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T&G strike yarning on hours

27th September 1986
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Page 6, 27th September 1986 — T&G strike yarning on hours
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Which of the following most accurately describes the problem?

IN Less than a week before the new drivers' hours law comes into effect, the Transpori and General Workers' Union has issued a major threat of industrial action against operators with TGWU drivers who try and take advantage of the longer driver hours without first negotiating on improved pay with local officials.

In an exclusive interview with CM, TGWU road transport national secretary Jack Ashwell warned that the union is still opposed to the revised hours law and that local TGWU negotiators have been instructed to retain the current driving hours provisions for union drivers wherever possible.

Any refusal by operators to negotiate on improved pay and conditions for the new law could result in a dispute which the TGWU will make official. "If an operator demands the law to be applied to the maximum then he will have a stoppage," says Ashwell, "and it's no use moaning afterwards".

All TGWU agreements are currently based on an eighthour day/40-hour week with voluntary overtime. According to Ashwell, any company with TGWU drivers which tries to impose the longer driving hours without negotiating will be in breach of its agreement.

Any extra time worked above the current provision should be treated as overtime, claims Ashwell, and companies "will have to pay for it — they can't enforce it on a driver."

Ashwell expects "all reasonable employers to meet old agreements, or secure new agreements wherever possible", although he believes that problems are likely to arise when operators want drivers to take advantage of the soon-to-be-permitted twice weekly 10-hour maximum driving period.

It remains to be seen how effective any TGWU threat or attempt to retain the old driving provisions will be. The Road Haulage Association's industrial relations manager John Cox was "not prepared to comment on the TGWU statement" when contacted by CM, or be drawn on how any industrial action might effect RHA members.

The PTA, however, claims that to stick with the old laws is not an option open to operators any more, "the law has changed and must be complied with", says its spokesman.

Having lost its bid to prevent the new drivers law coming into effect, and the apparently poor response to the 40mph go-slow organised by the Manchester region of the TGWU, the union is changing its line of attack and intends to monitor future goods vehicle accident statistics to see if any change can be linked to longer driving hours.

The TGWU plans to work closely with RoSPA and regional road safety committees, and it also wants the International Transport Federation to set up its own research study into driver fatigue.

The union will also be pressing its case through the EEC, and in particular through the EEC's Joint Committee on Road Transport (CM January 28) which Ashwell chairs. "We won't miss any opportunity to state our arguments to minis ters," he says. 0 This latest threat of disruption coincides with the first TGWU 1987 regional wage claim to be submitted. The Metropolitan and South-East region wants a 27 across-theboard increase on the basic driver's rate, along with an overnight subsistence increase of 22.

It also wants a reduction in the weekly basic hours from 40 to 39, and for improvements in sick, accident and HGV severance payments.

As part of the package it is looking for an additional item tc cover the new drivers' hours.

RNA South Eastern district manager Alan Gidley says he will he canvassing his members over the next month and a first meeting is scheduled for the last week in October.

Gidley expects similar claims to be made by other regions, although he says that there is an increased resistance from customers to increase hauliers' rates, and that must "be borne. in mind during negotiations".


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