Merseyside Port Shop Stewards

24.3.97

A SUPPLY OF LABOUR FOR THE NEW PORT OF LIVERPOOL

1. PRIMARY FUNCTION:

The primary function of this new Stevedoring company shall be the provision of a totally professional workforce trained and experienced to handle all cargo handling requirements in the Port of Liverpool.

2. POTENTIAL AREAS OF ACTIVITY:

These potential areas of trading activity can be clearly identified as working berths capable of handling a wide range of cargoes. It may prove more practical at this stage to identify those areas of Port activity currently undertaken by casual, non-union labour. Such areas would provide an immediate target market for a new labour supply company offering permanent labour with proven levels of skill, experience and dedication.

Those areas of potential for such a company may be identified as follows:

GENERAL CARGO:

Canada Dock

Huskisson Dock

West Langton Dock

Alexandra (bulk facility)

These main areas of general cargo activity provide adequate shed/storage facilities, quay space and contain quay or roof crane utility. Other areas of general cargo traffic can be identified in Birkenhead with potential to handle both general cargo, timber and bulk commodities.

These berths are:

Vittoria

East Float

West Float

Bidston

Duke Street

Cavendish Quay

2. IRISH FERRY TRAFFIC:

Another area of trade, formerly undertaken by the Liverpool Dock workers, incorporated Irish Ferry traffic. Such areas of general dock work are situated at Norse Irish Terminal based at the North Brocklebank Dock. PANDORO Irish traffic is handled at the Gladstone Dock and again is a function previously provided by the Liverpool Dockers over many years.

The potential that exists for Irish traffic in Liverpool has been fundamentally restricted since September 1995. However, if planning permission is obtained for the building of a River Berth at the Trafalgar Dock (Liverpool), the practical possibility of creating new, real employment opportunities on Merseyside, as opposed to casual employment, could prove immense.

3. SEAFORTH CONTAINERS, GRAIN, TIMBER AND COASTAL CONTAINERS (IRISH TRAFFIC - CONTAINERS)

Beyond doubt this area of Port activity provides the focus of all employment potential. The largest area of employment provision exists at the Seaforth Container Terminal. Currently this work has been contracted to the casual/contract labour agency, Drake Port Services, a subsidiary of Drake International.

It is assumed from statements made by Mersey Docks, that Drake's contract approximately 130 casual/contract workers to the Container Terminal. Since September 1995 a number of sacked Dock Workers were "re-hired". This number of former Liverpool Dockers brings a total labour force of approximately 180 employed at both the Container and Grain Terminals. Again, on figures provided by Mersey Docks, this "labour force" is paid £20,000 per annum for a 38 hour week.

From practical experience the container and grain terminals promote an inherent need for labour coverage 24 hours a day, 7 days a week. On the basis of available figures, i.e. labour declarations, containers handled, length of working week and total wage bill etc., simply do not equate.

Obviously, casual labour provides for any shortfall in labour requirements as previous labour levels, i.e. permanent labour requirements, accounted for and costed upon the demands of Mersey Docks (1995) as the basis for cost efficient minimum labour standards were far in excess of those currently stated.

Other cost factors relating to the Contractors fee etc., must raise serious doubts as to the financial justification of employing contract/casual labour in an area of the docks considered pivotal to the Port's success.

4. CASUAL OR PERMANENT? MERSEY DOCKS PRAISE PERMANENCY:

Such a perspective has to be evaluated against the backcloth of the preferred business philosophy of Mersey Docks that maintained throughout the national industrial upheavals of 1989, brought on by the abolition of the National Dock Labour Scheme, up to September 1995.

Whilst every port cynically abused the process of abolition to dismiss or sever its former registered dock labour force in favour of casual labour, Mersey Docks insisted on the importance of permanent, highly skilled, dedicated labour. As Mr. Trevor Furlong, Mersey Docks Chief Executive stated in 1993:

"Most UK Ports now operate with workforces employed on a casual basis with the lack of professional commitment that implies. We have taken the view that Shipowners and Shippers will benefit from having the same skilled men handling their cargo each and every day of the year... men who appreciate the value of cargo, whether it's timber or high value CKD's."

"That policy shows in the professionalism and performance of Liverpool today. There is no doubt that we can match and better anything offered in other UK and European Ports, but on a much wider range of traffics and trades than most."

(Port of Liverpool Handbook and Directory 1991-1992 p.9)

Again in 1994, Mr. Furlong re-affirmed his belief in the philosophy of direct, permanent, loyal labour:

"The key to Liverpool's success has been the "Specialist" commitment applied to every area of trading activity which has been converted into increased volumes." (ibid. 1994)

Again in 1993, Mersey Docks Chairman, Mr. W. Slater CBE, VRD, stated that this year's Financial Statement:

"... pictures a Port synonymous with good service and reliability - a Port that week by week and year by year is reaping the rewards for responding to the needs of its customers and the marketplace." (P.O.L. ibid 1993)

Mr. Furlong, Mersey Docks Chairman, re-affirmed his own business philosophy post-1989 with the highest recorded profits surpassed by record levels of productivity:

"Trucks are turned around at the Royal Seaforth Container Terminal in an average of 40 minutes. The largest container ships are in and out of Port in 12 hours. It is this level of consistent performance over a number of years which has proved a winner among Shipowners, Shippers and Hauliers alike." (P.O.L. ibid 1993)

On 15 August 1995, literally weeks before the Liverpool Dockers were dismissed for being in "breach of contract", Lloyds List, the shipping industry's respected journal, proclaimed "Liverpool Dockers the best in Europe".

In the Mersey Docks house journal, Port News, the half-yearly results for 1995 indicated "solid progress... investing for the future" (September 1995 Port News). Perhaps, in a macabre portent of things to come, this edition stated on its front page:

"In the absence of unforeseen circumstances, I anticipate that the group's progress should be maintained..." (Port News 1995).

5. MARKET EXISTENCE:

Based upon the statements and declared business philosophy of Mersey Docks prior to September 1995, it can be argued that a "market" exists founded by the Liverpool Dockers who provided labour in the Port of Liverpool for many generations.

This philosophy and strategy provides the central focus of the Liverpool Dockers proposals to attain the principle of re-instatement.

6. A PORT OF THE FUTURE

Mersey Docks decision to contract work to casual/contractor Drake International and the practical, if not "dubious labour profile" such agencies naturally exploit does not, and will never, create a satisfactory image of a professional Port. In the service sector the product image of labour provision is perceived in reality. Despite claims from Mersey Docks, we have seen Drake's "employees", sighted the accident reports; attended accident Tribunals; spoken to Drake and other casual labourers; we have an in depth knowledge of former Dockers who illegally received Severance payments from the Government who now work in the Port; acquired letters of complaint from Shipowners relating damage of cargo and failure to provide adequate documentation skills, customs clearance etc.; the recent imposition by Mersey Docks of random drug and alcohol abuse tests.

Evidence exists to indicate that these factors are a reality in the Port of Liverpool today.

Sadly, Mersey Docks business prospectus and more importantly, its utilisation of casual/contract labour, owes more to a series of political decisions rather than the pursuance of a sane business initiative.

The proposals of the Liverpool Dockers provide a practical pathway towards re-invigorating what many in business in our City consider to be an under-achieving, indeed stagnant, Port.

The key to the success of these proposals to establish a labour supply company essentially rests upon its ability to provide for all labour/skill requirements in the Port of Liverpool. How can this be achieved?...

7. TOWARDS A LABOUR SUPPLY:

At this moment in time, it is important that this initiative is considered in an approximate sense, outlining specific principles which may all be subject to re-appraisal.

7.1 How Many Employees?

Since September 1995, the question of how many Dockers are seeking re-instatement has achieved an almost mythical status. For the Liverpool Dockers themselves, this equation creates no serious problems.

However, it is important to recognise the age profile of the Liverpool Dockers a percentage of whom will wish to opt for Voluntary Early Retirement. In this instance the protection of all Pension rights for former RDW's and staff is paramount. This process may only be achieved following full and total re-instatement, a point already accepted by Mersey Docks.

Upon re-instatement the Liverpool Dockers themselves will be able to evaluate the precise number of those seeking retirement with full Pension benefits.

Such a process will need to acknowledge the present skill/age profile of the labour force.

As has already been accepted by Mersey Docks the skill, commitment, efficiency and productivity of the Liverpool Dockers has been well established.

7.2 Nevertheless, following the process of re-instatement, it will be necessary to embark upon a training programme to ensure both the immediate needs and potential growth of customer requirements.

7.3 On present assessments, the current skill mix encompasses adequate expertise in the various skill requirements incorporating container gantry cranes, container straddle carriers and other plant and machinery.

7.4 On the basis of berth availability and previously stated casual/contract labour currently utilised by Mersey Docks at Seaforth Container Terminal, the Liverpool Dockers are more than confident in their ability to provide for all labour requirements.

7.5 This is not to say that a more detailed appraisal will not be required but such a process can only be developed once the fundamental principle of re-instatement has been achieved. Furthermore, the removal of the contract with Drake International is vital to the prospects of permanent labour being returned to the Port.

7.6 Other primary matters of location, plant requirements, financial support, company status as non-profit making, grant applications etc., are currently being examined by various community groups, members of Liverpool City Council, local MPs, Church leaders, Euro MP's and business people.

8. SUMMARY:

The Liverpool Dockers accept fully the responsibilities of employment in the Port of Liverpool. This is a fact understood through the decades and indeed, generations of work in the Port.

Once general agreement has been reached, specifically in principle, the opportunity for normality to return to the Port of Liverpool will be immediate.

In the absence of this realisation, the potential of the Liverpool Dockers campaign, internationally, politically, physically, socially and intellectually, will continue.

To conclude, the Liverpool Dockers maintain a high degree of confidence, commitment and resolve related to their re-instatement in the Port of Liverpool.

Labour Supply Debate