HAVE DRIVERS A
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LEGITIMATE GROUSE?
ONE of the most vital problems in the road transport industry to-day concerns the attitude of drivers to their employers. With but few dissentients, it is agreed that drivers as a class have a sense of responsibility in the performance of their Varied and arduous jobs which is not surpassed in any of the higher grades; and that if "individual expression" be not encouraged, the " means-to-an-end " attitude towards work, and the .diversion of enthusiasm to other channels, are inevitable.
Acceptance of this principle was implied, at the recent conference of the Institute of Traffic Administration, by Mr. S. F. Raymond, chief staff and welfare officer of the Road Haulage Executive. He made a point of stressing that the success of the R.H.E. organization depended upon the retention of human relations of a type to be found in the best examples of private enterprise. .
The Chief's Inspection
Major-General G.N. Russell, chairman of the Road Haulage Executive, and Mr. L. J. Callaghan, Parliamentary Secretary to the Ministry of Transport, recently attracted much publicity by a night drive from the Midlands to London in vehicles of the Road Haulage Executive. They exchanged views with drivers and mates and, we are told, made the trip to see for themselves the lorry driver's life. They stated that the journey had given them a better understanding of the problems of long-distance road transport.
What do the drivers themselves think of the problems of long-distance transport? What is their attitude to their employers? The only way to find out is to drive with them, as 1 did, night after night, and sometimes during the intervening days.
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Only thus can one avoid the " clever " or defensive answer, which one is sure to receive when it is known that the questions come from someone outside the ranks of the drivers.
In this way I learned what drivers thought when they were fresh, what they thought at daybreak after a strenuous night's travelling, or when a. telephone call had brought unexpected news of disagreeable labours to come. It is surprising how the same questions bring different answers as the run progresses.
The views of a small number of men, judging them under these conditions, cannot provide a formula for analysing all the complex factors in drivers' psychological reactions to the uncertain world prospect either in relation to their own jobs or the national cause. A degree of honest truth, however, may be gained from such opinions, which might be sought, in vain, in more statistical analyses.
Undoubtedly, the fear of redundancy disturbs the peace of mind of many drivers, and explains the general antagonism towards a revision of the 20 m.p.h. speed limit for heavies. A 30 m.p.h. limit, they think, would mean quicker journeys, fewer vehicles for the goo71s to be carried, and fewer drivers.
Breaches of the present limits are common, but even the drivers of " independent " vehicles, who sometimes gain financially from disregard of the law, oppose any c,:tange. If hard times come, it is argued, the drivers can close their ranks and work to a reduced schedule—and keep their jobs. If higher speeds be
officially recognized, a compellant comes into being which May rob them of the chance to be arbitrary, according to the dictates of conscience or individuality, at their own level.
Most of the B.T.C. units have recently been visited by senior officials, whose function has been to explain the workings of the organization. Particular emphasis has been laid on strict observance of the regulations governing hours of employment. During runs on B.T.C...vehicies drivers told me that they appreciate enforcement of these regulations, despite their effect in reducing wage-earning potential. In the first place, 11 hours' driving earns a full night's rest and, secondly; likelihood of redundancy is reduced. They agreed, however, that the lodging turn presents a particular problem.
The Driver Speaks
As a .commentary on both the speed limit and the hours regulations, I shall quote the views of a driver employed by an unacquired concern, who, at the time the discussion took place, had driven rather more than the stipulated number of hours. .
"My father worked all day and all night for 50 bob a week," he said. "That was horrible, and those days niust not come back. The driving regulations were brought in because of the many accidents resulting from men falling asleep over the wheel. They have since protected us against exploitation. They rnust,stay. .
" I'm driving . through with this load because -le's •: important and because I'll be home sooner. Sonic times. A little time ago the boss came round to fetch me in the middle of the night after I had been driving all day. I was not exactly pleased, but after all, I knew he'd help me if I needed help."
I was reminded of a B.T.C. driver who had claimed to have worked several hours over his time to help a lone mechanic at a repair depot to complete an urgent repair. He complained that he could not book the hours because of the regulations.
More needs to be said about the lodging turn. Obviously, it becomes a particular obstacle to economic operation if the drivers' latitude to pick and choose be curtailed by strict adherence to the maximum working-day period. The B.T.C. cannot aflow extensions in any but catastrophic circumstances, without rousing antagonism which might do irreparable harm to the political party which dictates its working principles. Even the party's most enthusiastic supporters would 'not be trolled or otherwise, even if they offered much-appreciated facilities and the certainty of destination. With every such move the driver would be robbed of a little more responsibility.
I must be forgiven a possibly irrelevant personal reflection at this stage. I made these runs with longdistance drivers because I did not have enough petrol for a tour in my own car. I found it a refreshing holiday because I shared the company of men whose sense of courtesy and whose driving ability put to shame the prestige-snatching exploits of the average private motorist holding to his imagined rights to misuse the privileges of the open road.
What have I learned from .my experience s? Conclusions are dangerous. There are too many highlevel principles involved, and any recommendation voiced as a result of a personal and limited experience may be taken as an attempt to sharpen the end of some wedge or another.
But one thing is manifest. The transport driver is not to be compared with those unfortunates who • tend a machine on repetition production and who are unable to vest their sense of individuality to any useful extent in the work they do.
There are good drivers and those who are not so good, but all of them have earned the right to discuss matters with an employer, who can, if need be, make decisions on the spot. Getting together must not be just a palliative to give the men an artificial sense of responsibility. The continued virility and economic stability of the industry depend on the elimination of remoteness." The graduation of progressively minded men from the operative to the management grades, without whom management will get top-heavy with statistical brain power incapable of appreciating practical details, also rests on it.
At the I.O.T.A. conference dinner Mr. Raymond referred to the opportunities which existed for ambitious young men to qualify in the art of statistics, graphs and formulre. Therein, apparently, lies the future of road transport. Has this promise of incentive any bearing on an overheard remark of an independent haulier concerning an " acquired " friend, accusing him of no longer being interested in the operative worker, whose welfare has become a State responsibility?