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2,000-a-year trunkers sides of the industry

11th March 1966, Page 38
11th March 1966
Page 38
Page 39
Page 38, 11th March 1966 — 2,000-a-year trunkers sides of the industry
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Which of the following most accurately describes the problem?

Keywords :

Report by John Darker, pictures by Dick Ross

—reactions from both

THE news, reported last week, that trunk drivers of Scottish and Newcastle Breweries Ltd. will get a guaranteed £41 a week for a six-night stint under an agreement signed with the Scottish Commercial Motormen's Union prompted us to test the reactions of experienced drivers and managers. The comments of all those interviewed were "off the cuff".

We talked to drivers delivering to warehouses in the City of London in midmorning. A helpful policeman whom we encountered confirmed that he had heard a lot of drivers discussing the news reports earlier in the day.

John Ketley, of Grimsby, a young married driver of a 16-ton boxvan, thought the schedules proposed would be difficult to keep up for long. Excessive strain could be avoided, he thought, if drivers had a day off after three 300-mile trips. "Six nights in a row takes some doing," he thought. Alternate months on day driving, he suggested, would make it more endurable. "You've got to consider your family, as well", he said. John worked about 70 hours a week, and benefited from bonus arrangements tied to productivity.

Esse scheme preferred

John Bell, of Ayr, was sheeting an attic when we talked. "I drive about 1,000 miles per week now" he told us. "I'd do the 300 miles stint in 10 hours for the money", he said, "not otherwise". He preferred the basis of the Esso drivers' productivity agreements where the stress was on high pay for a normal working week with virtually no overtime. "The scheme will have far reaching effects", he surmised. Shunt drivers, he thought, would have a lot to say if they "were doing all the humping" for half the money.

James Wilson, of Ayr, John Bell's buddy, was all in favour of such schemes "but 300 miles with a heavy vehicle is quite a bit", he considered. "The harder you drive the more tiring it gets", he said. "You may feel rough—then it's not all honey", James said, with feeling. He thought the Breweries scheme would clearly demand fit, experienced men. For himself, he'd prefer a changeover arrangement, to be home daily.

Alan Saunders, of Enfield, driver of a 12-ton attic, was patiently waiting for a warehouse to open when we approached him. He thought the job was well worth the money offered. Personal expenses could well be heavy on such work, he imagined. "Added to what the tax man would take you'd only have about £30 left. I wouldn't go a lot on it myself", said Alan. "You've got to go to do that mileage", he continued. "I don't think it will appeal to many drivers, but the right sort of vehcile would certainly help."

Robert G. Wilson, of Glasgow, knew the route well. "You'd never do it in bad weather, that's certain" he told us. "A changeover system would be a better idea. I drive up to 1,200 miles a week and 1,800 is a lot more than that." Standard drivers' wages in Scotland, said Robert, are 5s. 1 Ild. per hour—"that's all I get,and I'm in Alex Kitson's union. My mates and I will have something to say about the difference between 5s. 11+d. and 13s. 6d. per hour at branch meetings, when we return home", he exclaimed, with feeling.

The RHA's "off the cuff" comments were guarded. Their working party on productivity had only recently been established, said public relations officer Frank Lyon. The Scottish and Newcastle Breweries agreement, though obviously of significance in the general climate of labour relations, concerned a C-licensee. The £41 a week mentioned, it was thought, probably wouldn't be earned every week, as drivers

would generally be rostered. The productivity working party had obviously got to think about the problems of translating productivity into wages agreements.

Mid-week break suggested

Mr. H. B. Phillips, group road transport manager of George Cohen 600 Group, said that trunk haulage rates on general haulage were pretty keen and he doubted if they left much room for pay settlements of this order of magnitude. He thought the health risks would be eased if a mid-week break were arranged. "When it comes down to it, there's not so many men prepared to work this sett of operation", he said.

Mr. P. H. Foster, managing director of A. Stevens and Co. (Haulage) Ltd., of Great Ayton, Middlesbrough, had some forthright views about such high-wage settlements. "They are absolutely ridiculous", he said. "My own men are beginning to adopt restrictive practices because of this sort of thing." Mr. Foster said that a 3 per cent wage rise for drivers was pending. Haulage rates on steel were "very tight" because of the Prices and Incomes policy. He paid his own men the 20/25-ton rate for 15/20-ton vehicles and paid 25s. subsistence to encourage the men to seek better accommodation. He had spent over £25,000 on new, heavier vehicles, and he felt strongly that the drivers should consider the cost of new equipment before they clamoured for higher pay. They were also as aware as he was that most profitable operations had to be compressed within a four-day week. As regards the 300-mile stint in question, Mr. Foster said "It is a very tall order. Frankly, I'm surprised the Ministry allow it."

Mr. C. McMichael, general manager of Stamford Transport Ltd., was no less scathing in his comments on the effects of such high pay deals. "Being fairly altruistic by nature I appreciate it's very laudable for drivers to get this sort of job. But the rest of us have to match up with it. Manufacturers of products with a highly predictable demand and an adequate profit margin are fireproof and gold plated", Mr. McMichael exclaimed vehemently. "The typical general haulier can't possibly afford to compete by paying wages of this order of magnitude."

As regards a stint of 300 miles, Mr. McMichael told me his traffic assistant had just deputized for a sick driver and completed a round trip of 220 miles. "I sent him home just now—he was 'clapped out' after that mileage, and the other work involved."

And, as an afterthought, Mr. McMichael mentioned a recent fatal accident at Teckencotes when a lorry hit a pedestrian. "Four trucks ran over the body", he said, sombrely. "Could that have been due to the drivers' dead boredom and fatigue?"


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