Unemployment the Price of Higher Wages
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Removers Told of Road Transport's Role in Another War : Britain Leads in Ferries
if NION leaders can choose
between maintaining both wages and jobs at their present level, or achieving higher pay with unemployment," Mr. H. F. Marks told members of the National Association of Furniture Warehousemen and Removers at their autumnal conference at Windsor on Tuesday. He was speaking on the present wages position.
It was particularly inopportune for union leaders to propose waiving all wage restraint when official statistics proved there was no justification for wage demands. According to the document on which most union claims were based—the Ministry of Labour Gazette —wages in general had increased by 12 per cent. since January, 1956, whereas the index of retail prices had risen by only 6 per cent.
Wages comprised the largest item of removers' costs, being seldom less than 40 per cent, of the total. Bankruptcy surely faced the remover who allowed wages to exceed that high level.'
"The stark truth is that we have not the money to pay higher wages and the time has come for some particularly straight talking," Mr. Marks declared.
Union Quiet
As the Association's representative on the Road Haulage Wages Council, he revealed that since the informal meeting last April between the workers' panel and the employers' panel, there had been no further approach by the unions concerning adjustments arising from the raising of the speed limit of heavy goods vehicles.
Reports from area meetings were unanimous that any such application should be strenuously opposed. There had been no material resulting benefit to justify higher wages, whether a straightforward increase or in the guise of an unnatural restriction to 10 hours' driving per day.
"The men are contented with their conditions of work, they enjoy freedom of action, freedom from boredom and can express their individuality," Mr. Marks concluded. There were numerous instances of long-service records seldom experienced in other industries.
• and he hoped the unions. would permit a reasonable period of freedom from wage applications.
Transport would have a vital part to play if there were ever a struggle for survival, said Mr. E. S. Foster, of the Ministry of Transport, when he presented his paper on "Road Transport in an Emergency." Desperate situations a32 called for desperate measures, he declared, and everyone should be prepared for drastic action.
The Ministry were working out their proposals, and when the general principles of action were decided at national level, national associations of operators would be consulted. Detailed plans could then be prepared in each region by the regional transport commissioner.
Furniture removers had already agreed to undertake evacuation of patients and hospital equipment. Any vehicle, regardless of its class or licence, would have to be mobilized immediately if the need arose. As fuel would be scarce, there would probably be a ruling that no vehicle could run without permission.
It was essential that some organization was ready at once to direct and supply vehicles and authorize fuelling. However, each locality would probably have to look after itself to a great extent, as communications would be limited.
Discussing the effects of a nuclear attack. Mr. Foster said the worst possible thing would be for a person to be out in the open for any length of time. "You will readily see what this means for road transport, since a driver's cab affords practically no protection at all."
He stressed that it would be wrong to underestimate the threat of another war, it would be equally unwise 'to overestimate it.
Britain Leads " Britain now leads with the first craft especially built for ferrying commercial vehicles on the open sea," said Mr. G. Evan Cook during his talk, "Seagoing Vehicular Ferries," although in Scandinavia and North America ferries were used as part of the road system.
Describing the development of the vehicle ferry between Great Britain and Northern Ireland, he stated that 2,000 vehicles had been carried in the first year and 40,000 in 1956. 250,000 tons of freight being transported in the first nine years.
Because only C-licence vehicles from Great Britain could operate in Northern Ireland, Mr. Evan Cook said, trailers were ideal for this service, the prime mover remaining under its own licensing system. As freight was charged on the square footage covered, this was an economy.
Close co-ordination of transport between operators must be established.
There was a maximum height limit and pre-booking of freight space was essential. Close contact must also be kept with the port -5.uthorities in connection with arrivals and departures, so that the tractors did not wait unduly long.
To maintain a satisfactory service, much plant was required. One organization had 264 semi-trailers and 44 ti actors for operational purposes, apart from terminal shunting units.
Loading must be more carefully carried out than for normal road transit, because of the movement of the vessel_ Removers could send small lots and part-loads.
Because the foreman loader did not travel to. Ulster, a complete loading plan and specification must be prepared for transmission to the agent. Mr. Evan Cook emphasized that a first-class agent in Ireland was essential.
Apart from removals, general traffic outside Belfast must be handled by the Ulster Transport Authority.
Between £20,000 and 130,000 had already been spent on loading docks and ramps to extend the ferry service to North Quay, Dublin, but because of Eire trade union opposition to modern methods of handling cargo the service was not yet in operation. Meantime, deliveries to Eire were covered via Belfast on a 72-hour transit permit.
Human Failings "Only 15-20 per cent, of accidents arc caused through faulty materials, whilst 80 per cent, are attributable to actions of the individual," said Dr. R. F. Paget (Royal Society for the Prevention of Accidents) when presenting his paper on "Safe Lifting and Handling." He gave five 'causes of accidents: (1) Wrong personnel at work; (2) lack of training; (3) poor supervision; (4) individual error and (5), the "firm's housekeeping."
During the discussion following "The Centenary Appeal of the General Porters," Mr. C. Stuart Chiesman made a point regarding pension schemes. If retired employees had occasion to require national assistance in addition to a national pension, the amount of national assistance granted would depend on the amount of income derived from any other pension, whereas if the payment were made as a grant, as distinct from a pension, this would not apply.
Speaking on " Motorways—How Will They Affect Vehicle Operation 7" Mr. M. Francis (British -Road Federation) said that Continental experiments to determine the most efficient speed at which to operate on motor roads showed that up to 40 per cent, of fuel could be saved if the average speed normally maintained on an ordinary road were observed.
Refuting the criticism that new roads would require a large amount of agricultural land, he said there would be little saving by widening existing roads and building by-passes. The Federation were completely opposed to the application of tolls to motor roads.