It is my understanding that European working and driving legislation was not brought about to be put upon European Armed Forces; they are exempt from applying it. Geoff Balloon in his wisdom then said that the British Armed Forces, although exempt, would apply European standards to the same level if not higher. JSP's are amended so we are all now trying to work to regulations that are near impossible to apply and are in the whole aimed at big haulage and logistic firms. LSI's are now pretty much a common event with the inspection teams being huge to audit the implementation of these regulations. Operational theatres are hit with encyclopaedia sized reports and having to abide by the regulations. The reality is that there is a lot of bluffing going on. I have just seen a LM from the MT SNCO instructing all Troops to ensure they are completing driver hourâs sheets. An LSI will be upon us shortly and I feel this letter may well have something to do with it but that is beside the point. I am trying to work out why as an operational unit we are being instructed to log the hourâs drivers spend behind the wheel and why working hours are not taken into consideration. It is not possible to abide by JSP's yet have drivers work normal working hours as well as be on call 24hrs a day for 7 days. This is not a new problem yet it is swept under the carpet again and again. Why are CO's so reluctant to sign any form of waiver yet when it goes wrong or when a question is raised from below does "Operational necessityâ get sung so often. If âOperational necessityâ is an opt out, surely a quick waiver with signature block would save one hell of a lot of bluffing and completely useless paperwork being produced and audited. Once again I feel I will have no option but to make myself unpopular. Once a driver has identified that he has completed his hours dispensation will be sought for him to continue driving if out on the road. This will require an officer to make a decision that seems to get more difficult for them as the years go bye. As for identifying that a driver has been on duty for five days and thus requires time off it would appear that some form of policy is required and policy only seems to be made at roots level these days. If you are a Master Driver or are well versed with driver hourâs answers (solutions) on a postcard please. If you can actually make out my question from the above rambling then you are doing well! Firstly how do working hours and driver hours fit together? How does time on call fit in once the driver has finished his day at work and gone home on the pager, is this âon call timeâ duty and thus add up as working time? What is the point of recording driver hours if there is no penalty or response once the limit is reached? Why is an RHQ unable to make a decision and either play by the rules and change the way we do duties or get the CO to sign a waiver to appease the LSI team? If the New Labour plonker who took over from Geoff Balloon is reading this I strongly suggest that going back to the days of Crown Exemption would cut millions off the Defence budget, bring fun back into being a soldier and make the Forces a good career choice once again. No one reads the policy notices on the numerous notice boards, no one is interested in the risk assessments and they donât make anything safer. COâs should be allowed to command and be cut free we might start seeing some form of direction once again. OCâs should be cut free from their desks and WOâs shouldnât need to write massive documents just to do a few hours training. Bloody hell, Iâve strayed from my topic, sorry. Got to go Iâve got a tonne of paperwork to audit and complete. Only five months of bluffing to catch up with. Lucky these driver hour sheets only need starting this week!