12th of that vear ‘ England ought to be the cheaper country. What we meet with in France is a cheap mode of living, which is quite another consideration ’. It is clear for instance that in a climate where little or no heating is required, where rope-shoes can be used instead of much more expensive leather boots or shoes, and less and lighter clothing is worn, less money needs to be spent in such ways. Tt is a different kind of living rather than a lower kind. And it is useless to expect that such differences will be much altered either by international agreement, by trade unions or by treaties at Geneva or elsewhere. We have to reckon that in this country climate and habits will at all times cause a mode of living costing more in cash than in some countries which now compete severely with us in industrial products. But it is the difference in wages paid in cash, rather than the difference in what wages will buy which adds to the cost of our goods. For the cash paid in wages and in social services is part of the cost of the goods and has to be repaid by those to whom we sell. CAUSES OF HIGH COSTS. In general it evidently is true that our prices are generally to-dav too hich to enable us to compete successfully. There are some causes of high costs of production which affect British industries generally, and some which affect one and not another, or one more than another. But there are some general and national causes of high costs in industry at which it will be useful to look. Among these are Wages ; Tawation ; Local Rates; Trade Union Restrictions ; Difficulties or costs caused by legislation. ; TAXATION. It is not possible to enquire into the effects of taxation without taking into consideration the reasons why if is imposed. It is not proposed to deal here with the National Debt, of which by far the greatest part represents money borrowed during the war, The interest has to be paid by the taxpayer. It may be possible to pay off some of the money borrowed with money borrowed at a cheaver rate—that is by * Conversion Loans ’—but the prospect J of doing so will only be good if Governments do not take up large quantities of the available money for loans for other expenditure. A great part of the present taxation is, however, imposed for the purpose of what are called social services, for the maintenance of the unemployed and for other purposes which have nothing to do with the war. Taxation in this country per head of the population is higher than in any other country with which our Industries are in com- petition. This does not mean, of course, that each person in this country pays more than any person in any of the other countries concerned, but that the whole of the taxes levied divided by the number of people in the country gives a higher quotient. The following table shows roughly, not how much each person in the different countries named does pay, but how much he would pay if the total taxes were evenlv divided amongst all. TAXATION PER HEAD (excluding Local Taxation). Statement bv the Chancellor of the Exchequer—4th November. 1930. COUNTRY. United Kingdom and | Northern Ireland. france van ae Germany aie res Relgium ven al [taly ... whe a [Mnited States of America. Population (latest estimate). 45.754.000 41 130.000 64,132,000 (excluding Saar), 2 906 000 41 .488.000 123.305.0400 Estimated Taxation. £718,080.000 (including tax on motor vehicles) French francs 51,379,033,137 (in- cluding sinking fund taxes (actiaal) 1929). R.M. 10,265,800 000 (ex- cluding taxes levied by States). Belgian francs 8.300.600.0060 Lire 17.914.000.000 ... $3,702,000,000 (exclud- ing States taxes) Date 1930-31 1930-21 1020-21 1020 1020-21 1020-31 Taxation per head. £15 13s. 10-8d French francs 1,249 £10 2a 0d. * R.M. 160 £7 178 0d * Belgian francs 1,039 £5 14s. 0d.* Lire 431-7 £4 148. 0d. * $30 £6 8s. 04.* * Calenlated at average rate of exchange for 1st nine montha 1930. Taxes are not divided equally. Not only do some of the people pay most of the taxes, but to a great extent people who pay most of the taxes obtain no benefit from some of the purposes to which the taxes are applied. All benefit by Police protection, protection of the country, and certain public services. But a striking illustration of national expenditure which benefits only a section of the community are those called social services. it is even supposed by those who appear to pay least taxes and who in any case do not pay them in cash, that they are unaffected by them, and that therefore they can be indifferent to any increase of them. It is only lately that it has begun to be understood that this is not true. High taxes mean the taking away of the capital which is needed by Industry to effect repairs, to put in new and up to date plant, and to expand and to keep it abreast of the times, and there- fore to keep running in a manner which enables it to compete with the industries of other countries. Again, there has been in some quarters a very common supposi- tion that there is or can be created an unlimited amount of capital— that is, of money—so that if some of it is taken for social services there is still an unlimited amount available for the purposes of Industry. That is untrue. Mr. Thomas, Mr. Snowden and others within the last 12 months have repeatedly warned the people of this country that there is no such purse from which money can be obtained. If much is taken by Government or Local Authorities, those who desire to employ what remains will have to pay a higher price for it. If they refuse to pay the high price because they cannot earn the money necessary to pay, the money will go abroad. Here again, there is apparently a widespread supposition that this process can be stopped, that is to say, that the money can be prevented from going abroad and can be forced into Industry at a lower rate than it would otherwise earn. The experience of the years since the war shows clearly that actually no such process is possible. The most rigid precautions were taken by the German Government, and later by the French Government; precautions have been taken also by Italy and by Spain. at various times for this very purpose of preventing capital leaving the country in order to be invested in countries where it is either considered safer or can earn a higher interest. In all cases the effort has failed. It was pointed out by “The Statist” in 1929, that if it were desired actually to raise £250,000,000 of money for making new roads and other emergency works in relief of unemployment, as has been suggested, it would be necessary to impose a kind of dictatorship upon all investors—which means, in effect, upon all who make any savings—in order to prevent their savings from being invested where they are either safest or most profitable. But, as has been stated, a dictatorship of investment was precisely what was tried on the Continent and completely failed. In connection with the raising of money for the purposes of making new roads and other emergency works in relief of unemploy- ment, it is important to keep in mind that the effect of such work would be to stabilise the existing high costs of manufacture and add unnecessarily to the burdens of local authorities. If works of this description are to be undertaken, they should be undertaken on an economic basis and not on the present uneconomic basis. It follows, therefore, that high taxation and heavy national and local expenditure upon purposes which do not produce an adequate return on the capital expended must result in a higher cost to Industry of the capital which it needs. That higher cost eventually has to be handed on to its customers and there must soon come a point at which the customers will refuse to pay these increased charges because they are able to obtain similar goods more cheaply in other countries. This effect of high taxation upon Industry was insisted upon in the Report of the Management Committee of the General Federation of Trade Unions to which reference has already been made. In this connection it may be useful to recall that the high rate of taxation falling upon individuals owing to the fact that the total taxes levied are not evenly distributed, not only reduces their ability to lend money to Industry, but also diminishes their disposition to save at all. As already pointed out on page 22, they become more disposed to employ their money for the purpose of luxury articles which otherwise they would do without. But a day of reckoning must surely arrive. [t may be useful to refer to the increase in national expenditure which is shown in Table appended “1” It has been shown from the Report of the General Federation of Trade Unions and otherwise that, in fact, owing to high taxation, capital either is not available to Industry or is only available at increased rates. CAPITAL ISSUES. It may be of advantage to illustrate how the employment of new capital in industry in this country has tended to decline in recent vears. An examination of the figures contained in Table appended “ J shows that in the first ten months of 1930 the total amount of money vested in new issues in Great Britain, including investment in such things as Mortgages, Banks and so forth, was £110,188,644. In the corresponding ten months of the previous year it was nearly £135,000,000 and in 1928 it was over £188,000,000. But absolute amounts may themselves be misleading unless they are compared with the total amount of the national savings available for investment elsewhere. The striking feature of years of high domestic taxation is the result that a high proportion of the money available for investment is sent to overseas countries. There is, however, another way in which capital is exported from this country, and, in this case, it is definitely and entirely lost because it produces no interest and no return. When British manufacturers send goods abroad at less than their own cost price, they are exporting and permanently losing capital. It should be noted that this export of goods at less than cost price is undertaken and has been undertaken lately in many more cases than is usually supposed, partly in order that the machinery of the works may be kept running, and that the manu- facturers may keep in touch with the foreign markets in the hope that they may be able to sell there at a better price later on. and partly in order to avoid losing skilled men. In the cost to the manufacturer of any article, there is necessarily included money paid by him for his raw materials, the cost of inland transport which he pays, and the cost of wages. This represents capital expended. When the goods are exported below cost price, a proportion of this already expended capital is definitely lost because it is not recovered from the customer. This means that the foreign customer is presented gratis with that proportion of the capital used in the manufacture of the article. In other cases we are suffering from the same thing. Russia, for example, is exporting in this way, but the motive is different. On the basis of an entirely artificial standard it is exporting to attack other countries. It is inevitable that as confidence in the ability of British Industries to make profits and keep their works going decreases, willingness to invest money in them decreases as we have shown, and therefore “the City,” that is, the business of arranging such nvestments, is in turn affected. It may be useful to show here that the decay in industry is reflected by such a fall in employment in the City. The following table deals with those who come within the scope of the Insurance Acts. There are others similarly affected who do not come within the scope of the Acts and are consequently not included in the table -— NUMBERS AND PERCENTAGES UNEMPLOYED. COMMERCE, BANKING, INSURANCE AND FINANCE. (Ministry of Labour Statistics.) Monthly Average. 1927 _ 1928 yo 1929 ee 1930 .— January February March ... April ... May ... June ... July ... August ... September October... N Total Unemployed, 5,252 5,107 8.07 i 498 7 890 3,027 3,272 3.326 120 48 ©3520 ~ 9 1 Percentage. 2-4 2-3 92.6 3-2 35 3:5 3-6 3-6 35 3:5 2.7 SOCIAL SERVICES. It has been shown that taxation is excessive and that high taxation does injuriously affect industry. We have now to look at some of the causes already indicated of this high taxation—the purposes for which the money so raised is emploved. One of the chief of these is expenditure upon social services (see Table appended “K ”), which benefit only a section of the community, but are a tax upon all, and eventually, therefore, botk directly and indirectly upon industry. There are in this country about 12,000,000 persons insured under the Unemployment Insurance Acts. It is certain that of the persons insured for unemployment the great majority do not actually pay any income tax. It is true that most of these persons who derive benefit make some contribution to the maintenance of the Funds. On the other hand, contribution is paid by those who derive no benefit at all, since these Funds receive contributions from the Exchequer, that is from the tax-payer, and also from Employers. One effect of legislation regarding social services since the war has been a common belief among those who have benefited, that these services not only need not be paid for by them, but ought not to be paid for by them in any form. They have come, in some cases, to regard them as a debt due to them by nature as though Old Age Pensions, Health Insurance and the like were as much a common richt of humanity as air and light. In fact, however, no such right exists. Social services are a part of wages and not a supplement to them. ‘Another result of this wide impression that social services are a right which has not to be earned, is the widespread abuse of them. If all the workers insured against unemployment paid all their premiums themselves and only obtained benefits strictly propor- tionate to the premiums paid, they would be very careful to see that the Funds were properly handled, that nobody drew benefits to which they were not entitled, and that the insuring Fund was itself not bankrupt. Yet that is exactly what is happening at the present time. Employers, employed, and tax-payers are compelled to pay their premiums for unemployment insurance into an Insurance Fund which has long been bankrupt, and its bankruptcy is due, in the main, to the fact that it is compelled to pay benefits for which either no premiums have ever been contributed, or insufficient premiums. It is true, no doubt, that in every institution of the kind there will be found certain persons who by nature are inclined to take every advantage of gaps in laws or regulations controlling it. But it is also true that large numbers of persons who would never dream of taking a penny bun from a baker’s shop without paying for it cheerfully take money which is in no sense due to them, because they consider that the State pays, and the State in this case appears to them a universal provider. It may be convenient here to call attention to the enormous increase in the burden of these social services, pointing out yet again that those who benefit from them and imagine they are themselves unaffected by the high cost of them, are greatly mistaken. Before the war the total expenditure of the country upon social services was approximately £63,000,000 per annum. To-day the amount so spent is nearer £400,000,000 per annum, which is double what was spent before the war on the whole cost of government of this country. This amount isin part contributed to by Local Rates, and it should be noted includes about £50,000,000 per annum on account of War Pensions and in any comparison this should be borne in mind. The Unemployment Insurance Fund is bankrupt. The only means whereby it is enabled to continue to pay any benefits are by so-called Treasury advances, in other words, by further contri- butions from the tax-payer. These further contributions amounted at the end of October, 1930, to another £53,000,000; by the end of this year it will be nearer £70,000,000. Again, it is necessary to point out that the money advanced for these purposes is so much money withdrawn from the total available for Industry. It 1s a matter of common knowledge that in fact there exists no longer any scheme at all which is properly described as Un- employment Insurance. It is unemployment relief, because the benefits are paid to large numbers of persons who never have been insured and in some cases even are never likely to be. Speaking at the Mansion House on October 15th, 1930, Mr. Snowden, the Chancellor of the Exchequer, said that in this current year he had to find £21,000,000 in order to supplement the unemployment benefits paid to those who have either exhausted their legitimate drawings from the Insurance Fund, or never have been insured at all. Still further money will have to be raised for the same purpose before the end of the year. The Minister of Labour said, as far back as the end of J uly, that the additional money then to be borrowed for the purpose would be exhausted by the end of the year even if unemployment did not much exceed on an average 2,000,000. Actually the most recent figures show that it is already over 2} millions. EDUCATION. One of the items included in Social Service costs is education. It is not possible here to dogmatise on the limits to which education, as it is known and practised in this country, is really beneficial or the point at which additional schooling is a waste of time and money. It may be pointed out, however, that in the new School Bill already introduced in the House of Commons, it is proposed com- pulsorily to extend education by one year, as from September, 1932, thus involving great additional expenditure, local and national, for the provision of schools, school accommodation, teaching staffs, ete. But having provided this additional facility, which on the face of it they must be presumed to regard as a benefit to the children and therefore to the parents, they propose to pay the parents for making use of it. It is not necessary to emphasise the inherent absurdity of these proposals, because in fact they have very little connection with education and are mainly an attempt to bring down the figures of unemployment by preventing young persons at any cost from going into employment for another year. It is estimated that on the introduction of the new scheme industry will lose one-fifth of its new recruits just at a time when there will be a national decline in the number of juveniles available for employment. In any case, however, the money which is so expended involves an additional burden on the tax-payer and by so much reduces the capital available for industry, and therefore will eventually help to increase the very unemployment which the measure is intended to combat. NEW LEGISLATION. There are other burdens to be imposed upon Government. Another Factory Bill is threatened. industry by the There is no desire in industry to escape proper obligations for ensuring life and health. Least of all is this the case in engineering. But Factory Acts commonly involve fresh capital expenditure to industry for the putting in of this or that precaution or changing of former protective appliances to comply with new and ngid demands. There never was a time when capital for such purposes is so difficult for industry to obtain. Also, new Factory Acts usually mean more inspectors. These have to be paid either directly by the industry or by the tax-payer. It is proposed to revise the legislation relating to Workmen's Compensation. On the basis of previous experience it is hardly reasonable to expect such revision to be in the direction of reduction In costs. There is a movement afoot for the repeal of the Trades Disputes Act. In the last session the Government introduced a Bill for the ratification of the Washington Convention. That Bill was tem- porarily withdrawn, but has been re-introduced this session and Industry is threatened with having imposed upon it conditions which are unreasonable compared with the conditions of competitor countries who do not observe them. LOCAL RATES AND RESTRICTIONS. Apart from charges imposed on industry by Parliament there are the local, and municipal charges. These may be in the form of restrictions, sometimes unreasonable in themselves and sometimes a severe handicap because foreign competitors suffer from no such restrictions. Such are, for example, so-called fair wages clauses which cannot be enforced on foreign works and may in some cases even prevent a local industry from competing for local work against a foreign industry. At times when the industry is hard-pressed, inability to compete for such reasons may make the difference between continuing to keep the works running and dismissing workpeople. But the actual costs of local rates are the most serious local charge upon industry. It is to be noted that rates are a “ prior charge,” that is to say, they have to be paid whether there is a credit balance on the working of an industry or not. They are not a tax upon profits. High rates have various effects besides that of preventing an industry from making profit. They increase the cost of production, and since this cost has to be charged to buyers, they either raise the cost of production to all other industries using the products of the industry so charged or they compel those other industries to buy abroad. This means throwing men out of work. But men out of work mean extra cost to the tax-payers and therefore less money available for industry, or they mean still higher rates for local maintenance of the unemployed. It is not necessary to show that where rates are highest unemployment is usually worst or that where unemployment is worst rates are highest because there are the too familiar features of the so-called ‘black spots” or “depressed areas’. 47 ‘The late Government tried to remedy this position locally by reducing the rate-charges on industrial premises and transferring part of the charges to other premises or to the tax-payer, in the hope that they might break the chain which was steadily dragging the depressed areas deeper into the Slough of Despond. To what extent that effort could eventually succeed is a matter of doubt because, as we have seen, all public expenditure is eventually a handicap to industry, however it is collected. Also any benefit from ¢ De-rating >’ is liable to be cancelled bv fresh impositions. In any case, the chief need of all the industries of the country is a reduction in the total costs of Government, national or local, that is, a large reduction in taxation, by whatever authorities and upon whatever section of the community it is imposed. TRADES UNION RESTRICTIONS. The last difficulties of industry generally to which reference may be made are those caused by trades union restrictions and demarcations. Illustrations will not be given here because, for the most part, they vary from industry to industry. So far as they directly and exclusively affect the Engineering Industry they are within the control of employers and trades unions negotiating together. But it is evident that restrictions and demarcations which increase the costs of an industry using engineering products, and therefore lower its ability to compete and to obtain orders, directly decrease orders and therefore employment in engineering. It seems to be a matter for the trades unions together to consider how far restrictions in one can be relaxed in order to help workers employed, both in the industry immediately concerned and in others. It is not suggested that these restrictions and limitations are all due to prejudice or are all of recent growth. British industry has a longer history of development than that of any other country. It has made experiments, devised new methods, and created new products of which other countries, now its competitors, have taken advantage. But in this process of development there have naturally been caused new branches of employment which have taken away some of the work originally done by others, and attempts have been made by limitations to prevent this process going so far as to deprive the original workers of employment. The use of a new method or a new material is always apt to throw out of work men long accustomed to and skilled in the older method or the old material. It is human nature that they should seek to save themselves from anemployment by limiting the kind of work which can be done by the new branch of their industry. Illustrations of this process can be found in plenty. It is particularly evident, for instance, in shipbuilding, which, 2s we have seen, so immediately affects the Engineering Industry. From wood to iron and steel, sails to machinery, steam to oil and slectricity, here are developments within the short space of about half a century which have necessarily created a number of new scoupations and therefore limited the amount of employment available to older industrial workers who once may have done most ~f the work. But to admit that many restrictions, not existing in other sountries, can thus be explained is not also to admit that they must or can be perpetually maintained. They cause very often greatly increased costs because one skilled man must stand by, doing nothing for the time-wage he is receiving, while another is brought in to do work which the first is fully qualified to do if the trades unions concerned would permit. It is evident that in order to speed up work and reduce costs, some arrangements are necessary which may make the process of production as far as possible continuous, and avoid costly and time-wasting interruptions. This means a greater extent of interchangeability of men. Two men, limited at present to two different parts of two jobs at different places, must be able sach to complete one of the two jobs. It is impossible for trade bo progress and employment to improve if methods of manufacture 1 the future are to be regulated solely by the records of the past. CONCLUSION. 1. The principal industries of the country have been briefly reviewed and their present position explained. 2. In every case there is declining employment and in competitive industries a decline in exportation, 3. The country is experiencing an unprecedented de- pression. 1. Production costs are much too high. 5. There is immediate necessity for a national stock- taking. The degree that we in common with other countries suffer from the world-wide slump and the degree to which the depression in our industries is due to causes special to ourselves are questions of compelling urgency. 6. This is a manufacturing country and upon the con- tinnance of our manufactures in a healthy and stable condition pur greatness as a nation depends and must continue to depend. 7. We cannot contemplate this country if reduced to trading and finance being able to support a population of 46 million people. Under such circumstances it would with difficulty support 18 millions. 8. These facts are elementary, and it might be thought that the first care of our legislators, keeping these facts in mind, would be to frame their policy in the direction of the conservation and development of industry, or, at least, to refrain from impeding industrial development. 9. So far from this being the case it must be realised that for the last two decades sentiment and sentimentalism rather than reason have been the mainspring of domestic policy. 10. The industrial ignorance of political parties in this country, and the readiness with which they have from political motives added to the burdens on industry, is illustrated by the fact that during the last 40 years social burdens have increased by about 1,500 per cent. 11. In vain have protests been made as to the inevitable result of such a course; in vain has it been urged that the cumulative effect of such burdens and their accompanying administrative expenses must sooner or later result in a declining industry and a bankrupt Treasury. 12. It is indeed time that we faced facts. Democracy instead of being bribed by promises and benefits must be told the truth. 13. The passion for making royal roads for everyone from the cradle to the grave must give place to the con- sideration that in a well ordered State, the conception of the State as a fairy godmother is a fundamental fallacy. 14. The prosperity of a people depends on their own exertions and the measure of that prosperity must govern anv State henevolence. 15. The example set by the State in the matter of extravagance has served as an encouragement to local authorities. 16. Such extravagance, national and local, is draining the country of money and is engendering in the people a feeling of false security which is being translated into apathy. 17. A nation such as ours can stand being told the truth and can be depended on to follow a clear call to their in= telligence and energy to meet a national crisis. That a crisis exists cannot be denied. 18. Economy in Government, economy in municipal and local administration is urgently necessary. i9. Industry as the patient beast of burden is on the verge of collapse. The responsibility for the continuance of the present burdens is grave indeed. 20. The Engineering Industry is a finishing industry. In the purchase of its materials, it has to carry burdens accumulated in every branch of industry contributing to the supply of these materials—coal, iron and steel, transport, etc.—as to wages, local rating and national taxation. 21. The Industry is therefore under a twofold disability. [t has to look after its own economy and it has to accept all the ‘* pre-charges’ created for it by the earlier stages of manufacture even on an uneconomic basis. 22. All industries are interrelated and it is the duty of all to contribute to the solution of present difficulties. 23. Particularly is this so in the case of the sheltered or non-exporting industries, municipal and other public bodies. These, being freed from the burden of foreign competition or being in the position of spending public monies, are not conscious of the cares of economic production and pay little heed to the sources from which the money they spend must be found. They create for competitive industry burdens which can only be justified by the presumption that they sccupy a position entitling them to preferential treatment at the hands of the nation as a whole. 24. The whole nation is living beyond its means, The standard and mode of living which have grown up in recent years have outrun the national income and will require to be brought back to their proper relation. 25. If any change in the present fiscal system should result in an improvement in trade and thereby create a new source of revenue the amount so accruing to the National Treasury should not be regarded as available for further extravagances, but used for the liquidation of existing ~ommitments. APPENDIX “A.” MONTHLY AVERAGE NUMBER OF WORKPEOPLE RECORDED AS UNEMPLOYED ALSO EXPRESSED AS A PERCENTAGE OF THE TOTAL NUMBER OF INSURED PERSONS IN CERTAIN ENGINEERING GROUPS. ENGINEERING AND IRON AND STEEL FOUNDING. (Ministry of Labour Statistics.) Monthly Average. 1925 ... _ 1926 ... era [927 ws po 1928 ... es '929 ... ce 930 :— January ... February ... March wi April... wi May ... . June... . July... wen August -_ September ... | October | London. S.E. Eneland. | 7,042 6.393 1,852 3,623 3.292 2,565 2,706 1,908 1,672 1.781 +083 2,550 390 2,743 531 2,933 ,821 | 2,956 1,852 2,899 4,967 2,743 5,180 3,465 5,629 4,159 6,076 4,637 8.560 5.406 SW. England. 1,886 2,805 1,901 1,716 1.588 1,923 2,074 2,027 2,019 1,978 ,955 2,006 2,220 2,617 3.040 Midlands. 8,205 0,339 6,410 6,268 5.725 6,442 3,834 7,714 3,443 3,952 -0,107 1,678 12,652 13,681 13.800 N.E, England. 20,198 26,937 19,067 15,735 15.761 18,898 20,069 20,965 23.851 23.850 24,260 24,903 28,045 32,248 33 290 N.W. England. 20,314 26,360 18,220 8,079 18,739 23,793 26,843 28,458 29,989 29,740 32,808 34,569 37.481 38,522 | 43 050 Scotland. 5,132 7,845 9,088 8,207 8.366 %,891 9,435 12,035 11,559 12,464 13,404 14,873 15,326 16,486 10.9234 Wales. 1,038 2,622 1,036 940 798 084 122 ,234 ,375 227 .260 ,242 1,460 | 1,582 1.646 Northern Ireland. 1,913 1,956 1,189 915 808 987 973 1,208 1,308 ,176 ,347 1,223 1,384 | 1,452 1 663 Total. 78,983 97.863 63,671 57,155 56.898 68,651 74,483 81,105 36,321 87,138 92,851 99,039 .08,356 117,301 1977 508 ont, Unem - loved. 2:9 16-0 10-6 9-8 9.7 A7 12-7 13-8 14-7 4-9 15:7 16-7 18-3 19-8 21-5 AppENDIX “A” —continued, MONTHLY AVERAGES UNEMPLOYED—coniinued. ELECTRICAL ENGINEERING. Monthly Average. London. 1925 ... sage 1926 ... he 1927 ... i. 1928 ... ve 1929 ... i 1930 :— January ... 590 February ... 572 March ha 325 April ce 379 May... we 647 June ne, 987 July... i067 August ...| 979 September wf 903 October ...| 1.0IR S.E, England. SW, England. 308 638 246 221 158 76 104 133 119 190 169 124 233 25 250 18 358 922 253 22 111 20 583 59 562 55 870 149 032 180 Midlands. NK, England. 1,203 1,652 1,190 1,047 933 572 886 602 719 B70 1.160 663 1,303 719 1,593 810 721 712 863 767 915 788 ,052 71 ~233 877 2,461 976 | 2650 | 1.070 N.W. England. Scotland. 1,215 1,746 1,195 1,166 | 1,161 305 441 211 242 IQ i414 254 553 263 1,512 245 v704 300 843 342 1,036 432 2,078 378 2,326 425 2,442 490 2 690 491 [ Wales. Northern Ireland. Total. r Cent. Jpem- nloved. 28 19 39 22 25 19 26 27 2] IR 4,095 5,888 4,030 3,891 3.677 54 717 51 4-9 4-35 38 7 A 4,425 5-2 1.816 57 5,101 6-0 5.546 8-6 5,992 7:1 8,652 74 7,084 7-9 yo {7.621 8-5 ) | Ry | 8,395 9-3 9 23 9.008 10-1 so 5) APPENDIX ““ A” — continued. MONTHLY AVERAGES UNEMPLOYED—continued. MARINE ENGINEERING. Monthly Average. 1925 ... A. 1926 ... .e 927 ... vou 1928 ... ves 1929 ... 29s 1930 :— January ... February .. March - April wwe May... #05 June wat] July... ee August: es September ... | October ... London. 26 83 65 64 59 Tr 33 39 - hy 3 7 128 | S.E. England. 112 153 190 217 116 ‘14 il 117 30 90 218 P79 314 235 | a2g7 sw. England. 421 455 521 552 598 £72 156 114 168 313 503 190 328 365 420 Midlands. 47 85 44 61 21 14 45 R2 -n ") ot 106 ! 113 | 1R1 N.E. England. N.W. England. 7,945 9,034 4,520 3,655 2.716 290 237 138 105 10 3,016 3,207 11 3,360 181 3,532 120 3,736 {29 1,243 144 4,167 127 5,427 154 6,895 168 7.592 2192 Scotland. 3,193 1,449 2,141 1,886 1.780 2,006 2,054 2,230 2,618 2,841 3,277 3,622 3,997 | 4,600 5.846 Wales. 35 52 29 19 21 dD 7 3 ) ) >) 12 Se Northern Ireland. 1,209 1,808 1,477 925 448 471 354 399 434 487 516 160 482 652 2865 Total. 13,378 16,356 9,125 7,474 5.800 6,295 8,548 8,872 7,466 8,084 9,119 9,347 11,271 13,447 | 15.725 ‘recent. Unems- ployed. 21-9 28-2 16-0 13-6 10-1 10-8 11-2 11-8 12-8 13-8 15:2 15-6 18-8 22-4 26.2 APPENDIX “ A ’—continued. MONTHLY AVERAGES UNEMPLOYED--conlinued. CONSTRUCTIONAL ENGINEERING. Monthly Average. 1925 ... fo. 1926 ... - 1927 ... was 1928 ... ve {929 ... _ 1930 :— January ... February ... March ~~ ... April wy May ve June an July wae August ... September | October .,. | London. RU 151 Li4 132 153 219 242 238 242 240 299 250 331 | 306 INT t S.E. England. SW, England. Midlands. N.E. noland. N.W. Eneland. Scotland. Wales. Northern Ireland. 12 70 56 71 12 66 628 70 1,164 50 553 75 | 712 71 713 1,065 1,764 876 847 813 165 322 151 191 295 1,054 1,664 790 740 R895 39 104 118 92 145 2 12 6 6 78 677 888 334 950 ‘RT 57 718 1 979 360 962 - 3 55 773 0 L134 361 1,022 160 72 895 1,308 386 ,097 142 75 949 1,403 391 1,080 152 66 1,018 504 t09 1,062 4 70 1,086 ,602 40 :,140 120 | 76 | 1,202 1,742 527 1,156 135 100 1.327 | 1,662 | 516 | 1,216 | 157 75 1.231 1.612 6145 1.402 220 i= 21 65 76 1 Total. r cent. Unem- ploved, 3,162 5,221 2,713 2,866 3.156 12-2 19-3 9-9 10-5 11:2 3,396 12-0 3,517 12:5 3,823 13-5 1,248 150 1,378 55 1,584 6-4 1,889 75 5,246 88 5,375 | 19-2 5.884 21-0 APPENDIX “ A "—continued. MONTHLY AVERAGES UNEMPLOYED continued. CONSTRUCTION AND REPAIR OF MOTOR VEHICLES, CYCLES AND AIRCRAFT. Monthly Average. 1925 ... we 1926 ... Hak 927 ... ve 928 ... 929 ... ve 1930 :— January ... February ... March he April Jo May wo June ve Jaly HY August ... . September October ... T.ondon. 2,061 2.167 1,770 1,615 1.484 2,406 > 444 2,043 2.055 2.234 2.524 7.883 2,043 %,395 | 3 503 8.1. England. 949 1,122 1,035 1,225 1.975 1,639 1,476 "442 1.347 231 327 .,888 2,322 2,428 2 362 S.W. Taeland 853 [116 1,376 1,191 1.203 1,375 1,472 1,513 1,440 440 ,537 2,645 1,898 | 1,998 2 909 Midlands. 6,486 {0,367 8,886 10,216 9.025 3,366 1,310 2,603 "874 + 960 1,722 *7.273 28,657 24.264 91 614 N.E. England. 713 1.067 966 959 0962 1,526 1,575 464 1,474 409 B77 1,729 2,093 2,656 2.345 N.W. England. 2,021 2,080 1,865 1,590 1.572 2,036 1,999 2,006 2.014 2,017 2118 2.370 3,310 | 3.705 | 1970 Scotland. | Wales. Northern Ireland. 853 902 742 587 1.003 156 i96 151 234 210 200 233 164 146 183 1,185 1,198 1,200 148 78 100 286 ,307 1,555 1.720 288 244 200 249 244 267 “ap 238 9 230 10 229 338 235 374 274 | 391 | 234 | 469 aro Total. | Per cent. Unem- ployed. 14,352 19,250 16,955 17,763 16,917 6-7 8-6 7-3 7:6 B-0 18,965 7-7 22,013 9-0 23,972 9-8 22,920 9-3 24,933 10-2 32,444 3-1 10,647 16-4 £3,278 17-5 40,626 16-4 38.849 15-7 ra Nn [ APPENDIX “B.” TOTAL MACHINERY. UNITED KINGDOM EXPORTS AND RETAINED IMPORTS. (Trade and Navigation Accounts.) Monthly Average, EXPORTS. 1913 1922 1923 1924 1925 1926 1927 ve 1928 A. 1929 wr 1930—Jan. Feb. Mar. April May June July it Aug. wht Sep. an Yet. CL RETAINED 1913 1922 1923 924 1925 1926 1927 1928 ns 1929 ... 1930—Jan. Feb. Mar. April May June July Aug. - Sep. ut Det. Volume. Tons. 57,449 33,633 36,228 38,759 13,096 39,694 42,680 47,163 46,855 46,219 13,653 $1,549 39,609 45,988 38,300 15,818 35,634 30,327 14.133 6,897 3,466 4,165 1,803 3,661 5,214 7,975 1,773 3,990 8,449 3,387 9,499 9,716 10,494 7,879 8,107 1,762 6,203 L939 Value. x 2,800,206 1,310,403 3,727,346 3,745,354 1,096,920 3,807,249 1,160,070 1,476,794 1,529,235 1,456,173 1,273,961 1,994 464 3,861,488 1,470,870 3,652,447 1,440,195 3,507,271 3,060,881 i 197 796 196,739 584,508 583,734 788,708 876,082 952,319 1,202,789 1,258,535 1,460,233 1,376,033 1,372,265 1,570,150 1,562,077 1,699,620 1,340,248 1,265,873 296,768 1,105,674 | 1.889.046 Value ver Ton. 48-7 128-2 102-9 06-6 95-1 95-9 97-5 94-9 96-7 36-4 97-9 101-7 97-7 97-2 95-4 96-9 98-4 100-9 83.5 72-0 168-6 164-2 164-2 154-8 153-2 150-8 161-9 162-4 162-9 163-6 165-3 160-8 162-0 170-1 156-1 167-1 178-2 154-6 ENGINEERING INTERNATIONAL EXPORTS. Appenpix “C.” Volume in Tons (2,240 1bs.). Compiled from information secured from the Department of Overseas Trade. 1018 1024 1025 1026 “927 16928 1999 1930 1st 8 months. ELECTRICAL MACHINERY. United Kingdom Germany* wh France ... 5 Switzerland ... fons. 26,860 | 41,229 3,184 2 811 Y% Tons. fo Tons. % Tons. 70 Tons. sry Tons. /o Tons. % 39-2 35-1 14-6 11-1 Tons. ne 34:0 521 40 99 81,429 23,601 10,465 6.125 43-8 33:1 14-8 8:5 33,216 24,382 10,904 2 441 43-7 32-1 14-4 0.8 34,366 20,181 13,185 7.529 45-7 26-8 17-56 10-0 £0,878 26,831 14,237 8.638 45-1 29-7 15-7 9.5 41,138 32,851 15,783 12.044 40-4 32-3 15:5 11-8 39,123 35,100 14,633 11.063 28,169 26,742 10,238 8.001 38-5 36-6 14-0 10-0 TOTAL 70.084 100-0 71,710 100-0 75,943 100-0 + 75,211 100-0 90,584 1000 101,816 100-0 99,919 100-0 + 73,150 100-0 FEXTILE MACHINERY. United Kingdom Germany* 3 France ... a Switzerland ... 178,074 72,633 1,942 10.040 67-8 277 0-7 F.8 103,618 45,041 10,533 9/632 61-4 26-7 6-2 57 123,107 52,709 12,292 12.216 61-5 26-3 61 61 101,541 52,025 15,018 11,784 56-3 28-0 83 65 119,299 58,716 19,110 14.341 564 27-8 9:0 6-8 25,210 71.780 17,408 18.845 53:6 30-8 7-5 81 26,553 88.004 16.093 10.583 50-8 35-2 6-4 8 66,871 11,257 7,889 9111 53-4 33-0 63 7-3 TOTAL vas 262 BRO 100-0 168.824 100-0 200.324 LOGO 180,368 100-0 211,466 100-0 233.333 i000 250,213 100-0 125.128 100-0 MACHINE TOOLS. United Kingdom Germany* ws France ... we Switzerland ... 16,537 73,164 4.511 964 17-4 76-9 4-7 10 11,995 33,502 8.515 2.808 21-1 59-0 15-0 4-9 14,291 14.471 11,163 2'R59 19-7 61-1 15-3 3:9 13,572 59,686 11,413 1973 15-8 88-9 132 2:3 14,535 52,178 10,024 2'919 16-3 89-9 11-3 25 14,554 70,557 10,164 3,070 08.345 14-8 71-8 10-3 31 16,236 36,795 11,202 3.456 13-8 9,642 738 70,508 95 £568 2.9 9040 10-9 19-4 7-4 2:3 TOTAL — 05,176 160-0 56.820 100-0 72.777 100-0 1 86.644 106-0 88.956 100-0 100-0 117.6889 100-0 88.767 100-0 LOCOMOTIVES. Tnited Kingdom Germany* won France ... pond TOTAL .. 47,121 53,588 37203 45-3 51-5 3:9 23,563 16,908 4.525 52-8 37-6 10-1 30,437 22,219 7.070 51-0 37-2 11:8 33,068 16,858 4.119 61-8 80-7 7.0 26,032 24,211 4.614 48-3 43-4 8-3 41,231 16,825 2.899% 87:8 27-6 4:8 40,316 17,714 49261 64-8 28-4 6-8 100-0 31,734 30,205 3.525% 48:4 46-2 5:4 104.002 100-0 44.094 LOO-O 59.726 100°0 ' 54.945 104-0 55,757 1060-0 60,955 100-0 62.256 65,4684 100-0 AGRICULTURAL MACHINERY. United Kingdom Germany* oe France ... ee TOTAL ...| 125,705 ' 100-0 19,635 20,777 13.448 364 38-6 25:0 23,142 38,660 14.378 30-4 30-7 18-9 20,303 2,540 19.015 24-8 52:0 23-2 19,347 36 245 16.648 26-8 50-2 23.0 21,739 34,390 21.453 28:0 44-3 27-7 24,044 47,732 20 939 23-7 16-9 29:4 17,546 38,527 23 R00 225 46-9 30:8 53.860 100-0 7¢.189 O00 31.858 00:0 (2.240 100-0 77.682 00-0 101,715 100-0 | 77.878 1000 g t Including Reparations. 1 Excluding U.S.A. and Sweden due to absence of data. Locomotives onlv-—The figures for the previous vears include Steam Tractors and Steam Rollers. ArpENDIX “ C "—continued. ENGINEERING INTERNATIONAL EXPORTS—continued. Declared values converted at the average Rate of Exchange, ELECTRICAL MACHINERY. United Kingdom Jermany* wn U.S.A... we France ... - Switzerland ... Sweden oy TOTAL #5 MoTOR CARS AXD COMMERCIAL VEHICLES. United Kingdom Germany* - we J.8.A. ... we france ... ws italy ... wt TOTAL " FEXTILE MACHINERY. United Kingdom Germany* sn J.8.A. wie France ... — Switzerland ... TOTAL res 312 1094 £000 | 9 £000 | 9 2,269 3,148 1.694% 838 804 243 25-2 35-0 18-9 9-3 8g 2.7 5,353 2,374 3,935 3,368 997 1.063 28-1 124 31-1 17-6 52 56 8.996 100-0 19.090 100-0 2,862 1119 5,310 ),192 1354 12:5 18-0 23-4 10-2 5. 4,870 931 29.835 7,923 2 048 25 1-6 51-9 31-2 HR 29 R67 100-0 57.507 100:0 3,282, 5.255 404 90 rn 6-7 36-C 2: 36 2.0 10,831 3,566 1,981 921 1 446 2-2 26-0 9 1.4 0 14.595 100-0 + 20,745 100-0 1095 £000 5,762 2,558 5,067 2,883 1,125 1169 1R 564 7,412 1,155 16.105 21,081 3.511 81.264 12,157 6,593 2,380 799 1.642 23.571 1926 o/ 70 £000 | 9 31-0 13-8 27-3 15:5 6-1 6-2 5,817 2,685 5,452 3,332 1,067 1507 29-3 13-5 27-4 16:8 54 7:6 100-0 19.860 100-0 9-1 14 56-7 26-0 HR 7,158 872 18,320 16.967 6.151 92 11 59-6 21-8 2.9 100-0 77.768 00-0 31-6 28:0 10-1 3-4 Bey 9,957 8,937 2,142 740 1.289 17-1 32-8 0-1 3-5 R.A 00-0} 21,158 00-0 1927 £000 | 6,711 3,527 5,109 2,028 1,127 1895 20,397 8,450 1,317 57,208 14,133 6.362 87.470 11,739 7,871 7,360 .,095 1.658 24.718 5 32-9 17-3 25-1 9-9 5-5 0.9 100-0 9-6 15 65-4 16-2 7.9 100-0 47-5 31-9 9-5 100-0 1928 £000 6,692 1,446 1,904 2,230 1,489 2°410 22.121 7,093 2,333 72,037 12,596 1428 99 387 11,622 2,975 >,642 ,005 2900 27.447 9% 30-2 20-1 22.2 10-1 6:5 10-9 100-0 71 2-3 73:4 2-7 4.5 {O00 12.4 36:3 9-6 27 8.0 00-0 1029 £000 6,357 4,792 6,022 2,206 1,404 1.790 22,661 8,439 2,732 71,180 .3,050 3 836 99 237 1,64 2.441 2'812 ,007 2338 230.240 % 28-1 21-1 26-6 9-7 6-6 ~.q 100-0 8-5 2-8 71-7 3-1 3.9 100-0 38% 1-2 9.7 2un ” 1 00-0 1930 Ist 8 months. £000 os 4,346 3,720 4,449 1,707 994 1.248 26-4 22-6 270 10-4 6-0 78 16.464 100-0 4,607 1,411 26 484 6,638 2 0m 11-4 3:4 64-1 16-0 5:1 11.321 100-0 3,365 5,020 L258 558 197 41-5 39:3 8-2 3-6 "4 15.328 100-0 Ea ba AppENDIX OC —continued, ENGINEERING INTERNATIONAL EXPORTS continued. Declared values converted at the average Rate of Exchange. MACHINE TooLS. United Kingdom Germany* von 0.8.A. .. ve france ... a Switzerland ... TOTAL ... vee JOCOMOTIVES. United Kingdom Jermany* ov J.8.A. do France ... a Sweden ... ee TOTAL ... ow AGRICULTURAL MACHINERY, United Kingdom Jermany* .- JRA... ee France ... on TOTAL ... — MOTOR CYCLES, United Kindom... Jermany* _ J.8.4A. wn France ... wo Italy we wag TOTAL ... 3 t f (,013 LOO 3.309 372 97 11-5 15-6 37-6 4-2 1-1 1,362 2,769 3,304 663 48% 15-9 32:2 38-5 77 BY 1,561 3,816 568 792 486 13-9 34-0 10-7 71 4-3 1,532 1,590 3,886 659 4083 13-8 11-5 35:1 6-0 2.6 | 1,615 11-8 5680 414 5.149 376 763 56 4001 3-8 L,770 6,937 7,013 792 639 10-3 10-4 10-9 4:€ 2.Q 2,156 8,930 8,401 933 772 10-2 42.2 30-6 4-4 3-8 1,276 6,507 6,518 612 484 8.795 1 00-0 8.586 100-0 11,223 100-0 1 11,070 100-0 13,706 + 100-0 17171 100-0 21.201 100-0 15.397 2,782 2,698 1.324 85 5 40-4 39-2 19-2 BA £,852 [042 1,279 1.040 28-7 16-2 19-9 a0 20-2 2,649 1,338 1,456 431 37 44-8 22-7 24-6 73 06 3,043 1,228 £,054 220 | GC 04-8 22-1 19-0 4-0 0-1 2,286 1,735 1,096 289 88 41-8 31-7 20-0 53 1-2 3,683 607 1,120 19-2 654 | 112 2161 27 300! 52 3,275 56-0 1,241 21-2 981 | 18-8 2061] 5-1 541 00 2,401 2,130 120 235% 4% 6.894 100-0 6.447 (3-0) 5,911 100-0 5.551 100-0 54574 1060 5.8293 100-0 5 RAT 100-0 4.938 2,989 1,752 2,426 rea 21-7 12-7 61-3 4-2 1,530 1,044 3,580 819 91 6:2 31-0 3.7 1,804 1.766 16,070 a86 89 8:7 9-5 2.9 1,612 1,882 17,660 "48 74 87 31-4 2.5 1,499 1,682 18,550 638 6:7 75 83:0 2.8 1,726 1,688 23,945 230 6:1 6-0 85-0 2.0 1,873 2,288 28,989 1.423 54 6-6 83-0 4-1 1,302 1,505 18,966 065 13.753 i N00) 16.753 000 20.226 i000 21.702 100-0 99 369 100-0 928.180 100-0 34.573 100-0 29 821 ’33 80 43-6 1." 626 7% 11 38-2 28 had 857 AD 30-2 1-9 12.5 1,806 94 8-4 3:0 27 9 Q 2,142 201 50 “9 6 61-4 8:3 TR.8 0 eo 2,620 211 207 1,533 254 427 132 1u 1000 { 3.961 "100-0 | 2.356 2.565 00-0 a 1043-0 2004 00-0 1 2 AQ0 00-0 | 9 Q9g cluding Reparations. Locomotives only—the figures for the previous years include steam tractors and steam rollers, Exclusive of certain machinery not separated from the electrical apparatus total. 8-3 42:3 42-3 4-0 3-1 100-0 48-7 43-2 2-4 4-8 0-9 100-0 57 70 33-1 4-2 100-0 65-1 10-8 18-1 56 O04 100-0 uy ArpENDIX “D.” STANDARD HOURLY TIME RATES (?) OF WAGES OF ADULT MALE WORKERS IN JANUARY, 1930 (©). (Minister of Labour—House of Commons—16th May, 1930.) (Information procured from International Labour Office.) own. Great Britain (¢) :— London ... #55 oe Birmingham on ee Yewcastle-on-Tyne pe France :— Paris yas _~ an sw Bordeaux... wn ves oe Lyons oe ws rE a Sermany (d) (kh) :— Berlin oe Hamburg ... Cologne ... (taly :— Rome ww ves — wow Turin wy ws nn wi Genoa a os ve. we Czechoslovakia (eg) :— Prague ... “ . oe Bratislava... ee ee ve Brno ver ee ™ ee Buildine. Engineering. >rinting Hand Com-~ Jositors (Book and Job). Brick- | Carpen- layers ters and and \Tasons. ! Joiners, Cabinet Viakers. Labour- ers. Fitters and Turners. Labour- ers. 5. Lt 9 | 19 14 | 1 4 13115108014 L781 741 1 23| 1 23 s. dd. s. d. s, dd. = (1. 01134 1 9 | 110% 0 101 | 16 | 1 6% 011 | 1 7 | 1 6; 0113 | 0113 0 8 | 1 0 , 0 8 0 8+| 0 8} 8 al on 0 5 t 0 | 10k) 0100! 010i! 0 62 i 1110 0 9 | 010} 011% | o 113 SEE L 6 § 211 ef I 3 | 1 3% BE IRE | 1 13 1 a 0 9% 0 9% 0 93 1 3 1 2% t 3%, 1 2t i st] 1 21 J 8% 3 3 GO 0 9 0 10% 0 90 0 62 0 9 0 7% | 0 8 0 62 | 0 7 0 5% 0 5% 0 5% 0 93 A af 0 10 0 10% 0 102 A113 | Mi . 0 010}, 1 1} 010 ' 011} 010: 1 of Nn 0157 Transport. Local Antho- rities’ Un- skilled -abour- org. Bakers. Tram and ‘Bus Drivers. Motor Van and Lorry Drivers. Rail- way Goods Porters 8. a, 1 33g) 1 7% 1 6 12k Lala 1 4 (| 1 3 1 1 23] =x. OU. 3, d. 10 1 4% 0 11 | 1 13 0113! 1 23 | 09 0 61 1 2% 12 | L431 43 al 1oa 1 15) 1 0} 0114 | 1 0} 101011 0 93! 1 02 0 10 0 10% 0 8} 0 7 EE 0 of 1 7% Ov 3 0 7 0 5% 010% ) ¢% 010 i 1: 720 0 10% P— 7 6 1 7 SXCEPT I0T vier stovakia, as 0 willch see note (e). .t) Except for Paris (October, 1929) and Lyons (February, 1930). {r) Standard rates, fixed by agreements, or recognised by employers’ and workers’ organisations. In some cases the hourly rates given in the Table are calculated to the nearest farthing from the recognised weekly rates. In certain cases in which varying rates are recognised, the rates quoted represent the pun Xi these rates. The rates guoted for railway goods porters were subject, at 1st January, to a temporary reduction of 2} per cent., restored as from 3 Ve. (d) Rates fixed by collective agreement for the highest age class. i (e) Actual earnings, based on both time work and piecework, of workers 25 to 40 years of age, including value of payments in kind, various money illowances, payments for holidays, and the workers’ social insurance contributions. (g) Table hands. (k) These rates are now subject to reductions consequent upon recent negotiations and awards. NOTE :—The German flgures in this official statement do not agree with figures known by industrialists in this country. The general impression is that the umounts earned by German workpeople employed on systems of payment by results are about equivalent to what are paid here as time rates. Further, the wours of labour, are, generally speaking longer than inthis country. 31 ArpENDIX “ERE.” INDEX NUMBERS OF SHIPPING FREIGHTS AND TIME CHARTER RATES. (Extracted from The StaTIsT.”) Nato Time Charter Rates| Freight Rates. Index—Geometric Average 1920 — 100 1921 ... 1922 ... 1923 ... 1924 ... (925 ... 1926 .., 1927... 1928 ... 102 1930 :— January ... February ... March April i. May... ... Tune voy July sa August ... September... October 36-3 26-6 21-6 23-2 22-0 24-5 24-9 22-4 24.7 19-2 19-4 94 19 Ng “4 | 37-6 29-7 28-4 29-6 25-3 28-0 27-8 25-8 24-9 19-6 18-9 181 19-4 17-1 18-3 18:0 20-6 20-2 18:9 Not available 39 APPENDIX “RE “—continued. IDLE TONNAGE. ‘Chamber of Shipping of the United Kingdom Annual Report, 1929-30.) Date. 1921 :— January ... wn April .. wu July 25th .- October 25th... 1922 :— January lst April Ist ... July Ist ... October lst (923 :— January 1st April 1st ... July Ist ... Detoher 1st 1924 :— January 1st April Ist ... July 1st ... October 1st 1925 :— January lst April 1st ... July 1st ... October 1st at 1926 :— January 1st April 1st ... July 1st ... Dectober 1st No. of Ships. 614 1,165 1,023 749 712 184 583 176 103 321 372 305 317 255 310 2IR 332 312 £30 ARQ 259 248 518 211 Net Tonnage. 940,604 1,707,271 1,852,412 1.296.236 ,307,593 836,619 1,112,332 R94 694 709,224 546,555 709,102 755.101 529,763 £10,356 170,073 333 290) £88,252 393,062 777,179 NT4.364 407,664 359,848 359,739 371.057 39 APPENDIX “BE "—continued. IDLE TONNAGE—continued. (Chamber of Shipping of the United Kingdom Annual Report, 1929-30.) Date. 1927 :— January lst April Ist ... July Ist ... Detoher 1st 1928 :— January 1st April 1st ... July 1st ... Detober 1st 1929 .— January lst April 1st ... July 1st ... Dectober 1st 1930 :— January 1st April 1st ... July Ist ... Detober 1st Wo. of Ships. 230 168 202 176 212 234 233 207 166 141 145 1992 167 £16 370 368 Net Tonnage. 364,874 239,681 420,164 272.839 371,674 363,355 195,866 115 399 329,771 236,242 381,158 265.997 352,659 892,154 918,853 R]5 418 ApPENDIX “TF.” SHIPBUILDING. GREAT BRITAIN AND IRELAND. (Lloyd’s Register.) 1913 Qtrly. Averace 1927. 1st Qr. 2nd Qr. 3rd Qr. 4th Or. 1928. 1st Qr. 2nd Qr. 3rd Qr. 4th Or. 1929. 1st Qr. 2nd Qr. 3rd Qr. 4th Or. 1930. 1st Qr. 2nd Qr. 3rd Qr. Vessels Commenced. Gross Tons. {index 1913 — 100 166.589 100 579,839 437,112 370,073 377.492 124-3 93-7 79-3 RO 341,843 278,983 244,591 13] TER 13-3 59-8 52-4 q9.5 362,358 498,400 360,087 499 090 77-7 91-8 77-2 1(Y7.-0) 126,570 230,466 160.714 91-4 49-4 34.5 Vessels Launched. Gross Tong (ndex 1913 — TOO 483.038 | 100 127,747 268,545 355,542 198 B50 26-4 55-6 73-6 103.9 106,726 £03,168 387,572 YAR RTE 84-2 83-5 80-2 50-09 289,834 392,888 369,445 479 9aR 60-0 81-3 76:5 07.0 344,699 168,023 378.585 714 96-9 TR.4 Vessels under Construction (at end of quarter). Gross Tons. [ndex 1913 —T100. 2.002.699 100 1,216,932 1,390,388 1,536,416 1.579.713 60-8 69-4 76-7 78.0 1,440,842 1,202,610 1,089,760 1.949 704 71-9 60-0 54-4 62-1 1,357,375 1,453,906 1,448,355 1.560.254 67-8 72-6 2-3 77.9 1,614,993 1,392,063 1.116.746 R0-6 69-5 SRT 35 APPENDIX “G.” RATES OF WAGES. WORKPEOPLE EMPLOYED BY LOCAL AUTHORITIES (NON-TRADING SERVYICES). Information extracted from the Ministry of Labour publication “Standard Time Rates of Wages and Hours of Labour as at 31st August, 1929” and brought up to date from information given in the Ministry of Labour Gazette. Town or District. LONDON: - City of London L.C.C.... we Acton ... os Battersea Bermondsey ... Bethnal Green Camberwell ... Chelsea es Croydon os Deptford vrs Baling ... wn ast Ham ... Edmonton ... Enfield pen Finsbury Hat Tutham ve. Greenwich ... Hackney — Hammersmith dampstead ... Hendon Holborn Fs Hornsey ... (ford ... . [slington we Kensington ... Lambeth was Lewisham I. Leviton vas Paddington ... Poplar... wa 3t. Marylebone 3t. Pancras... Shoreditch ... Southwark ... Stepney an Stoke Newington Pottenham ... Walthamstow... Wandsworth ... West Ham ... Westminster ... Willesden _ Wimbledon ... Woolwich px Wood Green ... General Yard Labourers Road Labourers. Road i Scavengers or! Sweepers. Refuse Collectors dav-work). 80 [4 58/6 86/5 66/3 85/11 26 - a2 1 29 /- 85 [4 59 /- 32/8 62 /— 54/10 62/6 38 10 80/4 57 /- 86/5 86/3 85/11 83/6 82 /1 59/- 68/2 59 /— 82/8 62 /— 34 16—63 62/8 5319 B82 [- 7/6 f= | 82/10 202 Re 4 N= i [4 LT /- 63/4 56 /~ 60 /8% 62 /- 16—63 [- 59 /- 37 [9 85 /— 59/6 64/11 66/3 84/11 63/6 Hecework 59 [— 65 /4 58 /— 62/8 64 /6 3A [B—B3 J 4 0 /6 + Ton- aage bonus 63/11 62 (3 60/3 81 /— 63/11 62 /3 80 /5 80 /3 RA fo 82 [8 82/3 80/5 60/3 BS 60/6 59/5 57/2 57/5 $7. 62 82 /- 57/93 80 /— 80/5 80 /5 60 /5 60 /3 80) / 82 /- 57/93 80 /- 30/5 58 19 80/5 80/3 RO /2 59 [- 56/94 80 7- 38 /- 57/1 57/2 57/5 RZ 1a 30/ B30 /5 60 [3 RB I? 58 /— ~57 [— 66/6 60 /4 | 82/1 B84 /7% 82/4 86/8 Bogs 31/1, 36 /— —57 86/6 80 /4 62/1 | 64/73 eo 14 2 36/~ —-58 ~ 62/11 576 57/5 62/11 BS [4 82/10 5705 817111 62 f~ 6616 80/4 80/5 56/6 82 [4 66/5 60/3 85113 Rd 60/5 60/5 60 /~ 80/5 58/9 60/5 57/2 — Minimum ralte of 67 /- pe|r week for Ad ult Males. 61 /— 81 /- 58 /6 61/- 58/9 54/10 54/10 58/9 57 /9% 7 19% & 60 [8% 57 (9% 57 [9% 66/6 66/6 — 66/6 57 [- 57 /- 57 /-& 60/5 57 /- Weekly Hours of Labour. » 17 i" 47 47 7 a Refuse collectors 49% Others #7 2 Jummer Winter Summer Winter 7 47 Summer 50 KNinter 7° 56 APPENDIX “ G “’~—conitnued RATES OF WAGES—continued. WORKPEOPLE EMPLOYED BY LOCAL AUTHORITIES (NON-TRADING SERVYICES)—continued. Town or District. NORTHERN COUN Carlisle “ee Jarlington ... Gateshead ... Middlesbrough Newcastle-on- Tyne South Shields... Stockton-on-Tees Sunderland ... Lynemouth ... West Hartlepool Y ORKSHIRE :— Barnsley we Bradford wi Dewsbury ... Doncaster ... | Halifax ree Huddersfield ... Hull ... wo Leeds ... ww Rotherham ... Sheffield a Waketield vee York ... wo ANCASHIRE :— Barrow pons Birkenhead ... Blackburn... Blackpool ven 3olton... es Bootle ... wr Burnley we Bury ... id Liverpool ... | Manchester ... | Oldham ee | General Yard Labourers. 8 1— 52 [7 17/8 48711} 47/8 57/9} 15 /= 51/108 1876 5411 51/10% 51/11 | 54/10 | 34/1 ol 00 52/3 59 |— 18/11} 50/11 54/10 | h5 [9% 18/23 51/9 52/3 49/5} 4 /1—57 2 54/2 51/9 | 3411 31 /9—37 /11 {1st class) 31/0 557/03 | Road [.abourers. 52/7 47/8 54/10 4718 57 [9% 15 /— 35/93 18 /6 48/7 55 194 51/11 54/10 54/1 59 f— 2 | 52/3 TO... pl, 48/11%~-50/11 50/11 54/10 54/1 55/98 48/25 55/10 52/3 40/53 34 [1-57 [2 54 /2 54/1 =4 11 57/11 (1st class) | 2 {355 [23 5213 Road Jeavengers or’ Sweepers, 51 [- Average 47/8 48/11} 47/8 | 50/11 | 44 /— 49/11} 48/6 45 /- 42 /1% | 14 /6—48 /23 54 /10 50 /11 44/- 18/114 50/11 52 /- 50 /— (0 [03 —45 [-& 48/6 tin | 53/4} 41/11-44 [33 1/1048 /1 30/6 44/8} 4871 50 /— 48/1 | 81 /6—38 /10 48/1} 48/1 17/118 Refuse Collectors. ‘dav-work). 51/4 50/11 51/4 54 {10 14) 54/10 49/6 40 1 55 (9% 56 /9} 56 [9% 50 /11 52 f~ 59 52/- 50/11 54 /6 50/11 55/0% 50/6 51/9 56 | 495% 5170 55 /- 51/9 230 J 57 4 51/0 55/92 Weekly Hours of Labour. ¢ La Labourers4 Others 47% 47 Refuse collectors 47 Others ~~ 44% Labourers4 Others 4% 48 Refuse collectors 48 Others 47 Labourers4 Others 4 Labourers: Others 4 Scavengers § Others «¢ ‘ Labourers 4 Others 47 37 i 4 Labourers— Summer 463 Winter 44 Others 47 Labourers 44’ Others «¢ Labourers4c Scavengers 44-—47 Others 47 47 Road Labourers Summer 46} Winter 44 Others 47 Rd. Labrs 44 Others 47 APPENDIX ““ G ”—continued. RATES OF WAGES-—continued. WORKPEOPLE EMPLOYED BY LOCAL AUTHORITIES (NON-TRADING SERVICES)—continued. Town or [I i oil ! 0 . ard District. Labourers. LANCASHIRE—con ihued :— Preston vee 48 1 Rochdale 52/8 3t. Helens ... Southport $5 Wallasey Sor 47/113 47 /11% 51 10—68 7 Warrington ... 48/1 Wigan... a 53 /10% NORTH & WEST MIDLANDS :~— Birmingham ... Bristol... Th Thesterfield ... 31/11 59/6 26/3 Joventry wo Derby... es Judley wap loucester ... Srimsby ws Leicester as Lincoln oe Nottingham ... methwick ... Stoke-on-Trent Walsall vs West Bromwich Wolverhampton 55 [= 34710 15/3 19/11} 52 10% 54/10 52/10% 52/104 7—557 19/3 19/3 10/2} | 51 /2% 435 30UTH MIDLAND & BEASTERN COUNTIES :— Cambridge ... [pswich von Luton ... i Northampton... Yorwich wh Oxford... wi Reading Po Southend we Yarmouth ... £7 /11% 48 /— 20 133. 32/102 39.16 18 /— 3 50 /— 7 SOUTHERN COUNTIES :— Bath ... [5 | Bournemouth... 43 [6 50/3 Road Labourers. 52 [3—55 23 52/3 47/113 51/11 51 /0-—68 7 50 /5—53 33 54 [1—57 2 | 51/11 50/8 56/3 50 /8—56 [- 34/10 15/3 19/11} 52/103 54/10 52 [10% 52/104 7557 59/3 19/3 52 /2% 52/21 17 /11% 18 /— 32 [33 52 110% 32/8 8/~ 52/~ 80 /~ 5011 48/8 30/3 Road Scavengers orl Sweepers. Refuse Collectors {dav-work). 44 [6 18/1 44/5 44/3} 47/11% 45/3 44/5 48/1 47 [11% 47 113 51/0 B92 [0 30/11 56 /— 51/11 54 /— 54/2 53/11 54 /- 4819 30/6 52/6 54/10 {54/10—56/10 36/3 & 43/3 46/3 49/11} 19/11} 48/113 | 52/10% 54/10 56/93 52/10} 52 /10% 52/10} 50 /7—54 7 49/3 49/3 49/23 49/21 17/113 48 /-- 7) 47/113 48 j— 471 52 /103&58 /9 52/6 48 /~ 57 /- 47 /— 18/11} 52 16 14 /~ 52 /— 54 47 In 46 /— 50/3 | 46 /- 50/3 Weekly Hours of Labour. Road Labourers- Swimmer 46% Winter 44 Others 48 Labourers 44 Others 47 47 47 Refuse collectors 48 Others 47 Labourers— Summer 46% Winter 44 Others 47 Road Labourers- Summer 46} Winter 44 Refuse collectors 48 Others 47 ai 47 Refuse collectors 45 Others 50 4 17 Labourers # Others 4° 4 x 4% 4 IN APPENDIX “ G "—continued. RATES OF WAGES —continued. WORKPEOPLE EMPLOYED BY LOCAL AUTHORITIES (NON-TRADING SERVICES) —continued. Town or District. SOUTHERN Cov continued. Brighton ut Sastbourne ... Ixeter... cee Gillingham... Hastings —— ?lymouth Pr Portsmouth ... Southampton... iwindon _ WALES :— Aberdare . Cardiff... yi Merthyr Tydfl Newport ws Rhondda o- Swansea tay SCOTLAND im Aberdeen on Dundee a Edinburgh ... Flasgow dae areenock ci Motherwell & Wishaw. ... Pajsley ve NORTHERN IRELAND :— Relfast... _— General Yard Labourers. TR &— 50/7 s0/11 | 10 16& 52 110% 52/= 51/6 54/1 (8 17 & 51/4} 48 /3 52/11 54/10 34/10 54/10 54/10 54/10 3D [8nd 17) 51/8 52 13& 55 /— 55 I= 55 j— 55/~ 57 58 /- 30 Road Labourers. ) Road IScavengers or] Sweepers. 53/1 50/7 50 fiLeze 10/50 111854 110 40 16452 [103] 48 Io 52 [~& 55 /— | 50/7 54/1, 18 /7&51 [4] 18 /-&50 [- 50/7 52/11 49/10 48/3 32/11 48/3 52 111 54/10 54/10 54/10 54/10 34/10 54 /10458 [9 56 [9% 54/10 54/10 54/10 B2 i8—04 /73 62/8463 /73 54 /6 52 13 20 fe 55 /~ 55 /~ 57 | 58 /~ 5116 55 /— 55 /— 38/— 56 /— =0a “0 /_ 20} /- Refuse Collectors. (dav-work). Piecework 56/01 50 j— 54 [- 52/7 52/11 21/10 48/3 327/11 58/9 56/0} 58/9 56/0} 58/0 82 [R66 7 54/6 BE f= RS [— Average 54 /~ 56/- —58/- 51/8 “0 |. Weekly Hours of Tabour. 47 47 Labourers— Summer 47 Winter 44 Others 47 Average 48 & Labourersds Jthers 47 labourers Summer 463 Winter 44 Others 47 47 47 4 4 an Labourers 48 Jthers 50 Certain Labourers 44 Others 48 48 48 48 48 48 0 AppENDIX ¢“ H.” RETAINED IMPORTS AND EXPORTS OF COTTON AND COTTON GOODS. YALUE. (Trade and Navigation Accounts.) Raw Cotton and Cotton Waste. Cotton Yarns and Manufactures. Monthly Average. £920 ... 1921 ... 1922 ... 1923 ... 1924 ... 1925 ... 1926 ... 1927 ... 1928 ... 1929 ... 1930 :— January February ... March April May ves June an July - August ... September October ... Retained Imports. Lt 18,582,495 5,420,954 6,825,324 7,177,816 3,168,165 3,559,002 5,325,750 5,081,351 8,377,038 4.059.831 7,318,596 5,196,020 3,751,486 2,823,036 3,551,913 2,328,122 1,475,086 1,441,583 1,686,708 2.951.940 Exports. x 256,131 60,671 105,679 137,622 154,621 147,185 86,786 101,492 115,218 95 878 56,759 54,866 67,205 52,651 58,456 30,142 56,928 50,291 28.076 11 918 Retained Imports. ES 623,765 345,901 142,169 559,817 561,392 664,670 656,698 753,938 324,597 843 608 802,193 817,272 812,290 722,465 761,383 661,830 594,279 675,239 765,402 045 B28 Exports. 33,451,689 14,888,773 15,576,706 14,782,802 16,596,847 16,617,329 12,861,745 12,399,578 12,108,518 1.287.417 10,914,027 9.994.664 9,376,401 7,543,679 7,847,252 6,187,169 7,461,984 6,552,424 5,474,829 6.091 337 3 ArpENDIX “H "—continued. RETAINED IMPORTS AND EXPORTS OF COTTON PIECE GOODS. ‘Trade and Navigation Accounts.) onthly \ verace. VOLUME. VALUE. Retained | imports. Exports. Retained Imvorts Exports. 1920 ‘921 922 1923 1924 1925... 1926... 1927 ... [928 ... 19209 00 Sq. Yd. 3,019 1,504 2,132 2,770 2,964 3,721 1,214 5,480 8,377 | 3.379 900 Sq. Yd. 369,617 241,857 348,644 345,019 370,330 369,635 319,540 343,074 322,208 305.974 £ 110,089 161,843 197,756 229,538 241,065 302,120 296,950 398,825 379,582 387 191 L 26,309,803 11,427,691 11,869,729 11,520,989 12,787,342 12,552,320 9,671,079 9,166,310 8,941,538 R 971.999 1930 :— January February March April ... May ... - June or July... _~ August se September ... ODetoher oo 5,875 7.479 7.351 5.414 7.265 5.981 5.301 5,038 | 5.449 7 654 313,183 299,519 281,344 217,050 218,089 158,690 197,385 167,982 142,717 150.340 387,002 £01,860 107,538 360,936 395,878 339,812 327,921 302,696 334,891 438 484 8,075,997 7,520,008 6,911,203 5,409,157 5,490,699 4,175,858 5,174,884 4,435,230 3,786,276 3.939 808K 3] ArpENDIX ¢ H ”—conlinued. RETAINED IMPORTS AND EXPORTS OF WOOL AND WOOLLEN GOODS. VALUE. {Trade and Navigation Accounts.) Wool, Raw and Waste and Woollen Rags. Woollen and Worsted Yarns and Manufactures. Monthly Average. 1920 ... 1921 ... 922 ... 923 ... 924 ... 926 ... 1926 ... 1927 ... 1928 ... an 1929 ... . 1930 :— January ... February ... March ... April - May a June a July .- August ... September October ... Retained [mports. L 796,959 2,012,075 2,995,274 694,921 1,619,240 3,641,527 3,130,305 3,037,500 3,054,601 3.178.494 1,389,648 3,171,783 1,926,062 2,495,663 1,150,090 1,616,087 (755,209 1,099,164 { 158,872 182 006 Exports. £ 730,691 377,137 574,156 812,440 036,425 958,623 104,441 372,600 356,860 201.826 582,204 144,265 514,184 170,624 390,391 103,498 327,782 328,204 188,002 386 191 | Retained fmports. L 1,250,619 192,616 681,987 365,336 1,070,679 1,089,756 1,094,859 141,117 1,229,386 1.161.737 1,134,476 1,051,420 1,233,067 £,000,120 976,463 929,937 1,057,429 (,041,942 1,065,640 1.933 839 Exports. £ 11,238,254 1,590,814 1,873,182 5,218,870 5,649,776 1,911,185 1,276,056 1,729,663 £741,442 1 406.997 4,482,477 1,186,888 3,488,531 2,567,467 2,411,867 2,236,905 3,260,506 3,450,829 3,032,745 9919 146 39 ArPENDIX “ H "—continued. RETAINED IMPORTS AND EXPORTS OF BOOTS AND SHOES AND APPAREL. YALUE. (Trade and Navigation Accounts.) Boots and Shoes (exc. Rubber). Apparel (inc. Boots and Shoes). Monthly Average. 1920 ... 1921 ... 1922 ... 1923 ... 1924 ... 1925 ... 1926 ... 1927 ... 1928 ... - 1929 ... wes 1930 :— January February March April May ana June un July tn August... September | October ... Retained | Imports. t 226,286 72,888 98,982 115,062 137,628 138,496 172,251 179,884 193,860 161.040 131,671 143,117 192,795 189,642 205,721 139,676 133,817 115,672 149,306 "7H 0192 Exports. 644,077 210,848 255,781 377,460 130,782 398,560 398,104 395,982 134,053 113.479 334,114 355,782 114,984 104,770 358,381 280,374 347,849 341,747 399,209 101 999 Retained Imports. L 1,069,334 697,475 1,079,140 1,282,356 1,457,903 1,619,487 1,333,714 1,450,609 1,518,652 1 555 595 1,469,633 1,555,176 (,838,568 541,454 1,524,439 1,339,610 1,469,917 ' 501,355 626,404 ( 726.998 Exports. x 4,071,945 1,529,264 1,880,056 2,202,886 2,503,881 2,410,199 2,276,139 2,152,045 2,181,903 9.134 538 1,897,872 1,941,740 1,991,892 1,658,669 1,434,222 1,158,087 1,632,936 706,265 972,462 . 995 509 20) AppENDIX “1.” IMPERIAL EXPENDITURE (EXCHEQUER ISSUES) OF THE UNITED KINGDOM. (Statistical Abstract of the United Kingdom.) Year ended 31st March. Service. 1913-14. 1828-29, CoNSOLIDATED FUND SERVICES :— National Debt Services ... ee Fos Road Fund ~ wns ve Payments to Local Taxation Accounts, etc Payments to Northern Ireland Exchequer Civil List ... ce ve Annuities and Pensions ... Salaries and Allowances ... Courts of Justice ... iw Miscellaneous Services ... Total—Consolidated Fund Services ... SUPPLY SERVICES :— Army Navy Air Force Carried Forward ... £ 24,500,000 1,394,951 (b) 0,734,128 470,000 316,576 56,547 533.042 317.725 37.322,060 28,346,000 18.833,000 717.179.0000 369,000,000 (a’ 21,130,933 15,202,644 5,100,410 470,000 401,878 21,132 475,005 1.438.523 413.240.5255 40,500,000 56,920,000 186.050.0000 113.470.0600 (a) * Permanent Annual Charge of the National Debt’ under 8.23 of Finance Act, 1928. (0) Including Road Improvement Fund. 4 APPENDIX “1 ’—continued. IMPERIAL EXPENDITURE (EXCHEQUER ISSUES) OF THE UNITED KINGDOM-—continued. {Statistical Abstract of the United Kingdom.) Year ended 31st March. Service. SUPPLY SERVICES (continued) :— Brought Forward ... vee Civil Services (¢) :— I. Central Government and Finance II. Imperial and Foreign ... .. III. Home Department, Law and Justice... ve es rus IV. Education - wet oi V. Health, Labour and Insurance VI. Trade and Industry ... cen VII. Common Services (Works, Sta- tionery, ete.) ... ct _— Vill. Non-effective Services (Pensions) IX. Miscellaneous (Expiring Services Votes obsolete in 1927-8 vee Total Civil Services ... ae Customs and Excise . ves [nland Revenue oy Post Office Services ... Total Supply Services ... Total. EXPENDITURE chargeable against Revenue £ 1913-14. 77.179.000 802,940 1,657,255 2,875,915 17,466,094 13,804,569 1.236.418 4,230,822 791,275 11,135,914 53.901.000 2,431,000 2,052,000 24.607.000 | 160.170.0000 197.492.969 1928-29. 113,470,000 2,038,006 5,679,887 12,123,423 49,456,345 75,905,094 9,145,144 8,230,499 58,661,339 1.853.263 229 403.000 4,855,000 6,782,000 57.200.000 404. 800.000 818,040,525 (c) Re-arranged in accordance with the revised classification first adopted in 1927-8. 13 APPENDIX “J.” CAPITAL ISSUES IN GREAT BRITAIN. {Extracted from the ¢° Statist ».) Ten MoxTaS. Banks yo _ ws Breweries ... wo “ih Joal, Iron, Steel, ete. ... “ommercial and Industrial Electric Light and Power as and Water ... ros Jarbours, Docks, Canals "nsurance ye won ‘nvestment Trusts, etc. Land, Mortgage, Buildings i Mines vay ce I. Motor Mfg. oe wes Nitrate ... oe vay Jil er wis _ Railways ... 5 os Rubber ... _ wh Shipping ... po sve T'ea and Coffee ... oe Lelegraphs and Telephones Tramways we Motor Traction ... Total vr Municipal ... a Government dh Grand Total Home Jo wre we Empire Overseas win Foreign... wre a 1927. + 1928. 8,886,268 9,145,209 2,489,342 50,893,370 10,954,329 2,615,841 1,002,500 4.202.807 x 11,079,255 3,874,824 4,306,835 119,421,930 11,502,756 1,213,998 800,000 454,800 [40,527,878 _ 9,252,541 13,454,305 718,151 420,000 5,657,298 D,442,600 2,686,040 2,804,750 437.075 22.310.7786 6,698,911 1.302.880 4,455,044 28,575,357 2,044,203 14,744,902 312,500 143,608 557.870 337,250 1.195 667 71,345,116 “1,236,036 1.381.150 243,587,953 28,656,153 49.833.884 243.962.3022 322.077.990 135,190,968 67,591,482 41,179.852 188,418,836 71,027,765 62,631,389 ‘43,962.302 322 077.990 1929. 4,757,600 2,139,075 6,491,760 36,906,052 "4,058,382 2,676,241 1,473,750 897,384 38,354,308 12,247,611 14,079,844 242,008 128,225 4,061,521 14,001,900 1,661,896 19,500 784,668 305.002 1,347,683 206,625,400 4,891,168 30,408.144 241.924.712 134,854,080 57,517,801 49,552,741 241,924.'712 1930. £ 5,622,046 2,263,959 3,900,000 24,990,071 13,575,669 7,864,247 327,500 7.687.375 1,863,640 5,608,088 400,000 8,200,000 34,511,580 899.763 369,850 143,515 180,000 781.802 23,182,105 26,521,060 61,136,065 210,839,230 10,188,644 59,118,934 41.531.652 210.839.230 ‘xcluding German Government International £7 per Cent. Loan, 1930. ArpENDIX “K.” PUBLIC SOCIAL SERVICES—GREAT BRITAIN. (Compiled from Treasury Statement.) Expenditure under the following Acts. Total Expenditure (other than out of loans for capital purposes) durine the vear ended 31st March. 1011. 1921. (2) 1928 {or latest available year). (3) 1} Total Expenditure accounted for in column 3 subdivided between nterest o: loans and provision for ‘epayment of loans. (4) Adminis- trative Expenses. All other expenses (benefits, ete). ‘BY (BY Receipts from which total expenditure accounted for in column 3 was met. (The figures printed in italics relate to the vear 1911). Parlia- mentary Votes and Grants. Other receipts (contribu- tions, fees, interest, rents, ete.). {ND Local Rates. Total of sums in cols. 7, 8, and 9. ao (7y (8) Total number of persons directly benefiting from the Expendi- ture included in col. 8. {11 oa .~, (a) Unemployment Insur- ance Acts... — (b) National Insurance (Health) Acts wre (¢) Widows’, Orphans’ and Old Age Con- tributory Pensions Act ... _. I~ (d) Old Age Pensions Acts. 7.360.146 (¢) War Pensions Acts and the Ministry of Pensions Act ee (f) Education Acts ae 133,489,095 10,767.873 rv 29 857.000 920.750.4222 100,949,281 88.787. 857 42 784.079 | 1,349,367 87.596.000 11,947,000% 22 708.800 56,938,146 94.442 041 1,531,260 A $. 913.576 5.271.000 897.500% 877.003 1,942,480 4,763,182 386.522.0368 32 825.000 | 11,049,500* 32.829 797 54,005,666 35,147,699 38,356,56¢ TL T4Q RAF 5 12.024.910 7.138.000 33,706,800 7,360,148 56,938,146 “8,390,029 17 887.552 £ y | 30.799 792 1 492.747 702 21.696.000 | 28 834.000 23 254 000*] 23.254,000* 33,706,800 2.360.146 56,938,146 94,442,041 29 4RG Nii< 7,605,447 1.651.999 11,750,000 17.431.000 1,013,000 1.417.000 1,476,000 3.022 580 ArrENDIX “K “—continued PUBLIC SOCIAL SEnxYICES—GREAT BRITAIN. (Compiled from Treasury Statement). (g) Acts . relating to Reformatory and Industrial Schools 690.260 1.486.270 Rd R52 jv 7 ran 292 KOA (}Y Inebriates Acts a 23 850 1R.034 0 2) (i) Public Health Acts, so far as they relate to :— (1) Hospitals and treatment of Disease. (2) Maternity and Child Welfare Work. 0931357 8.555.000 2.162.000 736.000 73 000 Not ascer- tained 2 000.143 2.339.500 a8 500 {66.500 '7) Housing of the Working Classes Acts. (k) Acts relating to the relief of the Poor 888.312 4.603.072 926.711.0060 19.976.000 186.500 16.158.130 94 250 054 45.480 .000 1.165.000 1 870.000 ({) Unemployed Work- men Act. 2192 3298 104.844 56.160 7 060 (m) Lunacy and Mental Deficiency Acts 2 105.000 4.413.000 5.035.000 26.000 106.000 Toran - 7 ) — 1306,741,770 [865,933,509 [28,654,890 21,006,697 163,157,561 ' “10.29 7 253 000 2.114.500 6.548.500 42 445.000 49 100 4.103.000 316.201.999 323,463 §217.397 3 229 5,191,500 2054.857 987.500 2,569,500 258 pay 39,452,000 12.762.298 12,250 #1039 2,572,000 1.372 000 L.,=.0,783 2 886 204 543,124 S308. 785 29 612 2,511,000 47.500 1.004.500 10.266,500 5.500 3,661,000 2 560.894 110 95 821 1,106,000 3262 000 .11,090119 2e 450 R11 86,264 250.135 i54,853 §582 317 3 3 30 99 C30) £59,500 129°000 8,162.000 Q9ng Ba 397.500 2 3320 500 13,875,000 624,175 26,711,000 888 312 2,903,000 834.938 16,016,000 16.158.130 43,800 45.345 56,160 212 398 1,357,000 371.000 5,035.000 2 105 00¢ 112,490,330 378,997 232 3.712.602 163.049.6038 0 84K 1.518.854 ew, a 7 * The figures in Columns 3, 3, 6, 9 and 10, refer to expenditure from, and receipts into, the-Pensions Account. Surpluses and deficits on this account are dealt with by transfers to and from the Treasury Pensions Account which covers both England and Wales and Scotland, and into which an annual contribution of £4,000.000 is paid from the Ixechequer. § Excluding Scotland. which is included in Col. 1 PRINTED BY WATHERLOW & SONS LIMITED, 49, PARLIAMENT STREET, 3.W. 1. 1930. FO ea ; Ou |B iy 3 = OQ A J Ey 6. This is a manufacturing country and upon the con- finuance of our manufactures in a healthy and stable condition our greatness as a nation depends and must continue to depend. 7. We cannot contemplate this country if reduced to trading and finance being able to support a population of 46 million people. Under such circumstances it would with difficulty support 18 millions. 8. These facts are elementary, and it might be thought that the first care of our legislators, keeping these facts in mind, would be to frame their policy in the direction of the conservation and development of industry, or, at least, to refrain from impeding industrial development. 1a, 9. So far from this being the case it must be realised that for the last two decades sentiment and sentimentalism rather than reason have been the mainspring of domestic policy. 10. The industrial ignorance of political parties in this country, and the readiness with which they have from political motives added to the burdens on industry, is illustrated by the fact that during the last 40 years social burdens have increased by about 1.500 per cent. iL Ww. FE 11. In vain have protests been made as to the inevitable result of such a course; in vain has it been urged that the cumulative effect of such burdens and their accompanying administrative expenses must sooner or later result in a declining industry and a bankrupt Treasury. 12. It is indeed time that we faced facts. Democracy nstead of being bribed by promises and benefits must be told the truth. 13. The passion for making royal roads for everyone rom the cradle to the grave must give place to the con- sideration that in a well ordered State, the conception of he State as a fairy godmother is a fundamental fallacv. om 14. The prosperity of a people depends on their own 'xertions and the measure of that prosperity must govern nv State benevolence. 15. The example set by the State in the matter of xtravagance has served as an encouragement to local wuthorities. 16. Such extravagance, national and local, is draining he country of money and is engendering in the people a eeling of false security which is being translated into apathy. I i 3 1