Telephone Bill . . .
Page 38
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WHETHER or not drivers who are aspiring freight, traffic or transport managers like to read this is up to them! I asked Bill Rowlands, Tankfreight traffic manager at Greenwich, what a typical day is like. I found that it varies according to the day of the week, but it seems that in the same way as driving is the common factor to drivers, answering the phone is to Bill's work.
The Greenwich depot has a small office staff: David Thompson, who is the depot manager, Bill, and Joan the typist, so they have to work in together. Bill, an ex driver — "on the road 22 years" — was with Pickfords for 30 years and has been with the NFC for two and a half.
"I am addicted to road transport," he told me (and he lives in Dagenham). He drives in, before the heaviest East London traffic, arriving some time after 7am. His first task is to check the fuel figures for the previous day's business, examining fuel stock sheets and comparing the computer print-out against figures on the sheet. They must also be sorted out in their separate contracts.
All manner of phone calls (one driver has just reported a front wheel puncture) come in, but do not cause him much distraction unless it is a day when he is building up the sheet for wages (fortunately the Tunnel contract drivers are paid by Tunnel). And fortunately nearly everyone accepts payment by credit transfer.
However, there are different rates for London and out-of-London driving to be taken into consideration, loading/unloading times, derving time and subsistence payments, for instance, to be worked out and sent to the company computer at Enfield for processing. There is at least a day's work here.
If a driver is off sick, any rearrangement necessary is usually worked out in conjunction with another depot at Grays. Then, for instance, Manchester may ask for a driver delivering in Lancashire from Greenwich to take a couple of loads to Liverpool. "These are the advantages of a big organisation," he said. "It is the same with repairs; and the NFC uses BRS Rescue and has many other depots to work in with."
When you are busy in this kind of way — where the work is in no way production line or "routine" — it helps when there is a good spirit in the work places. "The drivers here are pretty good fellows," he said.
I asked: "Does the workers owning shares in their own business help?" He thought that it does. He owns shares and so do most of his drivers and fitters. Tony, the shop steward is on the shares board. "Mind you, this was a good depot before the NFC went public." "What about productivity?" "The drivers do well; and when they do their best they earn more money. They look to the best deal. There is a big difference between nationalised and private companies and I have worked in a private company before. We had to forget the nationalised image — many other depots had restrictive practices. Attitude makes a lot of difference. There can be an attitude of 'The Government will provide and all will be well' whereas in private companies shareholders and the governor are looking for a profit."
These industrialists at Green wich know all about road congestion (they're just by the Blackwell tunnel). "In 22 years on the road what did you find the major changes?" No, he didn't specify motorways, but mentioned better cabs and easier loading/unloading.
"In my personal opinion it needs a certain temperament to be a driver," he added. "What's that?" "He needs to be a bit of a gipsy. It's a lonely life; the driver used to have more time when speed limits were lower — but time is money. We are fortunate to have a depot in all the main towns, where drivers can meet each other."
"Particular headaches?" "Drivers will take the best routes irrespective because they know the way. But road bans don't cure anything. The GLC has a point with the Graham Road and Archway restrictions; it must be atrocious to live there. But the M25 won't do any good to anyone coming into London — it won't do us much good.
"Banning big vehicles from London would cripple us and the factories. I don't think the Government will let them do One of Bill's weekly jobs is to examine work sheets and tachograph charts. Tachos have simplified matters to some extent. They are in the throes of being computerised — everything is to go on computer records, from fuel consumption (around 7.5mpg for the Volvo F7s, 6.5 for the Seddon Atkinsons and 12.9 for the one sleeper-cabbed Ford Cargo) to the smallest replacement part.
At the moment, it is difficult to get true figures of average consumptions because the contract vehicles do a lot of empty running. "I had never come across computerisation in practice," he added, "but head office says there will be big savings."
Well, there is usually (inevitably?) a hiccup or two when computerisation comes along, but in the NFC all those with shares should share in savings. Perhaps the bonus system will also benefit those (and customers) who don't.
They should all like the plan to resurface the depot (out to tender). And the working foreman, chargehand and four fitters (nothing goes out for repair and other work is taken in) are to be provided with a pit long enough for trailers.
Before the depot was bought by the NFC it belonged to Silver Roadways, which moved to Silvertown. It has security 24 hours a day and vehicles can refuel at any time; it is open for vehicle cleansing 13 hours a day. The engineers' shop is open from fiam to 7pm or longer if there is any drastic work. The office is open till 7.45pm or a bit later. Then, after scores of phone calls — when he's not meeting CM he has to make 'em as well as take 'em — it is home for Bill; at least road traffic has reduced by then.
Did he say he is addicted to transport? Just as well.