BAR members prove an unresponsive lot
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'or so it would appear rom the unenthusiastic esponse they gave )oth to important iurveys and the nvitation to attend the innual conference. Tim obb, at least,was there )ISAPPOINTMENT at the poor -esponse by members to two mportant surveys was strongly sxpressed by a committee of the 3ritish Association of Removers st the annual conference last Neekend.
The costing committee, which .lonsists of chairman Mark 3obertson, Peter Shurmer, 'secretary of the Southern area, 3rian Smith of Pink and Jones, John Robertson of Cantay in :heltenham and Robert CrosNaite, described the "appalling .esponse" of BAR member companies to their request for information that could be used as 3 guide to what prices a company should charge.
"We conducted an administrative costs survey during which Ne circulated 150 members of the Association who have been known to have replied to a previous survey," Mr Robertson explained. "We received the marvellous total of 13 replies, some of which came from the committee members."
And a warehouse costing sur vey for both continental and pallet warehouses was a "disaster", he related. "Those same 150 members were circularised with a form to complete for a survey in warehouses costings and not one reply was received."
The apathy that this indicates was rather reinforced by the attendance at the conference. Out of 700 members, only 150 were present, a number which was whittled down to 36 at the start of the first session on Sunday though more straggled in as the day progressed.
"Pricing for Survival" was the main topic of the first day. And despite its poor response to the surveys, the 150-strong audience were told by the Costings committee that it had established that as much as 35 per cent of reckonable costs were taken up by administration. This was a major surprise.
Economic life of the vehicles and their residual value when sold were carefully worked out by the committee. Seven years was the average economic life, with a second-hand value at the end of that period amounting to 10 per cent of the price of the new vehicle.
"We also get an average number of 1,800 remunerative hours per annum" Mr John Robertson explained. "This helps to adjust the heavy cost to a realistic figure."
These figures, however, should not be taken as hard and fast rules he said, although the recently published guides have • been received with more than usual enthusiasm.
The other area covered by the committee was the warehouse costing survey. This survey was not yet finished thanks to the slow response from BAR members. It is aimed at those with either conventional or pallet warehouses.
"We are particularly keen that such a survey should succeed as with most of our business the warehouse has been a financial support which has helped us to survive," said Mr Robertson.
"In fact, a number of people • have commented recently that they persist with household removals just to keep the store full."
Tachographs have proved useful for the BAR. "From a careful analysis of our own tachograph sheets we were able to estimate journeys under 50 miles averaged 25mph and journeys in excess of 50 miles averaged 37mph," he continued.
And on journeys in excess of 300 miles with one removal on the van, most of us would use a driver, only hiring assistance at destination."
A further insight into the removal industry was given when forms handed out at the conference were completed and returned. The form asked how much would be charged for removals over a variable distance and with increasing amounts of volume.
For a one-way journey of 220 miles, with a volume of 900cuft, the average price with insurance -and vat came to around £495. A 150-mile journey with a volume of 9,225cuft was about £334, while a 40-mile trip with a volume of 1,350cuft came to about £333.
The most controversial part of the two-day conference was the luncheon address by CM editor lain Sherriff. In a strong call for the removal industry to make its presence felt in the fight against oppressive legislation, Mr Sherriff said that if it did not help the haulier in his fight for heavier lorries,there was no reason why the haulier should feel obliged to help it.
He also felt that the BAR seemed to be shying away from the public eye. An audio-visual film that is being made by the Association was a step forward, he said. If it is distributed to the right people, notably estate agents, then it could only do the industry good.
The recession is hitting all industries, the removal industry included. If back loads could be secured for the removal lorries, then more money would be forthcoming to them, Mr Sherriff pointed out.
"You are specialists in the furniture industry, but first and foremost you are transport men and women," he concluded.
The main topic of the second and final day of the conference was on training and the Industrial Training Board.
BAR director Hugh Wilson explained to the audience that the present training arrangements for the furniture removal industry were not acceptable.
It was given very little say in the way the Road Transport Industry Training Board was established and the way in which it operates.
"There were admittedly certain formal processes of official consultation, but the removers' request for a small specialised training department, developed out of the existing system, was turned down," Mr Wilson explained.
And even when an industrial sub-committee was set up to try and bridge the gap between the RTITB and the industry no executive powers, no budget, and no staff were given to it.
"In short it had no powers of decision at all, and very little influence over training in the removal sector or over the way it was financed," Mr Wilson explained.
The overall feeling in the BAR camp was that the RTITB is doing its best but its best was not adequate for the needs of the industry.
On December 3, Mr Wilson will be putting his views to the Training Board, outlining the changes that need to be made to pacify the unrest that is growing in the BAR ranks.