Vehicle Drivers (Certificates of Professional Competence) (Amendment) Regulations 2024

Motion to Approve

18:04:00

Moved by

That the draft Regulations laid before the House on 16 May be approved. Relevant document: 1st Report from the Secondary Legislation Scrutiny Committee

My Lords, I first declare that I am the holder of a valid certificate of professional competence, as I hold a valid passenger-carrying vehicle licence. But I do not believe there is any conflict of interest in my promoting these regulations. The purpose of this statutory instrument is to introduce an alternative route for renewal of the driver certificate of professional competence. This alternative will be recognised across all four nations of the United Kingdom and will offer more flexible courses than the current system, with an accelerated pathway for drivers to return to the profession. The existing process for demonstrating competence, which is recognised across Europe, will remain for those drivers who operate within the European Union and will remain valid when driving in the United Kingdom. We are amending the existing Vehicle Drivers (Certificates of Professional Competence) Regulations 2007 under powers conferred by the Retained EU Law (Revocation and Reform) Act 2023 and the European Union (Future Relationship) Act 2020. The background to this is that the Vehicle Drivers (Certificates of Professional Competence) Regulations 2007 transposed EU directive 2003/59/EC, and were last amended in 2020. We are proposing to amend the regulations to increase the choice and flexibility available to drivers when they renew and, as a holder of a driver certificate of professional competence myself, I think these are sensible and proportionate reforms that will help the sector. Noble Lords may remember that, back in 2021, there was an acute shortage of lorry, bus and coach drivers, which caused significant disruption to critical supply chains and passenger services. As part of its response, the department launched a review of the driver certificate of professional competence in 2021, involving industry, seeking views on ways to improve processes to increase recruitment and retention. Many felt that the current renewal process was inflexible and unnecessarily burdensome, in particular the time and cost burdens of the periodic training requirements for the renewal of qualifications. Currently, drivers must do 35 hours of training through a rigid structure, with courses being a minimum of seven hours and most courses being trainer-led. This was identified as contributing to drivers leaving the profession. Drivers and former drivers stated in the 2021 review that the burden of gaining the certificate of professional competence was acting as a barrier to those considering joining or looking to renew their qualification, leading people to leave the sector. A public consultation was launched in early 2023, suggesting options for possible changes to the ways to demonstrate professional competence. That consultation, along with regular industry engagement, has informed the reforms that we are proposing, to give drivers more options and greater flexibility during the renewal process and to assist the industry in retaining and recruiting drivers. Currently, drivers renew their certificates of professional competence every five years to drive in the UK or the EU, by doing 35 hours of training through a rigid system of courses, with little e-learning as an option. We are introducing a national qualification to sit alongside the existing international qualification. The national qualification, which will be valid across the United Kingdom, will still require 35 hours of training every five years, but courses can be shorter, with a minimum of three and a half hours, and there will be more e-learning available, with new stand-alone e-learning courses being introduced—something that is not currently available. This flexibility was something that many in the industry, particularly drivers, have requested. We are also introducing an accelerated pathway to allow drivers to return to the workforce. If a driver’s certificate of professional competence has lapsed by more than 60 days but less than two years, the driver can take a seven-hour bespoke return-to-driving course to a gain a one-year national CPC. This window of time was chosen to avoid drivers deliberately allowing their CPC to lapse in order to take the accelerated return pathway and to prevent drivers who have been out of the profession for a prolonged time rejoining without adequate training. Within the 12-month validity period of their national CPC, the driver can then do the remaining 28 hours of training to regain a full five-year national or international CPC. I am aware that some in the industry would have liked to abolish the CPC entirely. While I sympathise with drivers who see it as a burden, based on time and cost to renew, I believe that it is absolutely necessary, for reasons of road safety and driver professionalism. Additionally, due to the requirements of the trade and co-operation agreement with the EU and other international obligations, the CPC must be kept for most commercial international road freight and passenger transport. These reforms will make renewing or regaining a CPC much easier and more flexible for operators, but particularly for drivers, easing the impact on work/life balance, while not reducing the quality of the education drivers receive, to maintain a safe and highly professional workforce in the road freight and passenger transport sectors. These changes to the Vehicle Drivers (Certificates of Professional Competence) Regulations will make the renewal process more flexible for drivers operating solely in the UK and help to reduce the chances of future driver shortages. We listened to stakeholders in all four nations while developing the amendments, and we expect the amendments to support the industry while ensuring a professional and safe workforce throughout the UK and beyond. To help the industry to understand the more flexible training route, the Driver and Vehicle Standards Agency in Britain and the Driver and Vehicle Agency in Northern Ireland will issue guidance to the industry on these changes. I therefore beg to move that the House approve these regulations.

My Lords, I am grateful to the Minister for introducing the regulations so skilfully. I welcome them, including all the detail. Before saying anything substantive, I should declare my interest: I hold a C+E HGV licence and am a qualified HGV driving instructor, albeit somewhat out of date. I do not need a CPC because I do not drive HGVs commercially and have no intention of doing so. It is sometimes argued that Members of the House of Lords claim to have experience but are actually has-beens. I operate a tank transporter for the REME Museum, so I still keep my hand in. As part of my research this morning I used the mock HGV theory test to be found at the GOV.UK website. I am pleased to tell the House that I passed, with 43 correct answers out of 50, without any preparation. I was surprised to see some quite technical questions about internal engine design; 4% were concerned with abnormal load operations. I presume that the test is, correctly, designed to make it hard to get 100%. If all the questions were easy, a 100% pass rate would be required, but that would mean that even the simplest error resulted in unnecessary failure. That experience gives me confidence in the testing system, although much if not all the CPC training system is attendance only. A recent Answer by the Minister to my Written Question indicates that there are about 688,000 HGV drivers with a CPC and a further 287,000 without. Research carried out by your Lordships’ Library appears to indicate that only one person in this Parliament has any practical experience of heavy goods vehicle operation. When the House of Lords (Hereditary Peers) Bill comes into effect, there will be none. The Minister is aware that I am currently vigorously engaged in supporting the road transport industry in respect of abnormal load movements. However, he will understand that support in the industry for compulsory training, including CPC, is mixed, and he referred to that. For instance, I have been surprised how reluctant the industry has been to recognise the need for training and record-keeping on each piece of equipment to be operated. One problem is that operators who undertake extensive training keep finding that their drivers are being poached by other operators offering slightly higher remuneration but little training. That is a good argument in favour of the CPC regime the Minister has articulated. The CPC is personal to the driver, not the operator. That is a long-standing problem, and it is not clear to me that the Minister can do anything about it. He has claimed that these regulations and the CPC are all about raising standards and professionalising the HGV driving trade, and I am at one with him on that. However, we are still not treating HGV drivers as well as we should, given their importance to sustaining our way of life. We saw this when we literally ran out of HGV drivers a few years ago, as the Minister observed.

18:15:00

Every night thousands of lorry drivers still park up in lay-bys, away from fixed ablution facilities. As a result, in the morning they have to urinate in a plastic milk bottle or go into the bushes. Perhaps that is a more important reason why we cannot retain drivers in the industry. Can the Minister name any other industry where key employees are treated so disdainfully? Might this situation explain why there are so few lady lorry drivers in the industry? Will the Minister agree to write to me and give me his best estimate of how many HGV drivers are sleeping in their cabs overnight, away from fixed facilities? If he cannot, will he task Highways England with gathering that data, if necessary, by conducting a census?

My Lords, following the last two speeches, I can tell the House that no one has ever let me anywhere near a lorry. Nevertheless, we on these Benches very much support these measures, which strike the right balance between making sure that people are safe to be on the road and removing unnecessary bureaucracy. That will be helpful for drivers and for SMEs in particular, so we support that. I would be interested to hear from the Minister what plans there are to keep the impact of these measures under review, particularly the move to e-learning. I am sure that is a sensible thing to do, but we will probably need some data just to make sure that there is no adverse impact; indeed, it may be beneficial. I was not entirely clear from what the Minister said whether the certificate will be interoperable in Europe and with European standards. I am thinking particularly about drivers in Northern Ireland who cross the border into the Republic multiple times. I did not entirely understand what he had to say about that.

My Lords, I am grateful to the Minister for arranging a briefing with officials for me on this instrument, and indeed on the previous instrument, about which I should have made a similar remark. This is a Brexit benefit; there is no doubt at all about that. It gives us the chance to set standards and a training regime for our own HGV drivers to match the needs of our economy and our workforce. That brings me—if I may anticipate the Minister—to the question asked by the noble Baroness, Lady Scott of Needham Market. My understanding is that this is a domestic certificate that will operate in the whole of the UK, including Northern Ireland, but it will not of itself give any right for the driver to operate on the continent of Europe. For that there will remain the international certificate and the training regime, which will be compliant with European standards. This is wholly to be welcomed as allowing us to be more flexible and responsive. Nobody has yet mentioned the question of safety. If the Minister says to the House that he believes this regime will result in a level of competence that will not compromise safety in itself, I am perfectly happy to accept that, but the point needs to be raised because safety in the driving of HGVs is a very important factor. I feel very inadequate in following the speech of my noble friend Lord Attlee. It made me wonder how easy it is for an HGV driver to gain a life peerage. What a pity it is that the vandalism of the House of Lords (Hereditary Peers) Bill would remove the only one we actually have. However, we have no objections to the instrument.

My Lords, I very much welcome the contribution of the noble Earl, Lord Attlee, and I recognise his professional competence, as he has said to me privately that he recognises mine. I agree with many of his remarks, in particular his support of this training regime. He is right that this instrument makes a difference. I will come on specifically to answer the noble Lord, Lord Moylan, about safety in a moment, but I think the noble Earl is right: this adds to the professionalism in these professions, and it is a good thing to do. The noble Earl referred to the conditions for HGV drivers. He is right, of course, that historically there has been very poor provision. My department is making some progress on improved roadside facilities and safer rest areas. The department recently announced more than £14 million in joint government and industry funding to improve lorry parking infrastructure, boost working conditions for drivers and drive innovation and decarbonisation. The HGV parking match-funded grant scheme was launched in 2022 to fund investment in driver welfare, lorry parking provisions, site security and so forth. The department announced the latest grant allocations as recently as 10 October. There are 23 provisionally successful bids, amounting to approximately £4.5 million of government funding and leveraging about £8 million from industry. I am sure the noble Earl will contend that that is not enough. I will therefore write to him on his question as to whether we can find out exactly how many people sleep in their cabs, when maybe they should not need to. I do not know, but I understand the question and will endeavour to answer it in writing. I am grateful to the noble Baroness, Lady Scott, for her support. We will of course keep these plans under review—especially, as she said, the one that enables people to rejoin the industry. Having left doing my five days of training until after a point at which I realised that I might be the Minister of State for Rail, it was then a bit of a struggle to get the five days in. I was wondering what would happen if I ran out of them. This is a good thing, because there are people who leave these industries and regret that they do so and who then find it difficult to get the qualifications. However, I also agree with the proposition in the instrument before us: they cannot use it to get round the requirement for the five days of training. They should not be able to do that. The noble Lord, Lord Moylan, had it exactly right that, if you drive in the EU, you will need the EU certificate of professional competence. The EU, as I understand it, is considering introducing reforms, but it is not as fast as we are, so it is unlikely to recognise this national CPC in the near future. These reforms are necessary, however, and good things to do anyway. Lastly, the noble Lord, Lord Moylan, referred to safety. Driving a heavy vehicle of any sort is a professional job and it needs to be safe. There has been a lot of consideration about the nature of this training. I agree with the noble Earl, Lord Attlee, that it is a good thing, despite the opposition to it from some people—a few operators and some drivers. Apart from anything else, as I can testify, you can hold one of these licences for a long time. I passed my PCV test in July 1974 and, until these regulations first came into effect about 10 years ago, I did not need to do a single day’s further training. If you think about the possibilities of driving either a vehicle like the noble Earl, Lord Attlee, does, or the modest public passenger-carrying vehicles that I drive, that is extraordinary. It is absolutely right that people who follow these professions should get periodic training. They should be reminded of the serious consequences of breaking regulations on drivers’ hours, of not complying with the Highway Code and of a number of other things—including, if I put my railway hat on, the possibility of tall vehicles striking railway bridges—all of which are covered in this training. In addition, in the case of passenger-carrying vehicles, dealing with passengers is covered properly. It is very good to hear that all sides of your Lordships’ House support this. We are not going to abolish the qualification. I can attest, as I said, to the focus on road safety, that the CPC brings, and I beg to move that these regulations are adopted.

Motion agreed.