Yes, we published this information. Obviously the Government have not published leaflets, but we got the information out. I use it as an illustration of the deceit practised to deceive these people.

On 9th May the Newport dockers passed a resolution that the Canadian strike was no concern of theirs and work was resumed. The "Montreal City" proceeded to Barry and Swansea where her cargo was handled without difficulty. But, on 14th May, when she arrived in Avonmouth, dockers refused allocation. On the previous day, 13th May, 156 stevedores had refused allocation to "Beaverbrae" in London and on 14th May 26 dockers refused allocation. On 16th May dockers allocated to the "Montreal City" refused to commence work and the Port of Avonmouth stopped completely in sympathy, but work was resumed on 17th May, except on the "Montreal City."

On 16th May, Lord Ammon and Mr. Parkin, of the National Dock Labour Board, called at the Ministry of Labour to obtain advice as to the action the Board should take to deal with the situation which had arisen over Canadian ships in various ports. Up to then they had not proposed requisition because they did not want to cause the dispute to spread among other workers. They said that the Board had not pressed the matter to an issue as they wished to avoid any action that might lead to a more widespread stoppage, and I think that was a proper action. They could not continue to do so without some assurance that the Government concurred in this course of action. It was the first occasion on which guidance had been sought and they were given the assurance on that day and again on the following day.

On 17th May the employers at Avonmouth decided to make no further requisitions for labour until the "Montreal City" was manned and worked. On the following day work stopped completely at Avonmouth and on 23rd May dockers in Bristol and Portishead stopped in sympathy. In view of their duty to the country to take all necessary steps to safeguard perishable foodstuffs, the Government decided to employ Service labour for the purpose, and unloading commenced on 27th May. Thereafter all vessels in the port were unloaded by the troops. On 17th May the "Seaboard Queen" arrived in Leith. The dockers worked the morning shift on 18th May, but at midday the Canadian Seamen's Union representatives from London arrived and the dockers refused to work in the afternoon. This ship left Leith on 3rd June with a cargo aboard and was discharged in Bremen.

I hope I am not wearying the Committee—[HON. MEMBERS: "No."]—hon. Members will want to know the truth about the strike as well as the truth about the conduct of those trying to stop it. On 26th May the "Dromore," a British ship, arrived in Liverpool from Avonmouth and, on 27th May, the dockers refused to work it. On the same day the crew of "Seaboard Ranger" were paid off and left the ship. On 28th May dockers in the Liverpool docks stopped work in sympathy. From this date until 13th June there was a widespread stoppage in the Bristol ports and in Liverpool docks. At Liverpool the maximum number on strike at any time was 10,000 but 5,700 remained at work. I mention that so that the Committee may realise that all the people have not been fooled all the time. Strenuous efforts were made at Liverpool to get other dockers to stop work, but those efforts failed.

On 7th June, in the middle of these strikes, the situation was fully discussed by officials of my Department with the London Port employers at their request. The port employers came to the Ministry and discussed the matter. They were concerned at the failure—to that extent they were critical of the Board—to requisition labour for the "Beaverbrae" and "Argomont" in London. Full information was given to them and they expressed themselves as convinced that no action should be taken in London at that time. Even the employers then realised that precipitate action might make the strike worse than it turned out to be.

On 13th June there was a full resumption of work in Liverpool, including the "Dromore," but excluding the "Seaboard Ranger," on which work was resumed on the following day, and subsequently work was resumed at Avonmouth, Bristol and Portishead on 15th June. On this date the National Dock Labour Board were informed by letter—quoted in the "News of the World"—by the Ministry of Labour that the Ministry did not wish to influence the Board in their judgment as to the steps they should take in connection with the Canadian ships "Beaverbrae" and "Argomont" in London. They had come and asked whether we supported their action in refraining from requisitioning, and to that extent we had influenced their judgment, but we did not wish to influence their judgment further. It was pointed out that the Board and the employers must take the full responsibility for any decision in the matter and for any action that might be taken.

Therefore, on 18th June, the discharge of the "Seaboard Trader" at Southampton was commenced. On 20th June the Board offered work on the "Argomont" to 200 surplus stevedores, but this was refused. On 21st June, the stevedores' executive were seen at the Ministry of Labour and asked what action they were taking to secure normal working. The "News of the World" article said something about inertia in high quarters. If the contacts I have had with the dock labour trouble during the last four weeks is inertia, Heaven help me if I am ever busy. We called in the Stevedores' Union. I have reported from time to time to the House, and Questions have been put to me which I have answered. I appreciate the hon. Gentleman's reference to the fact that I asked him one one occasion not to press me that day because I had something moving. Sometimes things move the right way, and sometimes the wrong way, and the hon. Gentleman cannot be blamed for asking a question which he did not ask.

We got them together and said, "It is your responsibility." On 22nd June, as a result of our interview with the stevedores, the executive of that union advised resumption on the "Beaverbrae" and "Argomont." Up to then they had not been very forthcoming in trying to get their members back. I am satisfied that from that point they were forthcoming and did try, but events had got too far beyond them, the leaders were a few paces behind the front rank men and could not catch up again. Two gangs accepted allocation to the "Beaverbrae," but on getting there refused to commence work. That left us in the air again. There was a complete refusal to work the "Argomont." The stevedores' executive were then asked again what action they proposed to take to secure a full return to work, and they announced that they would reiterate their instructions for full normal working.

On 24th June work was fully resumed in the Port of London. On the previous night, the Canadian Seamen's Union, having secured contact with the High Commissioner for Canada, reached an agreement with the Canadian Pacific Railway, owners of the "Beaverbrae" by which the Canadian Seamen's Union crews were employed. On Saturday, 25th June, that is the next day, an allegation began to be circulated that the Canadian owners had "double-crossed"—that was the word which was used—the seamen. This was the very next morning. On Monday, 27th June, as a result of that allegation the strike in London was resumed first by stoppage in the Surrey Docks in the morning, followed later in the afternoon by partial stoppage in the Royal Docks.

I should here like to refer to a circular letter issued to workers in other industries over the signature of Mr. Jack Pope of the Canadian Seamen's Union at about this time. I wish to quote later something from the Canadian Seamen's Union office itself to give some idea of the kind of stories which were started. These circular letters were sent to shop stewards and trades councils throughout the country and showed how efforts were made to inflame the minds of the men. I shall not take up the time of the Committee by reading the whole of the document, but it is available for the perusal of anyone who wishes to see it. Here is part of it: The strike has seen a terrific campaign of terror and violence by the shipowners and the Canadian Government. The latest example of double-dealing by the shipowners is shown by the gross betrayal of an agreement reached with the owners for a settlement of the strike in the United Kingdom. I shall show in a moment that there is not the slightest evidence that either the Canadian High Commissioner's office or the shipowners have gone back on the agreement which they made. The right hon. Gentleman the Member for the Scottish Universities (Sir J. Anderson) may be interested in this part of the letter: The Port of London Authorities, always on the side of the shipping companies, threatened a lock out of all port workers. I know that there is a Port of London Authority, I know that there are other authorities in the Port of London, but I never heard that they were threatening to lock out all port workers. These are the kind of stories which have been put about.

The circular letter goes on to refer to the agreement made. It says that on the night they negotiated at the Canadian office, 19th June, they received a 'phone call from Mr. Sigvalderson during which he assured us that our proposals were accepted greedily by the shipowners. It goes on to state the charges of treachery made against the shipowners.