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'No-speed-exemption' dilemma

22nd November 1968
Page 26
Page 26, 22nd November 1968 — 'No-speed-exemption' dilemma
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Which of the following most accurately describes the problem?

on tachographs from our industrial correspondent

• Mr. Richard Marsh, Minister of Transport, faces a new dilemma over his powers to fit tachographs to Britain's commercial vehicles. He must decide finally whether or not the instruments should be required to record speed as well as journey times and distances.

The problem has arisen again because drivers are worried that having a speed trace an the tachograph would provide an additional source of police evidence if they were involved in an accident or a brush with the law.

After informal consultations with the Home Office, it has become clear that Mr. Marsh can give no undertaking that tachograph readings would not be used as evidence.

So he faces the equally controversial choice of proposing a tachograph without the speed trace, which would raise at least two weighty objections: 1. If a driver spent too long in the roadside cafe, he might be tempted to drive the rest of the journey at excessive, possibly unsafe, speed to make up the average speed for the journey.

2. It would also lead to excessive wearand-tear on vehicles. And employers would be certain to oppose "speed-less" tachograph records on these grounds.

In fact, I am assured, the Minister is keeping a completely open mind on the consultations—particularly, on the point of what measurements would be required on the tachograph.

Meanwhile, he saw leaders of four unions last week to hear their objections to the tachograph for any purpose. The talks included the Transport and General Workers' Union, the Scottish Commercial Motormen, the United Road Transport Union and the Union of Shop, Distributive and Allied Workers, Mr. Jack Jones, TGWU assistant executive secretary, acted as the unions' spokesman.

He told Mr. Marsh that he should act immediately; using his powers under the new Transport Act, to cut drivers maximum hours from 11 to 10 a day. Such a move, said Mr. Jones, would encourage local negotiations on reducing overtime, higher basic rates and greater efficiency.

The Minister would be able to review the situation at the end of 12 months and he would find the tachograph was no longer necessary as an instrument to enforce the new hours regulations.

Mr. Marsh undertook to consider the union pleas and to have further discussions both with the unions and the Road Haulage Association.

The TGWU's policy is to demand at least £16 for the 40-hour week. But several deals have already been concluded above this basic rate—subject to scrutiny by the Prices and Incomes Board, which is due to report on a selection of the deals next month. The present basic rates are £1 1-f 13 a week; average earnings are £22 to £28.

In a circular to TGWU haulage branches following the meeting with Mr. Marsh, the union said Mr. Marsh had agreed he could introduce a regulation providing for a cut in working hours without introducing the tachograph. But the Minister thought there would be difficulties in enforcement.

The Minister had agreed to consider the union proposals and call a further meeting said the circular.

It added: "In the discussions with the Minister, our spokesmen stressed that a change in drivers' hours on the lines indicated would enable the union to negotiate local agreements for higher pay, with less overtime, based on more efficient running.

"If need be, the results of this approach could be reviewed, say after 12 months or so, but the Minister was left in no doubt as to the views of our members on the use of recording devices,"


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