At any cost, get the right driver
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nere is only one way to make sure that the load is secure put it in the hands of the right driver, reports Alan V illar
WE ALL tend to talk glibly about valuable loads and think of things like whisky, tobacco, or cosmetics. But so are case-loads of razor blades, biscuits, or pharmaceutical goods valuable — as I was reminded when I asked some major operators for their advice about carrying their more expensive cargoes.
I canvassed the opinions of three operators; a large general haulier in the North of Britain, United Biscuits, and Beechams, and found that their attitudes and policies are as varied as the products they carry. None ignores its valuable loads, but some devise much more elaborate policies to handle them.
The general haulier takes especial care when it selects employees. "We try to ensure that, by fair means and foul, the guy we take on is genuine and honest.'LLwa s told.
The haulier has That he describes as "good retations" with the local police force and says that while police officers will not give information about specific people's records, they will "cough or suffer a nosebleedwhen dishonest drivers' names are mentioned.
Vehicle control
He prefers to select men for their personal qualities than for their driving experience. After all, it is easier to instil driving skills in a novice than it is to change a dishonest individual into a model of integrity. He applies the same principles when recruiting clerical staff, but has not traced any thefts to traffic clerks.
United Biscuits Distribution Services Ltd managing director Bob Selkirk also places a great deal of faith in recruitment procedures. But he adds modestly: ''We don't really do anything revolutionary."
He insists that a strict vehicle control policy keeps UB loads secure. He strives to keep trunk loads in schedules which make them travel depot-to-depot in one shift, and lorries are not left lying overnight. He believes that UB's strict adherence to security procedures has prevented many loads from disappearing, and points out that the company has not suffered a major less of cargo for around 10 years.
The general haulier has similar views, and plans his collection and delivery runs very carefully. He issues detailed timetables to all concerned with a delivery run, and advises them to seek help if goods fail to arrive on tinie.
For instance, on a 50to 60mile run, the driver is told when he is expected to arrive at his destination, he is told what route to follow, and similar details are sent to the recipient. He is also told not to stop en route for anyone and to keep his cab door locked from inside.
On overnight runs, the lorry is booked into a security park, and staff there are given details of when to expect its arrival. If the vehicle fails to arrive at any of these `destinations, the company will contact police and start looking.
In all cases, the haulier believes that security is improved by making drivers sign for the loads they are carrying. He says drivers realise the importance of their work if they are told that the load is attractive to someone and that they are responsible for its safe transport from start to finish.
Bob Selkirk says his drivers are made similarly responsible for loads and insists that they always use a padlock to secure unattended vehicles. UB also adheres to a strict stock reconciliation procedure which ensures that delivery notes tie up with actual goods carried and returned undelivered. This has helped locate stolen containers in the past.
Pilfer-proof
The general haulier has tested various types of security device, but recognises that none will make a lorry pilfer-proof. It can make life difficult for a petty thief, and uses various seals, padlocks, and timelocks and alarms and radios plugged into a central control point. United Biscuits use heavy guage wire seals on trunking vehicles as a deterrent.
But, I was told, some devices are too clever by half. The haulier recalls occasions when drivers have felt vulnerable in a traffic jam and have activated fuel cut-off switches. In the event, no one has tried to break into or hijack the lorries, and the company has been left with the inconvenience and embarrassment of having_ its vehicles towed away.
The haulier does not believe in telling police about every high-value load which is being carried. That would be a "'nonsense exercise". but occasio nally the police do ask for such information when they receive a tip-off about a planned robbery.
If one area of controversy surrounds the transport of highvalue loads, it is whether or not the lorries should carry advertising material for the product. The general haulier does • not identify the goods abroad and often uses platform trailers with conventional roping and sheeting. UB and Beechams use conspicious wrappings on lorries and goods and feel that plain unmarked lorries only attract suspicion.
National Anthem
But the haulier has a private opinion that his lorries should be painted red, white, and blue with lettering indicating that many security devices are fitted, and the vehicles should play the National Anthem on a public address system. He thinks this would make everyone aware that the vehicle carried valuable goods, and that this would deter thieves.
But, he added, "It would only work for a short time. Soon the novelty would wear off and we would need to think of something else.'"
Beecham's Worthing-based dispatch manager is probably lucky in that most of his goods are prescription medicines for which there is less of a black market demand than for biscuits or spirits. This might explain his view that "we do seem to pack our goods too much" and that elaborate packing of goods only makes people think that the items inside are worth stealing.
He told me that the company has no special procedures for carrying drugs which might be harmful to children, but is satisfied that the risks involved are low. He claimed that boxes used by the company are too strong to be opened by children, and could not recall any case in which they had.
Beecham's man also told me that he does not have any set procedures to monitor sensitive loads from depot to destination. He waits until he receives a customer's complaint before checking a delivery note, and says proudly that he has received very few complaints in his years with the company.
In all cases, security measures are evolved by trial and error. Operators devise new methods every time that a breach occurs, and the three companies to which I spoke obviously have reached different stages in the evolution of their systems.