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Chapter 2 Chapter 4 Chapter 5 Notes Chapter 2 1 All tons are imperial tons, unless otherwise stated. 2 Parliamentary Select Committee on Railway Servants (Hours of Labour) of 1891, volume xvi: 1–91. 3 The term ‘passed’ refers to the fact that the individual cleaner, fireman or driver was passed, or qualified, to undertake the work, but was not doing that work all the time. Only after a certain number of turns or shifts (over three hundred) actually doing the work would the worker be fully rated at the new status. At certain times, during wartime especially, the new rate would be won quickly, but in times of slow promotion it could take many years. 4 All interviews were carried out by the author. 5 The ‘road’ here refers to a particular route. A qualified driver would have to ‘learn the road’ before he could drive a train over that section. In particularly complex locations this could take a considerable time. Semmens (1966: 69), in his biography of Kings Cross engineman Bill Hoole, describes how learn- ing the five miles from the London terminal took between two and three months and involved detailed knowledge of 1,000 individual signals as well as hundreds of other features and peculiarities. 6 Before proceed signals can be given, the signal worker must ‘set the road’. Points and signals are interlocked to prevent points being moved while a signal is displaying a clear aspect. In semaphore signalling, signals would sometimes fail to clear even though the correct lever had been pulled. Chapter 4 1 The terms ‘power box’ and ‘power signalling’ refer to methods of moving or changing points and signals using power switches or levers, as distinct from traditional mechanical signalling, in which the signal worker manipulates points and signals by levers, using his own strength. In the case of power boxes, control rooms can be remote from the site controlled and it is poss- ible to concentrate vast areas into one location. Chapter 5 1 I use LU (London Underground), LUL (London Underground Limited) and LT (London Transport) interchangeably in this book, mainly because the staff interviewed here do. 2 Loadhaul was the company formed out of Train Load Freight North East. It was always a subsidiary of BR. The company was based in Doncaster and its main business was concentrated in the north-east of England. 178 Notes 179 Chapter 6 1 Every depot would have an establishment figure of the number of drivers required to cover all the duties, rest days and holidays to run a full service. Railways have often relied on overtime to cover the full service requirement, as shortages can be caused by sickness, accident or new workers in training. In the past both management and workforce came to rely on overtime as a way of capping the wage bill, for the former, or increasing wages, for the latter. 2 A ‘Form One’ is a written warning, the first formal stage in the disciplinary procedure. The new entrants in the industry may well have changed their systems, but the language inherited from BR lives on after privatisation. 3 One LUL worker interviewed, who was aware of my railway background, actually said to me that had I still been on the job, I would have been con- sidered a dinosaur by management. At the time I was 27. Both younger and older workers talked of privatisation, or the Company Plan in the case of LUL staff, as representing a watershed in both experience and expectation. What was interesting about a large group of workers ranging in age from their mid-thirties to late forties was that their only work experience was with the railways, which would not be valued on the general labour market, and yet they were too young to take voluntary redundancy. This group was therefore in a highly ambiguous position. References Books and journals Aaronovitch, S., Smith, R., Gardiner, J. and Moore, R. (1981) The Political Economy of British Capitalism: A Marxist Analysis. London: McGraw-Hill. Albrow, M. (1997) Do Organizations have Feelings? London: Routledge. Alcock, G.W. (1922) Fifty Years of Railway Trade Unionism. London: Co-operative Printing Society. Aronowitz, S. and Cutler, J. (eds) (1998) Post-Work: The Wages of Cybernation. London: Routledge. Aronowitz, S. and DiFazio, W. (1994) The Jobless Future: Sci-Tech and the Dogma of Work. Minneapolis: University of Minneapolis. Bagwell, P.S. 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Newton Abbot: David and Charles. 180 References 181 Brown, R.K. (1977) ‘The growth of industrial bureaucracy – chance, choice or necessity?’, in P.R. Gleichmann, J. Goudsblom and H. Korte (eds) Human Figurations: Essays for Norbert Elias. Amsterdam: Amsterdam Sociologisch Tijdschrift. Brown, R.K. (1988) ‘The employment relationship in sociological theory’, in D. Gallie (ed.) Employment in Britain. Oxford: Blackwell. Brown, R.K. (1992) Understanding Industrial Organisations: Theoretical Perspectives in Industrial Sociology. London: Routledge. Brown, R.K. (1993) ‘The negotiated order of the industrial enterprise’, in H. Martins (ed.) Knowledge and Passion: Essays in Honour of John Rex. London: I.B. Traus. Bulmer, M. (ed.) (1975) Working-class Images of Society. London: Routledge and Kegan Paul. Cain, P.J. (1988) ‘Railways 1870–1914: the Maturity of the Private System’, in M.J. Freeman and D.H. Aldcroft (eds) Transport in Victorian Britain. Manchester: Manchester University Press. 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