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Things in living memory which seem very anachronistic now

Killingworth

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And the Canberra, until the Falklands war, after which the government paid for a refurb.
The Canberra never did schools cruises, see; https://en.wikipedia.org/wiki/SS_Canberra

It was Uganda that had been converted for schools cruises that was requisitioned for the Falklands. The first schools cruise ship was the former troop ship Dunera. I spent 2 weeks aboard in a dormitory very near the water line soon after the conversion in 1961. There would have more bunk beds in trooping days but it was fairly spartan.

Dunera.jpg
 
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OuterDistant

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Companies named "Britannia [something]" or even "British [something]". Tends to be the mark of a business that's failed to move with the times (with the possible exception of British Airways, because it's the flag carrier.)
 

Killingworth

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We still have a box of candles for emergency lighting.

Every Wednesday tea time we had pre-planned power cuts and the candles came out - must have been over 70 years ago.

We did a reprise about 1973/4 and are still prepared, apart from the matches. Where did we put them?
 
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3141

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We still have a box of candles for emergency ligting.

1) Every Wednesday tea time we had pre-plannrd power cuts and the candles came out - must have been over 70 years ago.

2) We did a reprise about 1973/4 and are still prepared, apart from the matches. Where did we put them?
I think the power cuts I've marked (1) were in the years after 1945 and were caused by a shortage of coal for power stations, which was due (I suppose) to prioritising its use for industry, and perhaps for export. There were also times during the day when BBC radio and TV shut down.

The ones marked (2) were in 1972, I believe, and were the consequence of a miners' strike.
 

Killingworth

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I think the power cuts I've marked (1) were in the years after 1945 and were caused by a shortage of coal for power stations, which was due (I suppose) to prioritising its use for industry, and perhaps for export. There were also times during the day when BBC radio and TV shut down.

The ones marked (2) were in 1972, I believe, and were the consequence of a miners' strike.
The big three day week and major blackouts were early 1974 but it had been brewing for some time starting with lesser power cuts in 1972. In 1974 petrol rationing coupons were issued with a voluntary speed limit of 50 mph. Most obeyed so coupons were never used.

See the Blackout Report; https://www.theblackoutreport.co.uk/2023/04/17/three-day-week-1974/#:~:text=On%2013%20December%201973%2C%20Prime,of%20the%20nation's%20power%20supplies.

Revisiting The Three Day Week Of 1974​

Posted onApril 17, 2023 ByChris Owens19 Commentson Revisiting The Three Day Week Of 1974
Power Insights
The start of 1974 saw much of UK industry operate under a Three Day Week restricting their electricity use.
The period of electricity rationing lasted for more than two months and played a pivotal role in unseating the British government.
While the crisis came to a head thanks to an industrial dispute with coal miners in the midst of a global oil crisis, its true origins date back years or even decades.
In fact, electricity use was rationed just two years before due to fears about potential shortages of coal.

The Background: Major Miners’ Disputes

Before World War II, coal mining languished in 84th place on a league table of the best-paid industrial jobs. But a post-war boom saw this situation change dramatically.
One report found the net income of a miner with a wife and two children in 1957 was roughly 22% higher than an equivalent manufacturing worker. A similar 1960 study revealed miners were paid 7.4% above the average earnings of those working in factories.
Coal was the new gold and it was claimed miners were “enjoying historically unprecedented standards of living”.
This situation didn’t last though. Miners’ pay fell behind other workers during the 1960s and by the end of the decade, earnings were roughly 3% below the average worker in manufacturing.
As Britain headed into the 1970s, high inflation led the Conservative government of the day to impose wage restraint on public sector workers. This sent them headlong into a lengthy and acrimonious dispute with the National Union of Mineworkers (NUM).
At its 1971 annual conference, the trade union proposed a 43% pay rise for its members. At the time, the government was offering workers 7-8% increases. Miners voted to take industrial action if their demands weren’t met.
On 5 January 1972, the NUM’s executive committee rejected another offer from the National Coal Board, the state-owned body running the mining industry.
This led to a worker walkout on 9 January, the first official strike by miners in Britain since 1926. There had been a widespread unofficial strike in 1969.
Miners picketed at coal-fired power stations, before targeting all other major coal users including steelworks and ports to ramp up pressure on the government.
With fuel supplies dwindling, the government declared a state of emergency on 9 February. This included limiting electricity to homes and businesses through rota disconnections, leaving many without power for up to nine hours a day.
Inevitably, this caused great disruption to industry, even forcing some companies out of business. In the two days following the introduction of emergency measures, more than 1.5 million people paid weekly were laid off, doubling the number of unemployed in a matter of hours.
The Central Electricity Generating Board, which oversaw power generation across England and Wales from 1957 until privatisation in the 1990s, had to disconnect 10-15% of the population as well as reduce voltage by 6%.
On 11 February an inquiry headed by Lord Wilberforce (the Wilberforce Inquiry) started to investigate the coal miners’ demands as the strike stretched into its second month.
Negotiations between the NUM and the coal board continued and an agreement was finally reached in the early hours of 19 February.
Miners accepted the new offer in a vote on 25 February and returned to work three days later, ending a seven-week strike that demonstrated how important coal and electricity were to the nation’s economic wellbeing.
greyscale image inside a pit of a coal mine
DIGGING IN: Disputes between miners and the government were common at the time

Crisis Averted… But For How Long?

Conflict was brewing again by the middle of 1973. The election of Mick McGahey to vice-president had moved the NUM in a more militant direction.
By October inflation was spiralling, resulting in miners’ real-terms wages lagging 2.3% behind the recommendations of the Wilberforce Inquiry.
The NUM’s national conference passed resolutions for 35% wage increases, again well above the limits set by the government.
Around the same time, a global oil crisis was developing. The Organization of Arab Petroleum Exporting Countries enforced a boycott of the United States and an embargo on oil supplies to nations perceived as supporting Israel in the Yom Kippur War.
Compared to other countries such as the Netherlands, Britain wasn’t hugely affected by the embargo. The Edward Heath-led Conservative government refused permission for the US air force to use its military bases.
This stance meant oil supplies to the UK were largely uninterrupted, although the spiralling prices undoubtedly had a knock on effect on the relationship between ministers and the miners. By the end of the embargo in March 1974, the average price of oil had risen nearly 400% from $3 to $12 a barrel.
Come November, the NUM rejected the latest pay offer from the National Coal Board and held a national ballot on another strike. Miners rejected the proposal by almost a 2-to-1 margin (143,006 to 82,631). However, they did enforce an overtime ban aimed at halving coal production.
This move had serious consequences for the UK’s power supplies, with the majority of electricity at the time generated by coal-fired power stations.
On 13 December 1973, Prime Minister Heath announced that from midnight on 31 December, commercial consumption of electricity would be limited to three consecutive days each week.
The measure aimed to prolong the life of available coal stocks rather than risk a complete shutdown of the nation’s power supplies.

Cabinet papers published through the National Archive demonstrate the tricky tightrope the government was walking.

Government must not appear to be working for a major confrontation with the unions on the issue of the Stage 3 Pay Code. It was possible that the Executive of the National Union of Mineworkers (NUM) wanted such a confrontation or that their actions would produce it.
Meanwhile the Government must go ahead with the arrangements to introduce the three-day working week.
The Government must make it clear that the measures were wholly the result of the industrial action by the NUM and ASLEF, and that if that action were brought to an end the oil shortage would persist but the three-day working week would no longer be necessary.
In discussion it was argued that the Government should not appear to use the three-day week as a threat to the unions. The facts must be presented in a low key emphasising the overriding need to meet the fuel shortage.

– Minutes of Cabinet meeting from 20 December 1973

The Reality Of A Three Day Week

The restrictions came into force on 1 January 1974 and lasted until 7 March. Businesses had to limit their electricity use to just three specified consecutive days a week and were banned from operating for long hours on those dates.

Services deemed “essential” were exempt from the action. These included hospitals and supermarkets, along with newspaper printing presses, which were seen as an important mechanism for ensuring the public remained informed of events.

Under the rules the two main TV companies BBC and ITV had to stop broadcasting at 10:30 pm each evening to help conserve electricity, although this limit was lifted on 8 February after the Prime Minister called a General Election – more on that shortly.

After the first few weeks, debate in government focused on whether they could ease the restrictions to let businesses work for five rather than three days. However, ministers came to the conclusion it would be seen as a sign of weakness.

In discussion, it was argued that any relaxation which led to increased electricity consumption would represent a major change of policy. Hitherto the aim had been to restrict consumption to prolong endurance. The miners had always sought to deplete stocks by action short of a strike, and then impose a total strike when the economy was least able to resist it.
Relaxation now, would be seen as a sign of weakness on the part of the Government: the miners would be encouraged in their resolve, since a relaxation would be taken as firm evidence that the economy could not stand a three-day week and that the Government, rather than impose even harsher measures, would quickly settle with them. Public opinion would almost certainly see relaxation in face of the risk of a strike as an act of great imprudence.
On the other hand, it was strongly argued that the restriction of the working week to three days could not be endured much longer. There were signs that many companies, large and small, would soon be in difficulties, and this could have wide repercussions throughout the economy. The trade figures would inevitably get worse if short-time work continued.
The ability of the economy to withstand restrictions was a much more critical factor for the endurance of the country than were the fuel stocks. Moreover to maintain the present restrictions would be seen as a tacit admission that the Government expected the majority of miners to vote for a strike. Such a policy would be interpreted as an intensified form of Government confrontation with the unions and it would provide a continuing excuse for the TUC to maintain their protests.

– Minutes of Cabinet meeting from 24 January 1974
On 24 January, NUM members voted overwhelmingly in favour (81% in support) of a national strike having rejected the National Coal Board’s latest offer of a 16.5% pay increase.

The strike started on 5 February, and with the Three Day Week already into its second month, Prime Minister Heath called a snap election.

Clearly believing that the public sided with the government over the power of trade unions, the Conservatives based its campaign on the slogan “Who governs Britain?”.

They didn’t get the answer they expected, however. While the Conservatives took the largest share of the vote (37.9% to 37.2%), they lost 28 seats and their majority in the House of Commons.

Labour under Harold Wilson gained the most seats (301 versus 297) and formed a minority government. It immediately increased miners’ wages by 35%.

The Three Day Week ended on 7 March with normal working patterns returning from 8 March, although certain restrictions on electricity use remained in force for several weeks.


Long-Term Impact Of The Three Day Week

The incident cast a long shadow over the UK for the next decade. Another General Election followed in October, which saw Labour gain a slim majority of three following a campaign where it made great capital out of its role in ending the miners’ strike.

But the administration was hit by an economic crisis that led to Prime Minister James Callaghan applying for a loan from the International Monetary Fund (IMF).

The 1979 General Election campaign was played out in the months following the Winter of Discontent, another period marred by industrial disputes and strikes.

Labour, the governing party, ran advertising campaigns reminding voters of the Three Day Week. It carried the slogan “Remember the last time the Tories said they had all the answers?”.

While the Conservatives played heavily on the government’s response – or perceived lack of response – to the Winter of Discontent and rising unemployment.

It’s famous “Labour isn’t Working” slogan combined with the image of a lengthy queue of people signing on at the dole office, proved victorious at the ballot box, ushering Margaret Thatcher into Downing Street as the new Prime Minister.

Thatcher, who was a member of the Heath government back in 1974, learned lessons from the Three Day Week and ensured coal supplies were well stocked ahead of the next major dispute with the miners in 1984-85.


Could the Three Day Week happen today? As our power grid transitions away from coal to renewables, it appears unlikely.

But there are plenty of other threats to the continuity of the nation’s electricity supplies. And there are mechanisms in place, such as load shedding, to ration power should the need arise.
 

GordonT

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From personal observation rather than from hard evidence, motorists and pedestrians at one time exercising a greater degree of justified caution and focus when on the verge of traversing pedestrian crossings.
 

AM9

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From personal observation rather than from hard evidence, motorists and pedestrians at one time exercising a greater degree of justified caution and focus when on the verge of traversing pedestrian crossings.
They were different times. The use of zebra crossings, (as opposed to lights-controlled crossings) was taught at school, but on the other hand, drink driving was assumed by many to be part of the hazards of road use and those that were caught were merely 'unlucky'! o_O
 

Ediswan

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They were different times. The use of zebra crossings, (as opposed to lights-controlled crossings) was taught at school, but on the other hand, drink driving was assumed by many to be part of the hazards of road use and those that were caught were merely 'unlucky'! o_O
You could even buy insuarance to cover (some?) of the indirect costs of a conviction and ban.
 

Merle Haggard

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From personal observation rather than from hard evidence, motorists and pedestrians at one time exercising a greater degree of justified caution and focus when on the verge of traversing pedestrian crossings.

From personal experience, in the 1950s and early 1960s for the pedestrian a Zebra crossing offered no greater safety than crossing the road anywhere else. There were fewer cars about then but the people that owned and drove them seemed to regard themselves as being of much greater importance than pedestrians.
When waiting to cross, cars rarely gave way; however, if you were crossing using a gap in then traffic it is likely that an approaching car would stop, but it was quite possible that they would swerve behind or in front of you. Once, outside Northampton station, a car did stop for me. I crossed in front of it and when I walked on beyond its front I was very nearly hit by a car overtaking the stationary one at some speed.
Bus and coach drivers also regarded their progress as important, not to be interrupted by allowing a child to cros; quite often they would noticeably accelerate when they saw someone waiting to cross.
 

AM9

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From personal experience, in the 1950s and early 1960s for the pedestrian a Zebra crossing offered no greater safety than crossing the road anywhere else. There were fewer cars about then but the people that owned and drove them seemed to regard themselves as being of much greater importance than pedestrians.
When waiting to cross, cars rarely gave way; however, if you were crossing using a gap in then traffic it is likely that an approaching car would stop, but it was quite possible that they would swerve behind or in front of you. Once, outside Northampton station, a car did stop for me. I crossed in front of it and when I walked on beyond its front I was very nearly hit by a car overtaking the stationary one at some speed.
Bus and coach drivers also regarded their progress as important, not to be interrupted by allowing a child to cros; quite often they would noticeably accelerate when they saw someone waiting to cross.
I can agree with what you say there, and remember in the '50s, the regular road safety visits of the local police to my school. There they set up a 'road' with black and white painted strips of wood and gave demonstrations of how not to cross the road. They used a pram, a cycle with a simple set of traffic lights and a roll out zebra crosing. It was a combination of comical and quite horrific demonstrations by (presumably) policemen in civvies, walking in front of shiny black Wolseleys driving along the road at about 20mph, and squealing to a halt, bouncing the (well-padded) walker off the bonnet. Quite entertaining, but probably brought a level of road sense to children.
I contrast that with today where most drivers are reasonably well behaved as regards zebrs crossings but a few try to put pressure on those who do 'give in' to the pedestrian by letting them cross. They are the same types that tailgate very closely when traffic lights have been on for a while and try to bully compliant motorists to run through just after a red has been shown.
 

Merle Haggard

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I can agree with what you say there, and remember in the '50s, the regular road safety visits of the local police to my school. There they set up a 'road' with black and white painted strips of wood and gave demonstrations of how not to cross the road. They used a pram, a cycle with a simple set of traffic lights and a roll out zebra crosing. It was a combination of comical and quite horrific demonstrations by (presumably) policemen in civvies, walking in front of shiny black Wolseleys driving along the road at about 20mph, and squealing to a halt, bouncing the (well-padded) walker off the bonnet. Quite entertaining, but probably brought a level of road sense to children.
I contrast that with today where most drivers are reasonably well behaved as regards zebrs crossings but a few try to put pressure on those who do 'give in' to the pedestrian by letting them cross. They are the same types that tailgate very closely when traffic lights have been on for a while and try to bully compliant motorists to run through just after a red has been shown.

just an aside about the demonstration films, there was less danger than you thought. I remember a short programme about how they were made, the filming started at the point of implied impact and everyone walked or drove around backwards away from it. The film was then reversed. Presumably an actor was on the bonnet and then slid down onto his feet.
Pedestrian crossing originally were just 'Belisha Beacons' each side of the road and studs marking the footway, the zebra stripes came about in the early 1950s. The Minister who introduced them was Hoare Belisha, giving the name - does anyone use it now?
 

AM9

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just an aside about the demonstration films, there was less danger than you thought. I remember a short programme about how they were made, the filming started at the point of implied impact and everyone walked or drove around backwards away from it. The film was then reversed. Presumably an actor was on the bonnet and then slid down onto his feet.
Pedestrian crossing originally were just 'Belisha Beacons' each side of the road and studs marking the footway, the zebra stripes came about in the early 1950s. The Minister who introduced them was Hoare Belisha, giving the name - does anyone use it now?
These weren't films, they were live events, actually performed in the school playground.
 

Merle Haggard

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These weren't films, they were live events, actually performed in the school playground.

Amazing, we didn't have anything like that. Very laudable that the policeman did those stunts, the chance of injury, particularly if they hadn't been trained, must have been fairly high.

We did have a visit from the then-famous 'Co-co the Clown' with a talk about road safety, though. I have since found out that he had had two accidents involving cars - the first when he was knocked down by a car driven by an elephant - and wanted to alert children to the importance of road safety. I remember him as being about 6' 6" tall and looking very miserable but the make-up didn't help.
 

GordonT

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My road safety instruction at primary school was linked to a TV programme "The Tufty Club" which involved being given a badge with its logo I think.
 

BingMan

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That seems like it could be open to abuse. If you didn't have or need a car, what is the cheapest you could get one and run up four speeding fixed penalties to get yourself £15k of free transport for the year?
I had one of those policies when I was working because I was prone to being struck down with lumbago which prevented me from driving. There was a specific exclusion for drink driving bans

There i no differance between a poor man insuring bhimself to cover bans and a rich man employing a chauffer when he is banned

== Doublepost prevention - post automatically merged: ==

There were fewer cars about then but the people that owned and drove them seemed to regard themselves as being of much greater importance than pedestrians.
Most drivers still do. And quite right. Pedestrians don't pay "road tax".
 

Merle Haggard

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I had one of those policies when I was working because I was prone to being struck down with lumbago which prevented me from driving. There was a specific exclusion for drink driving bans

There i no differance between a poor man insuring bhimself to cover bans and a rich man employing a chauffer when he is banned

== Doublepost prevention - post automatically merged: ==


Most drivers still do. And quite right. Pedestrians don't pay "road tax".

By your process of logic as so much of my property tax is spent on 'highways', I'll have to find out which particular stretches of road I am responsible for. Might include a zebra crossing, and if so, I'll claim it as mine, and cross it continuously.

P.S. a tax is ... a tax, not a charge for use.
 

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When the potential for a fault in a motor car to be "the electrics" was comparitively small.
On the contrary, the electrics were often the cause of grief. If the points gap wasn't correct, the opening time of the points not correct, the spark plug gap within tolerance, the plug leads not completely dry, likewise the distributor nor clean and dry (early Minis the worst), the electrolyte level of the battery too low, the battery (or the engine) having a good earth, or the alternator playing up...then it wouldn't start or kepp going.
Nowadays it is the computer saying no. This year I've had my car refusing to start becaause the key had 'lost' its coding, and the radiator boiling over because the computer wasn't 'triggered' by a resistor coming loose. Luckily I fixed them myself for about £3.
 

GordonT

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Plenty around here (Reading). You can use the app and play music in my local from anywhere in the world. I thoroughly enjoyed putting The Birdie Song on a few weeks ago when I was stuck at the office and all my mates were down there :lol:
I remember being in pubs where a (presumably) lovelorn punter would play a mournful ballad (Everley Brothers - Cryin' comes to mind) endlessly. One occasion - desperate bar manager pulled the plug out.
 

MP33

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I was a member of a club that used to meet in a place that had a Juke Box in the tea bar. It was unplugged, due to lack of demand. Which might explain why you hardly see the ones with actual vinyl records.

One of the members used to plug it in and put in money to play, never going to give you up by Rick Astley, four or five times.
 

AM9

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By your process of logic as so much of my property tax is spent on 'highways', I'll have to find out which particular stretches of road I am responsible for. Might include a zebra crossing, and if so, I'll claim it as mine, and cross it continuously.

P.S. a tax is ... a tax, not a charge for use.
Are there still people around who believe that a) there is such a thing called 'road tax' and b) roads are maintained by taxes from (only)motorists.
Clearly education on such basic matters has failed.
 

Lewisham2221

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Are there still people around who believe that a) there is such a thing called 'road tax' and b) roads are maintained by taxes from (only)motorists.
Clearly education on such basic matters has failed.
A) Yes
B) Yes

Last time I checked, the multitude of different taxes was neither "basic" nor part of the national curriculum, so...
 

AM9

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A) Yes
B) Yes

Last time I checked, the multitude of different taxes was neither "basic" nor part of the national curriculum, so...
Not all education is done at school. Given the person making this particular erroneous claim also mentions in this thread that in case they were prevented from driving by lumbago they were insured, the basics of VED (or car tax for those that have never read their annual V11), should be familiar to them so that such embarassing comments aren't made.
For reference, this was the last time I heard of such rubbish from a car driver: Article of woman who drove a cyclist off the road, boasted about it on Twitter and posted that cyclists don't pay road tax. :rolleyes:
 

Ediswan

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I remember being in pubs where a (presumably) lovelorn punter would play a mournful ballad (Everley Brothers - Cryin' comes to mind) endlessly. One occasion - desperate bar manager pulled the plug out.
My student pub duke box had a ~warped~ copy of this comedy cover of Mule Train. Very popular.
 

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