Spanish postscript on RHA
Page 20
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CAME AWAY from this year's Dad Haulage Association conrence feeling that the 100 or so ink and file members that atnded the event had achieved amething. That has not always aen true of previous RHA conrences, writes MIKE RUTHER3RD.
Two Department of Transport teleis attended this year's larbella conference (full report, M November 26) and talked .ith delegates about the revised perators' licensing Regulaans. As RHA director general -eddie Plaskett said: "The until ow faceless civil servants lowed a lot of courage by atTiding."
It was on the second day of the mference — syndicate day — at Andrew Lyall and Steve eeves heard the views of the dustry. Tom Llewellyn (Ecoafreight Transport) was highly Thee' of the revised Regula3ns and claimed that they were iposing restraints on operators /ery five years — restraints that ere "against natural justice". perators could become the vic-ns of "cranks", he said. "It's a .anks' paradise. We could be .ucified."
Mr Lyall, Under Secretary, -eight and International, relindecl Mr Llewellyn and others at established operators are ifeguarded provided there is lo material change" in their perating centres and their arking arrangements are satis
factory. He said that the Department had "foreseen the cranks" and reminded Mr Llewellyn that the LA can exclude vexatious, frivolous or irrelevant representations from objectors.
He admitted, though, that he could not define exactly what is meant by a material change. That would have to be left to the discretion of the LAs, he said. Syndicate chairman and former RHA national chairman Ken Rogers (C. W. Bridge, Felixstowe) told Mr Lyall that it would be helpful if the DTp could give LAs guidelines on what is a "material change".
Jack Garn (Machin Transport) said he found the Regulations frightening. In the event of a public inquiry, it could prove very costly for an operator to defend himself. Moreover, LAs will have no power to award costs to operators if the objections are rejected and the operator wins the case.
That last point was confirmed by Steve Reeves, principal, freight policy and road haulage division at the DTp. But he consoled Mr Gam by saying that LAs will not automatically hold public inquiries every time somebody objects to an operating centre.
D. Crowfoot (Crowfoots Carriers) was also concerned about some of the wording of the Regulations. He was told that representations can only be made by individuals with a material interest in the vicinity of an operating centre. "When," asked Mr Crowfoot, "is someone in the vicinity? When they live within a mile or two miles of the operating centre?" Mr Reeves again said that the interpretation is up to the LA.
But perhaps the most important fact to come out of the faceto-face discussions between the RHA and DTp was that the DTp representatives assured delegates that their opinions were noted and would be considered seriously back at Marsham Street. Rarely, if ever, will the people from the industry get the chance to influence those who are implementing legislation. But delegates at the Marbella conference had that opportunity and, it is hoped, will see officials like Mr Lyall and Mr Reeves at future annual conferences.
One of the other syndicate sessions involved Leyland Trucks, which gave delegates the chance to air their grievances. There were the inevitable complaints about after sales service, and many operators said they had problems in getting the right parts for their vehicles. One even complained that his local dealer has been known to close during "opening hours" for stocktaking.
The location of dealers was also criticised. Many were simply too far away from operators' premises, it was claimed. The general feeling among the delegates was that if a dealer is 20 or 30 miles away, he is too far away.
Leyland provided some enco u ra ge me nt. though. The three-man Leyland panel said the company is aware of the problem that some operators face. UK operations director Robin Woolcock said that it is the company's job to motivate and train the unsatisfactory dealers and distributors and to ensure that the communication links are as good as possible.
A poignant comment came from a delegate who claimed that the session was discussing the wrong things. What is important, he said, is that vehicles do not break down. He suggested that British vehicles do break down simply because manufacturers fail to carry out sufficient research and development work. He was told by Robin Woolcock that Leyland is aiming for zero defects.
Motor Transport editor Gary Noble was responsible for another of the syndicate session s. He talked about the haulier and the Press. He told delegates that they were unaware of the value of the media and told them to act positively and do something for themselves. Cultivate media contact was his advice.
National Freight director and RHA vice-chairman Jack Mather criticised the trade press in general for appealing solely to managers and not to drivers. The trade press provided a channel of communication to drivers which is not being used, he said.
The fourth syndicate session concentrated on RHA membership services, and whether they should be expanded. It was learned that one of the association's most ambitious services, Cargofax, had still only attracted 140 members. There is much talk about the potential of Cargofax, but few operators are comitting themselves, it was claimed.
The final day of the conference gave RHA director-general Freddie Plaskett the opportunity to review events of the week. It also gave rank and file members the chance to quiz Mr Plaskett about membership losses, the quality of the association, marketing methods and other matters. Much of the open forum time was spent discussing the conference venue.
It was agreed that Marbella was an excellent venue, and overseas conferences should be repeated in the future, not least because this one succeeded in attracting new faces. And a Scottish haulier said it was easier for him to get from Glasgow to Spain than from Glasgow to Torquay.