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Watchwords for survival

30th September 1977
Page 47
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Page 47, 30th September 1977 — Watchwords for survival
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Which of the following most accurately describes the problem?

SURVIVAL and growth of road freight transport now depends on a higher set of standards than the industry has ever known. And to achieve this means incorporating adaptability, flexibility and versatility in every aspect of its work.

The industry has reached a difficult and critical stage, regarded by many as a crossroads in its history.

Speaking from the chair at the opening of the 1977 Commercial Motor Fleet Management Conference, Sir Dan Petit, chairman of the National Freight Corporation, stressed the importance of the role played by road transport in the industrial and economic recovery of Great Britain.

Selective

As the country emerges from a period of recession, it is imperative, said Sir Dan, that investment in industry and commerce, partly financed through North Sea oil revenue, be selective not indiscriminate.

In this way, the industry could .go further towards improving conditions and wages "through our capacity to make profits and afford such desirable things.'"

Road freight transport was so vital to the whole of British industry, that for it not to be considered as part of the overall industrial strategy would be like "Hamlet without the Prince.

But, staying with Hamlet, Sir Dan warned his audience: "It's very clear that all's not well in the state of our industry, and we must look to our laurels.

"Quite apart from economic and wages uncertainty of troublesome proportions, and with the industrial relations implications, raod transport faces the certainty of new legislation coming from the White Paper and three year reviews, all involving further costs on administration and supervision:'

Stormy waters

Other stormy waters facing operators included "the virtual certainty of shorter driving hours in EEC regulations, in prospect for January . . . new rules for the entry to the occupation . . 'a purse with a hole in it' in the form of an increased tax levy on heavy vehicles . . . and increasing pressure to reduce the use of energy." All this, said Sir Dan, must be calculated to "carry implications of cost and profit structures and new patterns for management controls."' The NEC chief added that, although the idea of a social tax being levied on lorries had been dropped, it was still likely to be considered, without being named as such, in any further tax increases.

It was against this backcloth that the conference speakers had come to debage their various points about the industry.

Sir Dan referred to the debates that followed as "what you might call a series of gladiatorial debates."

And, as in the days of Imperial Rome, as each speaker concluded his speech, it was obvious by the reaction of the audience, who was the victor.

Challenge

First to speak after Sir Dan was Jack Jones, general se cretary of the Transport and General Workers Union.

As might have been expected, Mr Jones's speech was, primarily, concerned with industrial relations (CM, last week),

Whereas Sir Dan believed the conference was being held at a critical stage in the development of the whole road transport industry, Mr Jones said it was held at a "crucial period in the development of industrial relations in the road haulage industry.

With the death of the Road Haulage Wages Council, the change "is a challenge to the industry because it allows outstanding difficulties about wages and conditions to be settled in a flexible, modern and futuristic manner.

Industrial relations, gener

ally, in the industry, wage bargaining, specifically, and the image of the driver were the main points made by Mr Jones.

Bad image

The image of the lorry driver is not very good in the eyes of the public, said Mr Jones, and this was something that could, and should be remedied by management.

After his address, Mr Jones was asked by Vernon Hackett, regional transport manager, East Midlands Gas, why it was that union negotiators lacked training to negotiate with management.

He also made the point that, although EMG will pay any certificated expenses and sometimes arrange overnight accommodation for drivers themselves, this was not what the drivers always wanted.

The drivers quite often would rather take the money and sleep anywhere, except where he has to pay money.

• Mr Jones agreed there was a need for more training of union negotiators, but said it was also important that companies allow union members the time off for just that — training.

Profession

On the second point, Mr Jones said: "No one is suggesting there would be an overnight change of drivers' standards. But youngsters joining the industry must feel they are in a profession — not a semi-tramp-like situation.

Another delegate told Mr Jones he would like to see more leadership coming from some trade union leaders, influencing the grassroots sections of the unions.

His second point was: "Why does the Transport and General Workers Union have an implaccable opposition to tachographs — the very thing that would pin down the cowboy operator?"

Mr Jones explained that each branch of the union was its own boss, and always had been, and it worked on democratic principles.

The second question, however, to the obvious dismay of many members of the audience, was neatly sidestepped by Mr Jones, saying his Birmingham branch leader, Alan Law, would be able to answer the question later in the day, when it was his turn to speak in his own debate.


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