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• not appropriate for an important and increasingly self-conscious industry'

5th February 1965
Page 77
Page 77, 5th February 1965 — • not appropriate for an important and increasingly self-conscious industry'
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Which of the following most accurately describes the problem?

AFTER all it would appear that the employers and the unions in the road haulage industry have not made quite as much progress as some people had supposed along the road towards the "comprehensive national body" to deal with labour problems which was envisaged in the policy statement issued by the Road Haulage Association just one year ago. There is to be more discussion, especially among hauliers, before the precise form and functions of the new organization can be agreed, but there is equally no reason to doubt that within a reasonable time the matter will be brought to a conclusion.

More than a hint that the relationship between the two sides has improved---and this is not to suggest that the relationship has ever been bad -is provided by the reasonably swift and apparently friendly agreement at last week's meeting of the Road Haulage Wages Council to recommend a wage increase of 6 per cent. The amount is not as great as the increase of 9 per cent for railwaymen, but taken in conjunction with the change in overtithe rates introduced only two months ago it should be regarded by the workers as a satisfactory outcome and an indication that they, at any rate, should not be the losers as a result of the new rapprochement between their representatives and those of the employers.

Whether in a less congenial atmosphere the final figure would have been less than 6 per cent is largely beside the point. The first steps have now been taken towards setting up a system of a different kind than that provided by the Wages Council. It is unlikely that the process can be reversed even if there is not complete agreement ofi the ultimate aim. Neither side has had serious reason to complain of the present machinery, but there is a growing feeling that it is not appropriate for an important and increasingly self-conscious industry such as road haulage.

The machinery is now being used for the 41st time and the procedure has become commonplace to the representatives if not to all the people concerned. Where the two sides are not unanimous the ultimate decision rests with the independent members. This might be acceptable on ane or two occasions when the two sides might feel that irbitration alone could settle a difference of opinion. When rbitration is built in neither side can feel that it has any :ontrol over its own destiny.

The Council is concerned only with settling general icales of minimum wages. Outside these limits there is a vide field where problems may arise which are concerned with wages and conditions but cannot easily be referred o the Council for resolution. The most difficult problem n recent years has been to find a satisfactory basis of :ompensation for drivers whose journey times have been ,hortened by the increase from 20 to 30 m.p.h. in the speed imit for heavy goods vehicles.

When it is remembered that the higher speed limit iecame effective as long ago as May. I957—and that there as been subsequent legislation entitling all goods vehicles vith few exceptions to travel at 40 m.p.h. outside built-up areas—it is remarkable that the subject is still a matter for contention, Even British Road Services took some time to find a mutually acceptable formula, which in practice they have had to extend beyond the long-distance drivers who in theory were the only workers involved. The B.R.S. agreement sanctified the mystic figure of 15 per cent which has bedevilled labour relations in the road haulage industry ever since.

When the speed limit went up the representatives of hauliers made clear their opinion that no worker ought to be worse off as a result and that he was entitled to a share in any increased productivity which might result. The application of these two principles has evidently not been found easy. Drivers complain that their en.ployers are getting more work out of them for nothing. Operators say on the other hand that they are being forced to pay extra money with no genuine promise of extra work and add that in a highly competitive industry any gain in productivity usually goes to the customer.

In spite of the ambiguity, and in some cases of strike threats or even of strike action, some operators prefer to deal with this kind of problem themselves. They value their personal relationship with their men above the possible advantages of a national agreement without taking into account the possible disadvantages. They would regard trade union intervention in their affairs as an intrusion.

Understandable as this attitude is it may no longer be adequate, A growing number of operators already have joint machinery within their own organizations with, perhaps, one or more committees meeting regularly to discuss matters which may range far beyond wages and conditions. Profit-sharing and co-partnership schemes are also increasing in number if only gradually.

What goes on within the individual businesses ought to be reflected on the representative national scale. There is a danger that national agreements might cut across satisfactory arrangements already established by some enlightened operator. The risk is worth taking if it means that improvements can be made in labour relations and in working conditions over the road. transport industry as a whole. On the other hand, whatever decisions might be reached through any new machinery set, up, they should

allow for individual differences. Enforced uniformity would be just as bad for the workers as for their employers.

Each wage increase, including the projected 6 per cent, increases the proportion that wages represent in an operator's total costs. He has a further inducement to make the best use of his labour force. The settlement of recommended demurrage charges by the Road Haulage Association is intended perhaps more than anything else as a further encouragement to the various interests concerned to endeavour to cut down terminal delays. Drivers also can often play a useful Dart in seeing that their vehicles are turned round promptly. Support from the unions for the R.H.A. demurrage plan might be a logical step in the present labour relations discussions.


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