Ramesh Kumar
"They are not Drivers. They are Pilots," thundered my youngest logistics friend Manikandan Krishnamurthy of Rivigo a day after Easter Sunday 2017 in a social media posting.
I actually read out this to my colleague Selvan Dasaraj of TransportMitra at Tornakallu/Karnataka where we were stationed for a driver behavior study of JSW Steel mining drivers.
We began laughing. Because we have gone through this rigmarole umpteen number of times and found the efficacy of such "nomenclature game" to be just that: game. Nothing more. Nothing less.
Whenever anyone in the logistics/supply chain domain boast of calling or wanting to call their drivers as pilots, I watch with lot of interest since I appreciate such a move coming from the white collar babus - right from motor malik to the the lowest administration chap wherever - dealing with the lowest but vital supply chain link viz., drivers. Any move that would boost the confidence of drivers about their career option and make them feel that they have got into a rotten job deserves applaud. The 'pilot' namakaran initiative is in that direction.
Honestly, the situation was not bad as it is today. It has a history of glorious past. But the present is abominable, courtesy the handiwork of several things.
The two developments affected the morale of these saratis and made them curse themselves. What are these twin 'drivers' that drove these asli drivers to question their career choice and pledge themselves that none of their clan would join this bridge and fill up the vacuum? After all, elders have to step out and newgen has to step in. That's natural progression.
The twin destablizers are: the advent of pucca state and national highways and secondly, the transfer of highway management from police to newly minted transport department in every state. What these item have got to do with drivers' self esteem? Good question.
First thing, first. Buttonhole any old driver or motor malik who had built his empire 20-30 years ago to ask him about his past driving experience. Here's what Ramesh Benniwal, from the cradle of transportation in the north Hissar/Haryana) and ex-supervisor of Credence Logistics, shared way back in 2011 while sipping extra sugary tea at his Jamshedpur branch office: "Roads did not exist. Still the drive was pleasant. There were no RTOs that time. Police, of course, were there. Believe me, they used to salute us (drivers) when we see them on roads. We used to give 'baksheesh' to them voluntarily." Most friendly, it was, to believe Benniwal.
Adds Rajinder Singh of Janata Roadways, a veteran transporter based out of Chennai and a respectable voice in the unorganized transport vertical: "Even the bonhomie between owners and drivers was unique. We were together as one family. No distinction. Since owners themselves are or were drivers at some point of time, they understood the nature of job. So, they genuinely felt the need for a humanly approach." It was as challenging then as it is now. Those days, the challenge was on account of absence of pucca roads only, though underplayed by drivers. Nothing more.
Mind you, Singh himself driven trucks across the length and breadth of mera bharat mahaan. But the scenario underwent a major metamorphosis with the government's desire to build roads for better connectivity of various cities within the state and then interstate, thus wanting to make India truly a one nation and from economic growth perspective. Laudable. Obviously, this necessitated funding. Government's own coffers - either at the centre or states - could not and did not provide adequate capital to build and maintain roads.
Then came the new funda of PPP: Public Private Partnership under which roads were built jointly. It is no secret that private partners do not invest money for charity, but out of profit motive. Nothing wrong. In such a scenario when roads built with private funding, there kicks in toll, road user fee or whatever one wishes to call. A price has to be paid. Yes, life gets more organized with better roads. Truly remarkable moving from roadless country to roaded country. Excellent.
This obviously increased operating cost - legally and illegally. Legal part, one understands. What about illegality? Many transporters/fleet owners entered into some sort of 'understanding' with toll plaza operators to escape paying full toll fee by coughing up some amount in black. Gradually, honesty of ordinary citizen got discounted. Sab chor hai syndrome emerged, like it or not.The character of business began to change. For better or worse? Both perhaps. Drivers became accomplices in this tacit crime on roads. For survival, yes.
Another point to be noted is the demand-supply mismatch of trucks plying on Indian highways. With easy financing and no entry barrier, every Velu, Hanifa, Kartar, etc lured into this trucking. Is it good? Decide for yourself. Pure and simple basic economics. No need to be an Adam Smith or Dr Manmohan Singh. Excess supply of anything impacts pricing.
Who are the end users of trucking? India Inc wanting to deploy transporters as contractors as part of outsourcing strategy both for raw material primarily and then the movement of finished products ultimately to market place. Remember, the age of outsourcing has set in. Core competence mantra. Focus, focus and focus. Transportation is not my core competence. Let me focus on my manufacturing activity, decided India Inc. Good. No issues.
In this process, the excess supply of trucks at any available time gave a lever for end users to keep freight rates abysmally low. No question of price escalation clause in the so-called Service Level Agreements. Even if it exists and if the transporter demands a price hike, he can say good bye to that business with the OEM forever. None wanted to lose because if A walks out, there were B, C, D etc to grab that slice of business. For survival again.
So, it was debatable whether transporters/fleet owners covered their operating cost at least. In the light of the fact that most fleet owners are small or marginal with 5 to 10 trucks and with least educational background, mathematics was not their strong point. No books of account. No P&L process.
Nonetheless, they understood that they were being taken for a ride by the end users. Undisputable statement. Many resorted to illegal activities in the form of overloading to bridge the gap.
This is where the confabulation with toll operators and fleet owners/transporters to cheat fructified. Willingly or unwillingly drivers became accomplices to the crime on highways.
When you indulge in such kind of activities, the relationship between the involved parties changes a lot. The actual corruption handlers - fleet owners/transporters and toll plaza operators - hid behind the scenes. Owner-driver or driver per se command no respect.
Now, move onto the second most ugly development. The creation of transport department at state levels is a pure evil, like it or not. This made life miserable for drivers. A majority of transporters/fleet owners follow no statutory rules: read CMVR norms as laid under the provisions of Motor Vehicles Act, now amended and awaiting Presidential asset and one will understand the gravity of the situation.
A simple example. Carriage By Road Act was passed in 2011. Believe me, it is not yet implemented due to the reluctance of government to discipline the transport fraternity. Why? God only knows.
The fraternity constantly cribs that their vehicles are penalized by RTOs in most states under various sections of the statute (CMVR norms). In the heart of hearts, they know the violations they commit.
This unstoppable violations gives ample scope for RTOs in every state to fleece the drivers. Most of the time. How? If challaned as per CMVR norms/MV Act provisions, they would have to cough up a huge sum. So, they strike a deal with the RTOs. A small amount is exchanged between them which goes into the pockets of rent-seeking RTOs, not state exchequer. RTOs happy. Drivers happy. Motor maliks happy.
Well, the creation of transport department in every state became a milch cow or separate profit centre. Targets were fixed in every state -district wise - to garner revenue. Instead of stopping crimes being committed in the form of overloading or non-compliance in terms of uniform, fuel tank size etc. under CMVR norms, transport department became a collection agency for every state. Regulation took a backseat and replaced it with a revenue-seeking model, both for state and officials, allegedly and ruthlessly.
The revenue collection potential was so huge, it became a perfect avenue for rulers (read politicians of every hue). Transport segment is one of the biggest fund raisers for every single political party in India.
Now, this revenue jackpot also enabled corrupt RTOs to line their pocket. Finish the government-fixed quota per month quickly in the first 10 days of any month and then the rest of the days are there for them to loot to line their pockets. Otherwise, why RTO posting is one of the most sought after slot by unscrupulous officials in transport departments of every state? Having invested heavily (sometimes, the bidding price is several crores for a fixed term of 12-18 months!), the 'investors' want to ensure quick returns: capital plus a decent interest! So, simple violations are ignored and they scout for big goof ups which drivers, on their own or on behalf of their masters, indulge in non-stop. Bang, bang.
The corrupt regime is in full swing: the RTO is corrupt. Driver as well. Fleet owner, yes. Transporter, yes. Agents, yes. End users, yes. So, these allegations are not someone's figment of imagination, but a reality. Mahatma Gandhi even would not have survived in transportation business. So deep is the malaise.
But the interface of this corruption on highways is the Driver, willingly or unwillingly.
So there goes the Benniwal-Singh's glorified and halcyon good old days of truck driving through the roof.
Violation all around.
Drivers face the brunt of high-handedness on highways is no secret.
That's one - but big part of their story. Their entire life is spent on corrupt Indian highways, eking a pathetic life out of dungeon, unhygienic dhabas eating unhealthy food and using truck cabins as their sleeping chambers; not to forget that their basic need of emptying their bowels every morning in the open fields. Uncared for. Disrespected. Bullied.
Not to forget is the poor communication between motor malik and driver followed by less-than-friendly relationship between line supervisors of motor maliks and drivers per se. It is a case of huge mutual mistrust.
Now, back to Manikandan Krishnamurthy's nomenclature game strategy. A few observations:
Calling drivers as pilots does not usher in behavioral or attitudinal change among stakeholders.
Is it the right step? Yes. No doubt about it.
But a lot more needed.
Primarily, motor maliks and line supervisors whom drivers serve should "learn" to treat drivers as equal humans. This is not happening on ground.
Cases of drivers being beaten and locked up by supervisors are legion. Incidence of line supervisors ruthlessly downward revising the en route expenses incurred by drivers and making them bear that. Not that, drivers don't fabricate receipts. They do. But supervisors attempt this route to showcase they are more loyal than the king! Actually, this is a big impediment because drivers are not on the payrolls with social security benefits but paid per kilometre driver basis or the fixed cost per route basis. These fixation of fixed cost is an accurate barometer of actual expenses. It is a case of mistrust between the stakeholders.
So, how does calling a driver as 'pilot' changes this equation?
That's one end of the story. Now take the other end of the spectrum: how well drivers are treated or received at factory gates (materials gate-inbound/outbound)? Check this link wherein I have sketched how drivers pay for the inefficiencies of OEMs/3PLs.
When Manikandan Krishnamurthy says, "Pilots", his intentions are noble and appreciable. He wants truck drivers to be treated at par with Pilots of aeroplanes. Right? 100%. Let's examine the parallel.
Pilots of aircrafts are educated, technically qualified and certified to fly aircraft. Our truck drivers do not meet any of these criteria.
Pilots have fixed hours of flying. Our truck drivers have no such schedule.
Pre-flying medical tests (alcohol check via breath analyzer) are mandatory for pilots. None for truck drivers. (There are more road accidents than aircraft accidents and drunken driving is very common).
Compulsory resting of pilots after the fixed hours of flying from passenger and aircraft safety perspective. None for truck drivers though they command and in charge of costly vehicle and equally expensive cargo.
Pilots are unionized and thus enjoy collective bargaining. In case of challenges, there are clear cut dispute settlement mechanism in place for them. For Truck drivers, none.
Pilots work for structured, professionally managed corporate. Motor Maliks of truck drivers do not meet this criteria. Still in infancy in terms of professional management.
There is something called Directorate of Civil Aviation to monitor Pilot behavior among other things and they can be derostered by this governmental regulatory authority, if found violating laid out norms. Absolutely, none for truck drivers.
Pilots on long haul (for example, Delhi-Paris) are put up in one of the best deluxe hotels on reaching destination (Paris, in this case) at company expense. They don't sleep inside the aircraft cabins and eat on roadside eateries. After prescribed rest period, they fly back to home base and driven home. About Truck drivers' plight, less said the better.
Cockpits are air-conditioned and no question of single pilots, however expensive their wages maybe. Trucks are mostly single driver mode. Why? There's a driver shortage (22% according to Federal Transport Minister Nitin Gadkari). The constant crib of motor maliks is: it's difficult to meet even one driver for our needs. Pay well and see the impact.
Trucks are not air-conditioned at all. However, from April 1, 2017, newly manufactured trucks have to be airconditioned as per new statutory norms. Worth checking.
Pilots, as part of their contractual terms, enjoy several benefits. Sick/medical leave, casual leave, privilege leave. What about truck drivers? Forget it. There is no piece of paper showcasing such a benevolent employer-employee relationship.
Pilots or aircraft drivers - well, that's what these white collared professionals are - have the facility of "auto pilot". Drivers don't have that facility. This translates into 100% vigilance during driving on roads.
The chances of mid-air collision with another flying object are negligible compared to truck collision with other road users. Again, the chances of pilots of aircraft get beaten up by others is remote. But the plight of drivers in case of highway mishaps is spine-chilling. Sometimes, they lose their lives from the irate and unruly villagers or townfolk when their truck hit or kill stray cattle, hen or people even. Yes, it is a lynch mob scenario.
Pilots of aeroplanes would have never met rent-seeking RTOs in the skies. Neither interstate barriers. Nor Customs, Excise or Forest department or the rest of notorious 18 highway vultures. Like seamless border crossing for trains, pilots of aeroplanes have no challenges that would render life tough. Truck drivers have to face them daily.
Even passengers would cherish to enter the cockpit for a darshan of it and take a selfie, if allowed inside the cockpit with the pilot in his/her seat. Not even motor maliks would love to climb into their own truck cabins. Shaking hands and selfie moments are unthinkable. Why? The huge class divide: rich and the poor. ugly and better dressed. Infra dig for many motor maliks to be seen in the company of their own drivers, unless it is a PR exercise to promote their brand. Not out of genuine affection for the fellow human being.
So, rechristening a truck driver as pilot is child's play. But changing the mindset of motor maliks, OEMs/3PLs, highway authorities and other stakeholders to behave normally towards a fellow human being demands another Mahatma type soul to whack the conscience and bring sense to the needy.
Till then, companies like Rivigo may tinker and attempt something positive like what Manikandan Krishnamurthy was talking about. But one swallow does not make summer, folks! The restoration of basic ethics in all walks of life is something everyone ought to contemplate and practice wholeheartedly. Piecemeal efforts won't do. The pilot nomenclature game, unfortunately, falls into that category.
Well, this list is endless. Let me stop here.
How critical is trucking to India or for that matter any nation in the world? More than two-thirds of cargo moves on road in India. Road transportation is the backbone of any economy. None can dispute that.Cliched, so to say.
Captain Pawanexh Kohli, CEO and Advisor to National Centre of Cold-Chain Development (NCCD) is humble enough to proclaim that he was a driver of commercial ship. Quips Raghuram Sharma, former Air India Cabin Crew Trainer, tongue in cheek: "There is another route to boost the confidence of truck drivers - rename aeroplane pilots and ship captains as 'drivers'!"
Wonderful idea. But be prepared for work stoppage by pilots and captains for "downgrading" them by putting them on the same pedestal as that of truck drivers!
Thanks, Mani, for reigniting this spark to look inwards!
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