Fedit: ‘There is too much conflict in the logistics sector; the rules must be followed’

At a time of high tension in the road haulage sector, when high diesel prices have led to blockades and spontaneous demonstrations, particularly in the South, Guido Bertolone, CEO of the express courier firm GLS Italy and president of Fedit (the Italian Federation of Transport Operators), has sounded the alarm regarding industrial action. This is caused not only by the rise in fuel prices but also ‘by the loss of representativeness of the traditional trade unions, in favour of grassroots associations’, at a time when productivity in the road haulage sector “is extremely low” and tools that could improve it – such as GPS or the use of artificial intelligence – are being rejected.

“The overall competitive landscape of transport in Italy,” says Bertolone, “has been under immense strain for a long time, and not just because of energy costs; whilst we lag behind the rest of Europe in this respect, we are also very weak when it comes to industrial policy. Logistics in our country has always been viewed primarily through the lens of infrastructure and not so much from a business economics perspective; as if infrastructure alone could solve everything. In reality, whilst we did have an infrastructure gap, we also have a huge business gap, including in terms of company size.”

In the short term, he continues, the problem, from a tactical perspective, is rising inflation and cost pressures, coupled with insufficient competitiveness and efficiency. From a strategic perspective, the key issue, in my view, is to restore productivity and implement policies that support logistics, which in turn support production. These are the two key areas. There have been protests recently over fuel costs: this is certainly an important issue, but, in broader terms, industrial policy is what really matters. For example, the issue of technology use – which ultimately involves AI – needs to be put on the table.

On these issues, Bertolone emphasises, ‘Italia is perhaps the only country in the EU that is moving backwards rather than forwards. Today, here in Italy, any digital tool is seen as an intrusion into the worker’s life rather than as a tool for productivity. The use of GPS, or route planning, is interpreted as an intrusion into the worker’s privacy, as a mechanism for external control rather than as a tool for productivity and support for the driver. For me, this is a cause for enormous concern’.

Of course, he adds, ‘the cost of living, particularly at the moment, is an issue that cannot be underestimated, as is the average wage level in Italia, which is not just a logistical issue but a general one, even when it is completely transparent; I am fully aware of this. However, it is not acceptable when this system perpetuates itself by resorting to blackmail and creating blockades: I am not talking about strikes, I am talking about blocking gates and organising coordinated actions which, in my view, are unlawful. All of this is causing huge rifts and economic damage. Trade union demands certainly stem from underlying tensions and our past history. Today, however, the grassroots trade union movement, in my view, is a form of ‘caporalato 2.0’; because these are power structures that have emerged within the warehouses, stemming from a widespread lack of transparency – and in some cases, of legality – in this sector, which is, however, being overcome, and the major players have already moved beyond it. Nevertheless, these power structures continue to persist and are characterised by widespread illegality.”