Crisis point
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No one wants to be a driver anymore. Applications to HGV training schools have halved this year alone, putting existing drivers in a pole position to press for better pay. But what can the industry do to avert a manpower crisis that is assuming alarming proportions? Pat Hagan investigates.
Unless they are hauliers themselves, no doting parent in their right mind would encourage their offspring to make a living from driving a lorry when the industry has gained such a reputation for being awash with drivers surplus to requirements. The steady erosion of haulage rates—and the relentless pressure on pay and conditions for drivers—bears testimony to the fact that when it comes to manpower, this industry has been a buyer's market for as long as anyone can remember.
Yet startling new evidence has begun to emerge that suggests the haulage industry could be on the brink of one of the most serious workforce problems in decades.
Stories about shortages of experienced drivers in some parts of the country have been circulating for several months. Some employers have confessed to introducing improved pay and working conditions for drivers just to stop them marching out of the door.
Now there are signs that the recruitment crisis is being exacerbated by a steep decline in the number of people choosing to take up a career as commercial vehicle drivers.
According to Douglas Curtis of the United Road Transport Union, the surplus of drivers that was once solid fact is now fic
tion. As a result, it's not only employers who are feeling the pinch but those whose job it is to coach would-be lorry drivers—the training schools.
"We have all been led to believe that there is a vast overcapacity of drivers in haulage. In fact, there's a shortage and it's being exacerbated by the fact that it is now much more difficult to get into the industry because of changes to training," says Curtis.
Curtis claims that training schools are facing closure because a combination of poor pay, depressed haulage rates and new testing arrangements introduced last year is deterring new recruits from entering the industry.
The new testing procedures, brought in by the Driving Standards Agency, took effect in January last year. Backed by a European directive, they are designed to bring the UK into line with its partners on the Continent by breaking the LGV test down into three elements to reduce the risk of sub-standard drivers eventually ending up in charge of heavy goods vehicles.
Candidates
The new rules stated candidates first had to take a written theory test-25 questions out of which 21 have to be answered correctly— before undergoing a practical test in the LGV on its own.
The third element of the test involves handling a large goods vehicle with a trailer.
According to the DSA, the changes were introduced to raise the standard of testing and training and "as a way of contributing to road safety".
But some of those involved in the training industry are concerned that the measures are simply driving up training costs while having little or no impact on safety. Mike Williams, transport training consultant with Centrex—the training arm of Road Transport Industry Training Board Services—feats the measures will make the current shortage of drivers even worse.
Williams and his colleagues have the job of coaching those who will work for training schools—in other words, training the trainers. He estimates that fees charged by schools to driving test candidates have gone up by around 60%—making it impossible for many drivers to afford the test.
"It comes down to sheer cost. Training has not got any more vigorous—it's just that nobody can afford it. From start to finish now the test costs up to £1,800 and lasts no less than 15 weeks."
According to Williams, there was a staggering 48% decline in the number of people doing the LGV test between January and July 1997. Part of this was almost certainly due to a surge in applications the previous year as candidates rushed to beat the introduction of the new testing procedures. Yet there is a general consensus that the figures also highlight a looming recruitment crisis.
The DSA says the current rate of uptake suggests around 52,700 people will take the combined LGV/PCV practical test in 1997/98 down from the previous year's inflated figure of 82,000. This is an alarming 56% fall.
And it admits there is worrying evidence that young people are turning their back on the industry, A spokesman says: It's certainly true that demand is down but we don't know to what extent that reflects higher demand before the theory test was introduced."
Centrex's Williams fears the real danger is that cash-strapped training schools will resort to cutting corners. He maintains that some already provide only enough expertise to get a driver through the LGV test and no more.
"Some schools are struggling to make a living so they offer training according to what you can afford. The training does not mat ter it's money that rules the roost now," he alleges.
While tougher testing and rising costs are bad news for new recruits, the rest of the industry is watching with interest as experienced drivers begin to realise that, for the first time in years, they are in a position of strength when it comes to pay and conditions.
Concessions
At least one haulier, James Irlam and Sons of Macclesfield has already been forced to offer concessions—such as a guaranteed 50-hour week instead of 40—by workers demanding an improved deal. Managing director David Irlam admits: "We had to revamp the package, just to keep drivers."
Union officials are confident drivers in many companies will be able to negotiate significant increases in wages as the driver shortage bites. "Haulage rates should go up and wages should go up too," predicts Douglas Curtis of the URTU.
The Transport and General Workers Union too says there is evidence that drivers are gaining strength in negotiations on pay. It says more employees are saying "no" to pay deals that don't come up to scratch.
In the short-term, this dearth of fresh blood seems set to benefit those already settled in the industry by aiding a long-awaited improvement in their status. But in the longrun, the failure to attract new drivers into haulage can only threaten the security of employers and employees alike.
OW THE COSTS MO
Arnold Monk, training manager at Leicester-based training school] Coates HGV Services, has helped CM compile this rough guide to the costs Involved in becoming an HGV driver.
• Medical to obtain provisional goods vehicle licence £40-170 • Charge by training school for assessment' drive £l5-l20 • Charge fir written theory test 115 • Optional charge by DSA for same day results of test £10 • Five to seven days training for practical goods vehicle test £550-1715 • Cost of extra day's intensive training for those who fail 1260 • Re-test charge for those who fail (includes use of training schools' vehicle) • Cost of five days training to drive artic £550 • Charge to have qualification added to licence £6 TOTAL Minimum: 11,170 Maximum: £1,711
WHO CAN HELP?
* Some High Street banks offer career development loans that can help with the financing needed to get through the test. Contact your local Training and Enterprise Council which may have details. Or call your own bank.
• Contact training schools to see what advice they can offer on becoming an HGV driver. Road Transport Industry Training Services may be able to help with names of schools. Contact them on 01952 777726.
TESTING TIMES
DSA figures for the number of people taking the combined LGV and PCV practical test 1990/91 96,514 1991/92 71,794 1992/93 65,665 1993/94 62,685 1994/95 70,241 1995/96 74,383 1996/97 82,543 1997/98 (projected) 52,700