Rolling up at Transport House in High Holborn, I must admit my first thought was rather uncharitable. Given reports of recent declines in union membership in the UK, I wondered if the T&G still has a role to play within the haulage industry?

Ron Webb, National Secretary for Transport for the T&G soon put me right on that score.

"Sorry for being a little late, I've just come directly from settling a dispute in a large, 'household name', logistics company." he said.

With the T&G representing around 125,000 workers in the industry Webb describes road transport as "...without question one of the most important areas of membership of the T&G".

Realising that we had a lot to talk about, I launched into the subjects of the day.

Fuel Pricing

Given that the increasing cost of fuel is putting pressure on employers, I asked Webb whether he understood the pressure haulage companies were under.

"The RHA and FTA are absolutely correct in my view to require a reduction in the price of DERV. The T&G wants it too. The truth is that the unacceptable levels of DERV at the moment have an impact on the viability of companies that employ my members".

So the T&G certainly appear to be standing side-by-side with the trade organisations on this one.

Webb admitted that the 'diplomatic' approach to the Government was failing to reduce fuel prices, so the obvious question is does the T&G support the actions of the recent fuel protestors?

"No, we don't support the fuel protestors. They are made up of a consortium of farmers and owner drivers and while I understand the need to reduce DERV I certainly don't support the tactics they are using in trying to get it. Who are they accountable to? At times even we [the T&G] have to resort to direct action, but before we get to that we have clear procedures. We are accountable to our members. Who are this group accountable to?

"If I step outside the legal parameters laid down for ballots before industrial action they'll lock people like me up, or they sequestrate funds from the union, or put chains on the door. But what we got is this group that think they can bring pressure to bear on the Government though an external avenue, and while unions have been known to bring pressure on Government, we have always done that with the mandate and accountability of our membership.

"The cause is a just cause but the process [they use] is fundamentally unacceptable."

Driver Shortages

As a member of the board of Skills for Logistics, Webb is more than aware of the shortage of drivers in the haulage industry, which he believes is currently around 46,000 and of the fact that the average age of a truck driver is around 50 and getting older all the time.

Although enthusiastic about increasing training opportunities, Webb was less than happy about the apparent prospects offered to new drivers.

"You can put the skills and training there, you can make it easier for someone to come into the industry, but what we effectively say to the worker is 'come and join the road haulage industry, come and join a seven day, twenty-four hour industry...become a competent class I driver in charge of a 38 tonne vehicle...and then we're going to pay you £6.50 an hour', it's just crazy!

"I believe that the industry should be moving towards a proper salaried concept, a competent LGV driver today should be bringing home no less than £35,000 a year for a 48hr week.

"The youngster coming in the door...who ain't coming in the door...it ain't happening no more, it's drying up. There's a massive issue with recruitment. We [the industry] don't mirror society..it's white male, we have very few black people in LGV jobs, very few women in the industry, and quiet frankly it's an outdated industry with an outdated image."

Working Time

Given the introduction this year of the Working Time Directive I asked if this was a 'good thing' for lorry drivers, especially as it enforces a shorter working week which is one of improvements that the T&G has been calling for in the industry.

"Where there are employers who are carrying out the legislation accurately then it's certainly having a degree of impact.

"Periods of Availability are being abused chronically by the industry. I believe that the Government gave far too much flexibility to the industry on the Working Time Directive and they did it by extending Periods of Availability, allowing, in my view, Periods of Availability to be exploited. We have saying in the Union that when they instigated the Periods of Availability they moved the 48hrs to 60hrs. No one should kid themselves that the WTD provides a clinical 48hrs. What's happening in reality outside, is that on average I believe employers are getting much more out of their workforce than the 48hrs under Periods of Availability.

"In my view it would have been better for the Government and the employers and workers to accept that once and for all hours were going to be 48hrs."

I suggested that the answer to his concerns would come in the enforcement of working time regulations by VOSA. Referring to recent reports that VOSA saw it's role as 'educational...' Webb was scornful. "The role that the Government have given VOSA on the introduction of the Working Time Directive is comical. Nothing short of comical."

Would you welcome a VOSA prosecution? I asked. At least that might clarify the law. "Absolutely" was the reply.

In Webb's opinion the apparent lack of defined working hours is yet another reason for people not entering the haulage industry. With his passion for training and recruitment, he sees a strict 48hr week and straightforward salaried jobs as pre-requisites for attracting more people into the industry.

From my discussion with Ron Webb it would seem that the aims of his Union are not that far removed from the companies where his members are employed. He looks forward to working with employers and Government to produce professional drivers in a professional industry with a professional image. Who can argue with that?