Bert Kelly, The Bulletin, November 3, 1981, p. 124.
As I write this, the car cauldron is boiling away merrily, with some interesting side effects being forced to the surface like debris thrown up by a New Zealand geyser. First, the Ford workers are on strike and poor Len Townsend, the union secretary, is begging them to go back to work because he knows that their behaviour makes the car industry look more like an old man of the sea than ever.
Another significant development was the statement of the Labor Party’s spokesman on these matters, Chris Hurford.
He began by saying that he was not in favour of a reduction in the protection for cars just now, but he realised that the car industry had to face some tough restructuring problems in the future.
Hurford said that a Labor government would form industry councils which were to be partnerships of government and industry, to make sure that wise restructuring decisions were made.
Then Hurford really bit on the bullet and admitted that the kind of inevitable reconstruction to which the industry had to be guided would be a reduction in the number of car plants from five to two.
Bob Hawke chimed in saying that the Labor Party would not only adopt this policy for the car industry but government guidance would be applied to all industry,
Under a Labor government, it appears, we will not continue to have the kind of inefficient backseat driving that we have now, which is admittedly rather hopeless.
Under Labor, Hurford and his helpers are going to be in the front seat, helping industry to do the driving. It is not clear if each group are to have a steering wheel or if both will swing on the same wheel. Whichever system they use, there would be a lot of blokes jumping for safety out of that vehicle if ever it went slow enough for them to leave it without getting hurt.
When Dean Brown, South Australia’s Minister for Industry, heard Hurford talk about the inevitability of some car plants having to close down, he gave a squeak of rage and held the Labor spokesman up to ridicule. This may have made him feel better but he did not offer any of his own solutions except to get stuck into the Industries Assistance Commission (IAC).
The real weakness in Chris Hurford’s solution can be illustrated by remembering what happened when the Pagewood GM-H plant in NSW was closed.
Every informed person in the industry knew that this was a wise decision, but there was such a howl of rage from the unions, from local and State governments and from the various vested interests involved that it got through only by the skin of its teeth.
Yet this resistance would be only a small sample of the pressures that poor Chris Hurford would have to surmount if he was to succeed in driving the vehicle industry along the straight and narrow reconstruction road. The plain truth is that he would never be able to do it; he would be thrown out of the front seat long before he had reached his reconstruction objective.
However, the most significant statement made lately about the car industry was by William Dix, the new managing director of Ford.
He said: “The only way we can make cars for less cost is to employ fewer people … If we know we are going to be here in 10 years from now we will invest to match the Japanese, robot for robot.”
Now that is a reasonable statement. Dix says that in 10 years’ time they will be using more machines and less labour, so there will be fewer people employed in making cars than there are now. But the reason for protecting the car industry at such a staggering cost is so that we can keep a lot of people doing what they seem to hate doing, namely, making cars. It is really difficult to see the logic of it all.
We could have maintained employment in farming if we had continued to use horses instead of changing to tractors but we would have had an unhealthy farming industry that had to be helped by the rest of you. The car industry would be much healthier now if it had not been continually guided by well-meaning, soft-headed governments who were determined to help the industry at any price in order to maintain employment.
As car prices rose steeply, so the demand for them fell along with employment in the servicing side of the industry. But we used to comfort ourselves that we were creating employment. Then Dix comes along and tells us that, in 10 years’ time, we will be employing more robots and fewer people.
I find it all very puzzling.