UK & EU DRIVER & RIDER REGULATIONS
OVERVIEW
IMPACT ANALYSIS
SOLUTIONS
Critical Resources for
ORGANISATIONS
TRAINERS
DRIVERS & RIDERS
EDUCATION ESTABLISHMENTS
Drive Time-VTS® Limited Company Number 9033559
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STAKEHOLDER & IMPACT OVERVIEW
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Table of contents
No Subject Page
Introduction 4
Directive 2003/59/EC On the initial qualification and periodic training of drivers 5
Explanatory Memorandum to Vehicle drivers (CPC) Regulations 2007 5
1 Title of Regulations 5
2 Purpose and intended effect of the measure 6
3 Driver training 6
4 Refresher training 9
5 Risks assessed 10
6 Formal consultation on the adopted directive 11
7 Driver licensing: Note to the House of Commons 12
8 Road safety: Driving licences 13
9 House of Lords: Merits of Statutory Instrument Committee 16
10 JAUPT Research and analysis of driver periodic training: QA and compliance 2014 16
11 Enforcement and sanctions 21
12 Graduated fixed penalty and deposit system 22
13 Practical test: Cost implications identified pre-vehicle driver regulations 24
14 Periodic training: Cost implications identified pre-vehicle driver regulations 25
15 Initial and periodic qualifications: Directive 2003/59/EC specifications 15 July 2003 26
16 Advanced training in rational driving based on safety regulations 27
17 Driving at work 29
18 Initial training: The Health and Safety Executive overview 30
19 Training drivers (Introduction) 32
20 National Standards for Driving and Riding 33
21 Drive Time : Professional driver training solutions and CPC syllabus 34
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INTRODUCTION
This document tracks the history of EU Directive 2003/59/EC, on the initial qualification and periodic training of drivers of certain road vehicles for the carriage of goods or passengers, and the training of drivers under UK Law, The Vehicle Driver (Certificate of Professional Competence) Regulation 2007. The Driving Standards Agency (DSA) held a consultation on the introduction of CPC in November
2005. The Partial Regulatory Impact Assessment states that the overall objective of the Directive is
To improve road safety, to improve the professionalism and the quality of service offered by
professional drivers and to facilitate the free movement of workers”. In addition, the European
Commission hoped by proposing these measures to encourage more drivers into the road haulage
and passenger transport industries. This was seen as being assisted by establishing a Community-
wide standard for the Initial Qualification and Periodic Training for drivers working in the road
freight and passenger-carrying sectors.
The consultation paper gave the following summary of the ‘expected benefits’ of CPC
The proposed new arrangements offer the prospect of major benefits to the road freight and
passenger transport sectors. In particular:
a) Better qualified drivers should mean savings in fuel consumption. Research indicates that the
economic benefits should outweigh the costs of the Directive’s provisions 22.
b) Better arrangements for skilling professional drivers will enable younger persons to take up
those occupations, which has long been a request from the sectors23
.
The economic benefits (a
22) have not been achieved as reported to the transport select committee.
A better arrangement for skilling professional drivers has not exceeded driver expectations according to JAUPT research and analysis. The gap in the expected shortfall of new drivers required for the transport sector has widened to 149,000 as reported by Skills for Logistics. Having previous experience in developing Quality assured vocational training programmes and
having experienced driver CPC training first hand, Drive Time® embarked on a three year study to
identify where the gaps lay between Road safety policy and Education and Training policy. The Drive Time objective: Put the learner first. The most important principle of the European Qualifications Framework (EQF) is the learning outcomes approach. The learning outcomes approach shifts focus to what knowledge, skills and competences the learner has acquired by the end of the
learning process. Our learning process starts with “Managing time, self and personal skills”
Our aim is promote easy access and greater understand of the risk to occupational safety and regulation associated with teaching learners, operating and driving vehicles at work, clarify the professional responsibilities of the trainer, the vehicle operator and the driver to engage, promote and deliver road safety objectives and avoid additional penalties of none compliance as enforced Driver Vehicle Standards Agency (DVSA). We provide free access to information and guidance and affordable solutions in a format of the learner’s preferred learning style. We introduce learners to a system that allows them to make free choices about their chosen career and the extended development opportunities within the context of the EQF. We provide online or hard copy learning materials. Monitor and measure learning interventions. Analyse results, benefits to learner and benefits to business. Validate learning interventions via quality controlled processes and systems.
Drive Time® offers four simple steps to support your personal or business development. 1: What
standard should you working to? 2: What Qualification(s) do you want to achieve? 3: What level of achievement would like to aim for? 4: Don’t Know? Contact Us.
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DIRECTIVE 2003/59/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL Of 15 July 2003
On the initial qualification and periodic training of drivers of certain road vehicles for the carriage of goods or passengers, amending Council Regulation (EEC) No 3820/85 and Council Directive 91/ 439/EEC and repealing Council Directive 76/914/EEC
EXPLANATORY MEMORANDUM TO
THE VEHICLE DRIVERS (CERTIFICATE OF PROFESSIONAL COMPETENCE)
REGULATIONS 2007
DEPATMENT OF TRANSPORT: Explanatory Memorandum session 2006-2007
Access to the “Full regulatory impact assessment” can be gained via the link above. A summary of the
key points can be viewed below.
1) TITLE OF REGULATIONS
1.1) These regulations are The Vehicle Drivers (Certificate of Professional Competence)
Regulations 2007. They implement Directive 2003/59/EC1 , on the initial qualification
and periodic training of drivers of certain road vehicles for the carriage of goods or
passengers
1.2) By virtue of Directive 59 of 2003 the European Union (EU) has adopted arrangements
for the compulsory initial qualification and periodic training of new and existing
professional lorry2 and bus
3 drivers. The Directive also imposes (where the training
is subject to EU rules) arrangements to approve training programmes and to certify
the training providers delivering those programmes.
1.3) These regulations transpose the Directive in UK legislation under the European
Communities Act 1972. (Currently the main domestic regulations concerning driver
testing and training are the Motor Vehicles (Driving Licences) Regulations 1999 SI No
2864 made under Road Traffic Act 1988 as amended).
1.4) This full Regulatory Impact Assessment (RIA) represents the Driving Standards
Agency’s (DSA) and the Driver and Vehicle Testing Agency’s (DVTA) estimation of
the costs, including compliance costs, of implementing the Directive’s provisions as
the Agencies4 understand they are intended to operate.
1.5) This RIA has been revised using information provided by the road freight and
passenger transport industries and other interested parties following the public
consultation exercise
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2) PURPOSE AND INDENDED EFFECT OF THE MEASURE
2.1) Objective
2.1.1) The overall objective of the Directive is ‘to
Improve road safety,
improve the professionalism, and
The quality of service offered by professional drivers, and
To facilitate the free movement of workers’.
2.1.2) In addition, the European Commission hoped by proposing these measures to
encourage more drivers into the road haulage and passenger transport
industries. This was seen as being assisted by establishing a Community-wide
standard for the initial qualification and periodic training for drivers working in the
road freight and passenger carrying sectors.
2.1.3) The Directive prescribes the arrangements that must apply where the training is
subject to EU rules. These include regulation of training courses and the
quality assurance of those who may deliver them. This is intended to ensure
that the training being delivered is of a high standard, the right content, and that
the instructors who deliver the training have a good understanding of the subject
matter and high instructional abilities. The Directive also prescribes the tests that
must be passed before an initial qualification is awarded.
2.1.4) The Government welcomes measures to improve road safety at a European
level in an effective and efficient manner. The Government announced in its
Road Safety Strategy5 its intention to improve training and assessment
arrangements for drivers of large goods vehicles (LGVs) and passenger carrying
vehicles (PCVs), and to promote efficient road haulage and passenger transport
sectors that meet the needs of a modern society.
2.1.5) When the Commission published its original proposals, the representative bodies
for the road freight and passenger transport sectors highlighted the economic
burden that inflexible training arrangements such as minimum training periods
would impose on their respective industries. The road freight industry estimated a
cost of some £211m. The passenger transport industry estimated a cost of some
£44m. Discussions between Member States resulted in major improvements in
the Directive’s arrangements. Updated cost estimates are detailed below.
2.1.6) The Government is committed to transposing the Directive using arrangements
that are cost-effective and which minimise any unnecessary process and
burden. In particular, these regulations implement an initial qualification
arrangement that assures standards by assessed competence rather than
training process.
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2.2) Background to risk assessment
2.2.1) DVLA estimates that in Great Britain there are some 1.6m vocational licences in
issue - and around 433,000 currently working as professional LGV drivers and
around 166,000 currently working as professional PCV drivers. This implies
around 900,000 who hold vocational licences but do not use them. Some may be
accounted for by drivers leaving the industries through retirement on age or
health grounds. But both the road freight and passenger transport industries
reported difficulties in retention and recruitment of drivers and estimated they
would be short of 46,000 and 5,000 drivers respectively during 2006. Reasons
sometimes given for this are uncompetitive terms and conditions relative to other
industries, unsociable hours, pay, and poor career progression.
2.2.2) Until this Directive, the only European Community legislation about driver training
was in the context of 1986 social legislation relating to road transport6 This
provides that the minimum age of 21 years for driving LGVs and PCVs may be
reduced where a driver holds a Certificate of Professional Competence (CPC)
issued in conformity with the 1976 rules on the minimum level of training for such
drivers.
2.2.3) GB has operated such a scheme for persons under the age of 21 years seeking
an LGV driving licence, but participation has always been low7. There is no
equivalent CPC scheme operating for young PCV drivers, though the same
European legislation allows for the driving of some PCVs in certain
circumstances from the age of 18 years. The Driver CPC Directive replaces the
1976 and 1986 provisions and sets minimum driving ages for professional drivers
linked to minimum wages for awarding CPCs.
2.2.4) To date, there has been no regulation of the training that an LGV or PCV driver
must undertake as part of driving licence acquisition or for continuing
professional development. Also, there is no regulation of LGV or PCV driving
instructors.
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3) DRIVER TRAINING
3.1) Much of the LGV and PCV driver training undertaken in UK has traditionally been to pass
the driving test. Typically drivers take up to two weeks LGV or PCV pre-licence
acquisition training, with the practical driving test being taken during the second week.
There is reluctance amongst many drivers and employers to lengthen this training to
acquire vocational driving entitlement.
3.2) In the course of the project to implement the Directive, the Agencies have been advised
that, for LGV drivers:
Some 85% of their training is practical in-cab training and 15% theory.
Goods vehicle operators expect drivers already to hold the relevant licence and
be fully competent to drive lorries when they employ them.
Typically, it costs around £1,500 for two weeks training, and in around 50% of
cases the costs of becoming an LGV driver will be met by the employer.
3.3) DSA has been advised that, for PCV drivers:
The majority of the licence acquisition training is practical in-cab driver training.
For some bus drivers the training will then continue for a further couple of weeks
to cover such items as customer care, information management skills, use of
technology.
Employers of bus drivers meet the costs of driver training in around 80% of
cases, with the majority of training being provided in-house.
The position for coach drivers is frequently more similar to that for lorry drivers.
3.4) Many of the subjects covered by the EU Driver CPC syllabus are also within the syllabus
for the vocational driving test8 . The Government is transposing the Directive avoiding
duplication of process wherever possible, but at the same time ensuring that professional
drivers have the necessary level and breadth of knowledge and skills required by the
Directive9.
3.5) Directive 2003/59 sets a standard for the Driver CPC of a minimum level of knowledge
and practical competence at the level reached during compulsory education
supplemented by professional training, which equates to NVQ/SVQ level 2 in the UK
context.
3.6) National Occupational Standards for
a) Driving Goods Vehicles (DGV) Lorries LGVs (Large Goods Vehicles)
b) Passenger Carrying Vehicles (PCV) Bus & Coach PSVs (Public Service
Vehicles)
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4) REFRESHER TRAINING
4.1) The Agencies understand that, where it occurs, employers usually meet the cost of
refresher training. A survey of road haulage companies undertaken by the Freight
Transport Association (FTA) showed that 64% of the 212 respondents offered refresher
training to their lorry drivers, with the emphasis being on the legal requirements of driving,
such as health and safety and drivers’ hour’s rules. Fewer than 10% of respondents
offered training such as National Vocational Qualification (NVQ) or modern
apprenticeship training.
4.2) The same survey showed a link between the size of the company and support for
training. The road haulage industry has a preponderance of small and medium sized
enterprises (SMEs). Fewer than 40% of companies operating up to 5 vehicles offer
training, whereas 90% of companies operating more than 100 vehicles offer training.
4.3) Similar results are to be found in the bus and coach industry, where again there are many
SMEs. Fewer than 50% of those surveyed10 had arranged training for their staff during
the preceding 12 months, and of staff had any kind of continuing training plan. fewer
than 25%
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5) RISKS ASSESSED
5.1) The European Commission estimates that in most Member States only 5-10% of
professional lorry and bus drivers undertake any training beyond what is needed to
pass the relevant driving test. The Commission considers that the demands on today’s
professional drivers call for comprehensive initial training plus continuing
professional development, and that the European vocational training syllabus
established in 197611
is obsolete. Higher common standards should improve road safety,
the service offered by the road freight and passenger transport sectors, the attractiveness
of those sectors in recruiting and retaining drivers, and competition and harmonisation in
the European Union.
5.2) Road traffic accidents in the UK involving LGVs and PCVs are relatively infrequent, but
when they happen the effects tend to be serious. Government Health and Safety officials
currently estimate that the cost of a loss of life is around £1.6m12. This figure takes into
account lost output, medical and ambulance, human costs, police costs, insurance and
damage to property costs. Casualties involving lorries and buses in GB in 2005 are
shown in the table attached, along with the estimated economic savings that would be
made if the accidents had not happened.
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6) FORMAL CONSULTATION ON THE ADOPEDED DIRECTIVE
6.1) The Directive was adopted in 2003. Once the final content was known, and in line with
Cabinet Office Guidance, extensive consultation was undertaken with interested parties
before the formal consultation exercise commenced. This built upon the dialogue
established during the discussions surrounding the draft Directive. It was therefore
possible to develop proposals to take account of concerns raised by those within the
industry. This allowed both DSA and the Driver Vehicle and Testing Agency (DVTA) in
Northern Ireland to implement arrangements to meet the needs of stakeholders, whilst
minimising cost and process duplication.
6.2) One of the main elements for consultation was which of two options for the initial
qualification was to be adopted as the Directive allowed Member States to choose
between:
a) Option 1 – involves EU imposed regulation of both training and testing. The
regulated training must cover the syllabus, have a minimum period
of 280 hours (see para 3.9) of initial training and is subject to other
conditions, followed by a test; or
b) Option 2 – focuses the EU imposed regulation on just the assessment of
competence. It involves tests totalling six hours.
A four-hour, two-part theoretical test, of multiple-choice and/or
direct answer questions and case studies,
Plus a two hour, two-part practical test, of 90 minutes driving
and 30 minutes vehicle safety/documentation checks.
6.3) The Government proposed that Option 2 should be adopted in the UK as this would be
less rigid and would less of a burden on industry.
6.4) The Agencies understand a national vocational training course to be any vocational
scheme recognised and accredited by the Qualifications and Curriculum Authority or
Scottish Qualifications Authority
6.5) Qualifications approved for public funding 2014
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7) DRIVING LICENSING: Note to the House of Commons
7.1) There are separate qualifications for those wishing to become HGV and bus drivers.
General information on driver licensing, including application procedures, can be found on
the Gov.uk website.
7.2) Certificate of Professional Competence for HGV Drivers
a) If you want to drive a lorry (heavy/large goods vehicle or HGV/LGV) you will
normally need to apply to the Driver and Vehicle Licensing Agency (DVLA) to add
provisional entitlement for HGVs to your driving licence. When you have
provisional entitlement, you can take lessons and the necessary theory and
practical driving tests to drive an HGV. If you want to drive an HGV for a living,
you will also need to pass the Driver Certificate of Professional Competence
(CPC) initial qualification tests.
b) The CPC for professional drivers was introduced as a result of European
Directive 2003/59/EC. All new professional HGV drivers must pass an initial
qualification, and all existing professional HGV drivers must take periodic training
on a five-yearly cycle. The requirements to pass an initial qualification were
introduced on 10 September 2009; existing drivers will have to have undertaken
the first round of training by 9 September 2014.
c) The Driving Standards Agency (DSA) held a consultation on the introduction of
CPC in November 2005. The Partial Regulatory Impact Assessment states that
the overall objective of the Directive is
To improve road safety, to improve the professionalism and the quality of
service offered by professional drivers and to facilitate the free movement
of workers”. In addition, the European Commission hoped by proposing
these measures to encourage more drivers into the road haulage and
passenger transport industries. This was seen as being assisted by
establishing a Community-wide standard for the Initial Qualification
and Periodic Training for drivers working in the road freight and
passenger-carrying sectors.
d) The consultation paper gave the following summary of the ‘expected benefits’ of
CPC
e) The proposed new arrangements offer the prospect of major benefits to the road
freight and passenger transport sectors. In particular:
Better qualified drivers should mean savings in fuel consumption.
Research indicates that the economic benefits should outweigh the costs
of the Directive’s provisions 22.
Better arrangements for skilling professional drivers will enable younger
persons to take up those occupations, which has long been a request
from the sectors23
.
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8) ROAD SAFETY: Driving Licences
8.1) Directive 2006/126/EC of the European Parliament and of the Council of
20 December 2006 on driving licences.
8.2) This Directive recasts the existing legislation harmonising the conditions for issuing
national driving licences.
8.3) The aim is to improve mutual recognition of licences and so make it easier for people to
move within the European Union (EU) or to settle in an EU country other than the one in
which they have passed a driving test.
8.4) The Directive also introduces substantive changes with the aim of:
Reducing the scope for fraud: the Directive replaces the paper driving licence
with a model in the form of a plastic card. Existing paper licences do not need to
be exchanged, but will no longer be issued once the new legislation applies.
European Union (EU) countries which so wish may equip the new licence with a
microchip incorporating the information printed on the card;
Ensuring the free movement of citizens: driving licence holders will retain their
acquired rights, but regular renewal of the document will limit the scope for fraud
by allowing the protection features of all licences, and the holder’s photograph, to
be updated. All licences will have a given period of validity and will be
unconditionally valid in all EU countries.
o All new category A (motorcycles) and category B (cars) licences issued
after the Directive enters into force will in principle be valid for 10 years
(EU countries may opt for an administrative validity of up to 15 years). All
new category C (lorries) and category D (buses/coaches) licences are
valid for 5 years;
o Helping to improve road safety: the Directive introduces a new
category of licence for mopeds and harmonises the frequency of medical
checks for professional drivers. It also introduces minimum requirements
for the initial qualification and the training of driving examiners.
8.5) EU countries must ensure that applicants for driving licences possess the knowledge
and skills and exhibit the behaviour required for driving a motor vehicle. In general, the
tests introduced to this effect must consist of:
a theory test;
a test of skills and behaviour.
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9) HOUSE OF LORDS: Merits of Statutory Instruments Committee.
9.1) The Vehicle Drivers (Certificate of Professional Competence) Regulations 2007
Summary: These Regulations implement a European Directive which introduces a new
driving test and training requirements for all professional drivers of lorries and buses.
With some exceptions for volunteers, all professional drivers will have to pass an initial
Certificate of Professional Competence (CPC) test, valid for 5 years, and after that
provide evidence that they have undertaken 35 hours of relevant training every five years.
All HGV and bus drivers will be required to carry a Driver Qualification Card to prove that
they have met the training requirement.
9.2) These Regulations are drawn to the special attention of the House on the ground
that they give rise to issues of public policy likely to be of interest to the House.
9.3) The Department for Transport (DfT) have laid these Regulations under section 2(2) of the
European Communities Act 1972 and sections 101 of the Road Traffic Act 1988, together
with an Explanatory Memorandum (EM), a Regulatory Impact Assessment (RIA) and a
Transposition Note (TN).
9.4) These Regulations implement Directive 2003/59/EC on the initial qualification and
periodic training of drivers of certain road vehicles for the carriage of goods or
passengers. The Directive introduces a Driver Certificate of Professional Competence
(CPC) across the EU. With some exceptions, all professional drivers of lorries and buses
must pass an initial CPC test, valid for 5 years, and after that provide evidence that they
have undertaken 35 hours of relevant training every five years. Drivers will be required to
carry a Driver Qualification card to prove that they have met the training requirement.
9.5) Under the Regulations, those with full licences for the vehicles concerned on the relevant
implementation date will have acquired rights and will be exempt from having to obtain an
initial CPC, but they will still need to undertake the 35 hours’ training over each five year
period. The initial qualification will affect all new drivers wishing to take up the occupation
of passenger transport driver from September 2008 and road freight driver from
September 2009 (currently around 55,000 new drivers annually). Existing PCV and LGV
drivers will need to complete the 35 hours periodic training by 2013 and 2014 respectively
(affecting around 599,000 existing driver.
9.6) The focus of the new test and supplemental training will be on safe and fuel efficient
driving. Although the training will be costly for the industry, it is expected that there will be
offsetting benefits from the reduction in accidents and the increase in fuel economy.
9.7) The RIA states that police, Vehicle and Operator Services Agency (VOSA), and Traffic
Commissioners will carry out enforcement activity in the same way as they currently do
for other road traffic offences. Sanctions for driving without a valid CPC will be aligned to
others imposed for failing to drive in accordance with the terms of a driving licence.
Employers who cause or encourage driving without the relevant CPC could have their
operator licence amended or revoked. However, it appears that the heaviest sanction for
driving without having met the necessary requirements is likely to be levied by the
insurance companies.
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9.8) Charities, voluntary organisations and local authorities should be largely unaffected by
the Directive, provided driving the vehicle is not the driver’s principal activity. For
example, if a volunteer is transporting equipment for the scouts or brownies, but has a
day job e.g. as a plumber or office worker, he or she should be exempt.
9.9) The Vehicle Drivers (Certificates of Professional Competence) Regulations 2007 (SI
2007/605) were laid on 2 March 2007; there was no debate on them
9.10) The syllabus for the HGV driver CPC is available on the Business Link website and a
searchable list of approved training providers is available on the Joint Approvals Unit
for Periodic Training (JAUPT) website.
9.11) The Driver Certificate of Professional Competence (CPC) initial qualification has 4
parts:
9.11.1) part 1 - theory test (this includes 2 separate tests - multiple-choice and hazard
perception)
9.11.2) part 2 - Driver CPC case studies test (computer-based exercise with 7 studies
based on real-life situations - e.g. driving in icy conditions)
9.11.3) part 3 - driving ability test
9.11.4) part 4 - Driver CPC practical demonstration test (this takes 30 minutes - you
will need to show you can keep your vehicle safe and secure, e.g. loading your
vehicle safely)
9.11.5) New drivers must pass all 4 parts to get their Driver CPC.
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10) JAUPT Research and analysis of driver PERIODIC TRAINING: Quality assurance and
compliance for 2013 to 2014 published 3 July 2014
10.1) JAUPT carried out 462 centre audits and 1,005 course audits. Where serious non-
compliance was identified the case was referred to DVSA
10.2) During 2013 to 2014 DVSA worked on 135 cases. These were targeted as a result of
referrals from JAUPT and complaints received directly to DVSA by members of the
public. Of these:
50% focussed on course duration
45% had issues with identity checking and course registration
41% of courses where the trainer deviated from the approved course plan
27% where there was inadequate course preparation
28% of the centres had issues with record keeping
17% of centres visited had poor control over system access
10.3) Learning points
Course providers should:
o have better planning of the day and keeping a written record of break
intervals by the trainer
o fill in all parts of the registration form must be filled in and ensure plenty
of time is allocated for a proper visual and signature check prior to the
course start time
o have better time management, adhering to the layout and keeping a
copy of the course plan to hand
o plan all checks of necessary equipment that will be needed before the
course starts
o keep original course attendance sheets securely or convert them to
electronic format
o have a register of people authorised to upload periodic training
including their name, signature, authorisation date, de-registration date
- passwords should not be shared
10.4) Other common issues identified through centre and course visits
Other issues found were:
o failure to set expectations of the course
o failure to provide fair processing notice
o inadequate internal quality control of trainers
o trainers failed to identify individual drivers needs before training started
o record of actual course start, finish and break times on course attendance/registration record.
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10.5) Result of DVSA’s audit team work during the 2013 to 2014 period
Some centres were suspended for:
o Poor administrative processes
o Failure to communicate and comply with requests to audit.
10.6) Other training centres have ceased training due, in part, to the spotlight of audit.
Audits also resulted in:
o 133 drivers having their training hours revoked
o 214 drivers having their training hours blocked
o 37 uploads being blocked and 13 revoked by the approved centre as a result of internal audit processes implemented by the centre after working with DVSA
10.7) These outcomes have significant repercussions for training centres as they must
resolve the situation with the drivers who attended the course. This might include redelivering the training and paying compensation.
10.8) Effect of structural reorganisation on service users. Conclusions and recommendations from the House of Commons select committee prepared 7 October 2014.
10.8.1) It is important that the Government monitors the outcomes of reform of the
motoring agencies to ensure the expected benefits are realised. (Paragraph 11)
10.8.2) We recommend that the Government make clear its long term agenda for change by setting out clearly its overall strategy for provision of motoring services. This should cover all its motoring agencies, demonstrate how the strategy will make services more unified and deliver efficiencies and cost savings, and set out a timeline for the further changes needed to bring about
a more unified approach. It should also justify the different approaches it is promoting for the three agencies and explain the impact the Department's work on shared services will have on the agencies. The Department should consider whether it needs three separate agencies to achieve the streamlined, largely electronic services it provides. We would like the Government to expand on its plans for private sector involvement in the provision of motoring services and how it sees the long term future for its agencies as monopoly public service providers. The Government should also make clear the extent to which efficiency savings will benefit both the users of services through reduced costs and fees, and the general
taxpayer in the form of savings to the Exchequer. (Paragraph 11)
10.8.3) The DVSA should provide us with a reassurance that the wealth of experience built up by its vehicle inspectors, examiners and other staff is not being lost in the course of the merger and the changes it is making to authorised testing facilities. Similarly, the DVLA should provide us with a reassurance that it is managing the risks around the loss of knowledge and experience as it closes local branches. (Paragraph 12)
10.8.4) We are concerned about the six-month delay in issuing the OJEU notice for the VCA's private sector partner and seek assurances from the Government that a partner will be announced on schedule in January 2015. If there are any further delays to plans to recruit a private sector partner for the VCA, we would expect the Government to write to us. (Paragraph 13)
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10.8.5) Support for businesses
The DVLA and DVSA respond effectively to the needs of individuals, who usually undertake only two or three transactions each year but account for the bulk of the agencies' business. However, on the basis of the evidence we received they do not adequately meet the needs of businesses, some of whom undertake hundreds of vehicle or driver transactions in each year. The agencies need to develop a better understanding of the needs of their business users, particularly small fleet owners and operators who play an important part in economic prosperity. We recommend that DVLA and DVSA develop specific strategies for responding to the needs of business customers. In setting out a longer-term strategy for the future of its motoring agencies, the Government should consider the needs of business users as well as those of individual motorists. (Paragraph 16)
10.8.6) Driver training
If businesses and drivers must commit time and resource to mandatory training then that training must be worthwhile and effective. At the present time this is not the case. (Paragraph 21)
Under the current regulations the Government could not add modules on vulnerable road users to the Driver CPC or compel drivers to select them. If the Government unilaterally amended regulations to make such modules compulsory drivers from other countries using roads in the UK would not have equivalent training. We recommend that the Government lobby the European Commission to introduce an amending Directive to require the inclusion of a compulsory new training module in the Driver CPC focused on vulnerable road users.
(Paragraph 21)
10.8.7) Digital services
Digital services must cater for all users not just individual motorists and the agencies' assisted digital strategies must help and support those who cannot access services online. The Department needs to ensure that its motoring agencies have viable plans for assisted access, which recognise the distinct needs of individuals and businesses. The motoring agencies must ensure a good standard of accessibility to their services is provided to users who are unable to benefit from investment in digital services. They should also monitor outcomes and customer feedback to ensure that their assisted digital strategies are working. (Paragraph 27)
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10.8.8) Extending digital services
Digital services are clearly popular and they have the potential to
reduce costs for the taxpayer, motorists and businesses. We
recognise the need for the multi-channel approach that the agencies are
adopting; and lessons learned from the progress made so far should
inform the planning and roll-out of new digital services. Concerns about
digital exclusion and access to services for people who cannot use
online services are valid. The move to digital provision and recent
organisational changes (for example, the closure of DVLA local branches)
have the potential to make access to some services much more difficult
and costly for certain groups of people and some businesses. The
Department and the agencies need to show how they are addressing
these concerns and what steps they are taking to ensure that there is
alternative provision for those unable or unwilling to use digital
services, especially in the context of changes to local networks and
branches. The Department should also consider the extent to which
reliance on the Post Office and other providers is an adequate means of
dealing with digital exclusion. In addition, digital services must work
seamlessly with those that will continue to require some degree of
physical presence. (Paragraph 30)
10.8.9) Copycat websites
It is illegal to deliberately mislead the public or obtain money by fraud;
the agencies providing services on behalf of the Government should do
everything practicable to prevent users of their services from being
misled or becoming the victims of fraud. Transport for London's
agreement with the DVLA to alert drivers using unofficial websites is an
interesting model that the Department should evaluate to see how well the
approach works and whether it can be extended to other services. It will be
important to understand how much any alternative approach costs to
administer, what effect it may have on fees for users of services and
whether it results in fewer motorists using unofficial sites. In such an
evaluation it will be important for the Department to consider the effect of
the scheme on unofficial operators and any unintended consequences for
legitimate providers of value-added services. We also ask the GDS to
provide specific details of its progress so far in identifying and alerting
search engines to misleading websites offering services to motorists, and
to report on what enforcement action has been taken against such sites.
(Paragraph 33)
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10.8.10) Sharing vehicle keeper data with parking enforcement companies
Protecting personal data is an issue that people feel strongly about
and the DVLA needs do more to explain to the public the legal basis for
its sharing of personal data and the steps that are being taken to deal
with private parking companies and local authorities caught misusing
parking data; the Government needs to ensure there is more
transparency and better accountability on this issue. We recommend
that the DVLA and Department for Transport consider whether each
vehicle keeper should be told when their data is released and what more
can be done to help target persistent repeat offenders. The Government
needs to be mindful of the costs of any changes and we would expect it
to consult widely on any proposals it brings forward, including how the
costs of any such scheme could be met. (Paragraph 42)
The DVLA should not subsidise private parking companies by providing
data at a loss, if anything it should err on the side of making a small
surplus. As it reviews its fees and income, the DVLA should consider
whether efficiencies can be made to reduce the cost of processing these
requests. If not, the DVLA should adjust the fee for the provision of
personal data to ensure costs are covered. The DVLA should make
clear on its website how the costs are calculated. It should also consider
whether the enhanced provision of information to drivers, as
recommended above, could be financed through the fee (Paragraph 43)
10.8.11) Policy changes that increase reliance on the quality, accuracy and effective
sharing of data
Interoperability of systems and the ability to share data with other agencies
needs to be given a high priority by all the motoring agencies. The
motoring agencies should think carefully about what data their users need,
how this can be shared effectively and what safeguards need to be in
place. They should assess policy changes to understand what impact they
may have on data sharing. The need to share and exchange data needs to
be balanced with the protection of personal data. (Paragraph 48)
10.8.12) Working with enforcement agencies
Offenders need to be caught and dangerous vehicles must be
removed from the road network. An intelligence-led approach to
enforcement that targets the most serious non-compliance and the
repeat offenders depends on access to and the effective sharing of
data. We view this as essential to reduce the likelihood of traffic
accidents and save lives. The Department should drive forward a culture
change in the approach to sharing data between the motoring agencies
and their enforcement partners and should identify the steps that need to
be taken to ensure data is accurate and can be shared in a timely way
to support the work of the agencies and enforcement bodies.
(Paragraph 53)
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11) ENFORCEMENT AND SANCTIONS
11.1) The police, VOSA, and Traffic Commissioners will carry out enforcement activity
as they currently do for road traffic offences and LGV/PCV driver conduct and
operator repute issues in GB. Current Northern Ireland enforcement bodies will
continue to do so in NI. Sanctions for driving without a valid CPC will be aligned to
those for driving other than in accordance with the terms of a driving licence.
Employers who caused or encouraged driving without the relevant CPC could have
their operator licence amended or revoked. There should be no significant
resource implications for them from the transposition of this Directive.
11.2) GUIDE TO GRATUATED FIXED PENALTIES AND FINACIAL DEPOSITS
11.2.1) This guide (accessed via the link) explains the current system of Fixed
Penalties Notices (FPNs) and financial deposits which are issued for road
traffic offences and includes:
the policy for road traffic offences
a list of offences
a list of penalty fine levels
11.2.2) The guide only offers general guidance and doesn’t provide legal advice. It
reflects DVSA’s current enforcement policy and doesn’t apply to the police or
other enforcement agencies.
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12) THE GRADUATED FIXED PENALTY AND DEPOSIT SYSTEM
12.1) The fixed penalty system for vehicle-related offences has been used by police
forces for a number of years. Fixed penalties provide an efficient, proportionate and
direct way of dealing with a wide range of road traffic offences. The rights of
individuals to challenge alleged offences in court are preserved, but the number of
cases brought before the courts is still substantially reduced.
12.2) Each year over 3 million fixed penalty notices are issued by the police for motoring
offences in Great Britain. The system is widely accepted by the motoring public and
the Government is satisfied that it is fully compliant with human rights legislation.
12.3) The following is an overview of the changes and amendments made to the
previous system.
12.4) VOSA examiners now have the power to issue fixed penalty notices. The use of
fixed penalties by VOSA will be of great benefit as it will simplify the enforcement of
offences and save time for all concerned – for VOSA, for the courts and also for
those offenders who would be willing to accept a fixed penalty in lieu of prosecution
in court (indications show the majority will be likely to do so).
12.5) The fixed penalty system before the changes was relatively inflexible: each offence
had a single fixed penalty amount, irrespective of the severity of the offence.
There is now the ability to graduate the amount of the fixed penalty depending on the
circumstances or the severity of the offence. At this time the graduated approach is
only being used in the case of offences connected with the operation of
12.5.1) Commercial vehicles,
12.5.2) Breaches of drivers’ hours rules, and
12.5.3) Overloading of vehicles.
12.6) A significant change is that there is now an effective system for enforcing road
traffic law in respect of non-UK offenders and UK offenders with no fixed abode.
VOSA (and the police) can issue fixed penalties to non-UK resident and UK resident
offenders, regardless of whether the offence is endorsable (i.e. if penalty points are
to be endorsed on the driving licence/driving record); and request a financial
penalty deposit from any offender who does not have a satisfactory address where
they can be found in the UK.
12.7) Such deposit payments may be either in respect of a fixed penalty or as a form of
surety in respect of a fine where an offence is to be prosecuted in court. Alleged
offenders can choose to contest the offence in court if they wish to do so.
12.8) Alongside the Graduated Fixed Penalties and Deposits system, VOSA and the
police were given the power to immobilise vehicles. This issued to overcome the
problem of offenders ignoring a prohibition notice and driving off after VOSA or the
police have left the enforcement site, and to deal with offenders who have not yet
made, or have refused to make, a requested financial penalty deposit payment.
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12.9) VOSA will mainly use this system when dealing with commercial goods and
passenger carrying vehicles, covering areas such as construction and use
(brakes, steering etc) and drivers’ hours.
12.10) An authorised examiner can however deal with any vehicle on the road, and issue
fixed penalty notice(s) if appropriate.
12.10.1) Fixed Penalty Notices will attract the penalties shown below:-
£50 fine, non-endorsable
£100 fine, non-endorsable
£200 fine, non-endorsable
£300 fine, non-endorsable
£100 fine, endorsable, three penalty points
£200 fine, endorsable, three penalty points
12.11) Examiners will exercise their powers to issue graduated fixed penalties and deposit
requirements in line with VOSA’s published policies, so that sanctions are applied consistently and fairly. An element of discretion will be required in certain circumstances, but this will be exercised in a proportionate and fair manner. Decisions will be proportional to the risks to individuals and to the wider public and to the seriousness of any breach.
12.12) Whilst this guidance is not legally binding on VOSA, their authorised examiners
and administration teams, these practices will normally be adhered to unless there are persuasive reasons not to do so.
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13) PRACTICAL TEST: COST IMPLECATIONS IDNETIFIED PRE-VEHICLE DRIVER
REGULATION.
13.1) The practical part of the test must last at least two hours, and is split into two parts:
13.1.1) a driving test lasting 90 minutes designed to test the driver’s ability to cope
with varied driving conditions and environments, of which a maximum of 30
minutes can be on a top of-the-range driving simulator; and
13.1.2) a practical test lasting 30 minutes where the driver must show that he/she
understands the practicalities of how to load the vehicle safely and keep it
safe and how to deal with emergency situations.
13.2) The first part of the practical test could be developed along similar lines to that of the
existing driving licence acquisition test for LGV and PCV drivers, whilst the second
part of the test could be developed along comparable lines to the ‘show me/tell me’
practical vehicle safety checks in practical tests for licence acquisition.
13.3) The benefits to drivers and companies of option 2 over option 1 are:
13.3.1) The cost of the test would be much lower than the cost of 4, let alone 8,
week’s minimum training.
13.3.2) The driver would be able to start work on revenue earning duties much
sooner.
13.3.3) There are more flexibility for innovative learning solutions.
13.3.4) It links more easily with driver licence acquisition.
13.3.5) The environmental impact could be less in the absence of compulsory
minimum training periods.
13.4) The part of the CPC syllabus that is not in the syllabus for vocational licence
acquisition concerns professional knowledge. These topics are highly suitable to
address using modern objective computer-based assessments. They could also
be taught in classroom or e-learning environments, and the Government would
not wish to inhibit such developments.
13.5) Additional costs to the LGV industry for adopting Option 2 could be around £21m
annually. The additional costs to the PCV industry could be around £7m annually.
These figures take account of:
13.5.1) Average wage loss (£350 per week PCV and £350 per week LGV) x 2 days
13.5.2) An additional two days34
training for the test @ £150 per day
13.5.3) Additional costs of the theory and practical tests (on top of current test fees)
@ £94.5035
13.5.4) Cost of CPC documentation @ £2536.
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14) PERIODIC TRAINING: COST IMPLECATIONS IDNETIFIED PRE-VEHICLE DRIVER
REGULATION.
14.1) All drivers must undertake 35 hours (five days) periodic training every five years in
periods of not less than seven hours at a time. Drivers and companies have the
flexibility of training as and when required over the five years, at times of their
choosing. The Directive allows for training to be provided either in-house or
externally. The content of training must link to the CPC syllabus, but can focus
on individual needs and develop in line with scientific and technological
changes.
14.2) The annual cost to the PSV industry of providing one day’s training per year for
166,000 drivers could be around £42m assuming:
14.2.1) Average wage costs of £350 per week.
14.2.2) Training at a cost of £150 per day.
14.2.3) Approval of training (assume 300 training centres @ £1500 divided by 5 (over
5-year period = annual costs) and 600 courses (two per training centre,
although some may offer more and some less) @ £250 per year.
14.2.4) £4 to update course records – (based on each driver attending 4 courses
over 5 years).
14.2.5) £25 for driver qualification card.
14.3) The annual cost to the LGV industry of providing one day’s training per year for
433,000 drivers could be around £109m assuming:
14.3.1) Average wage costs of £350 per week.
14.3.2) Training at a cost of £150 per day.
14.3.3) Approval of training (assume 1000 training centres @ £500 divided by 5 (over
5-year period = annual costs) and 2000 courses (two per training centre,
although some may offer more and some less) @ £250) per year.
14.3.4) £5 to update course records – four occasions divided by 5 (over 5 year
period).
14.4) Operators have advised the Agencies that many larger companies already invest
in developmental training for their drivers, so the net cost of the periodic training
requirement should be lower. Also, well-targeted training should produce
substantial economic benefits for companies. The content of the periodic training
could address efficiency and effectiveness issues, such as new
technologies/developments, defensive driving techniques and customer care
and health and safety, creating offsetting benefits. In particular, there is evidence
that major savings in fuel consumption could be achieved by the adoption of an
appropriate driving style, which would more than offset the estimated costs. £25 for
driver qualification card
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15) INITIAL AND PERIODIC QUALIFICATION: DIRECTIVE 2003/59/EC SPECIFICATION OF
15 JULY 2003
15.1) There are no EU-imposed rules regarding the length, type or duration of training
undertaken to achieve the CPC. This Option relies upon the quality of assessment
to confirm driver competence, and allows individuals and employers to develop their
own training or adapt current practices. A driver must complete a total of 6 hours of
theoretical and practical tests designed to test the driver’s knowledge,
understanding and skills of the subjects in the CPC syllabus.
15.2) The Directive does not require that the different parts of the test have to be taken on
the same day or at the same location. It is feasible that one organisation could deliver
the theoretical part of the test and another organisation deliver the practical part of the
test, as happens with the driving licence acquisition test.
15.3) Many of the subjects to be covered by the CPC test are also covered by the driving
licence acquisition test. Although it is not formally benchmarked, the Agencies
consider that the current test for vocational driving licence acquisition broadly
equates to a level 2 standard33
, although for a narrower syllabus than for the CPC.
15.4) The establishment of the new community rules is aimed at ensuring that, by means of
his or her qualification, the driver is of a standard to have access to and carry out
the activity of driving.
15.5) More particularly, the obligation to hold an initial qualification and to undergo
periodic training is intended to improve road safety and the safety of the driver
including when the vehicle is stopped. Furthermore, the modern nature of the
profession of a driver should arouse young people’s interest in the profession,
contributing to the recruitment of new drivers at a time of shortage.
15.6) Licence holders who fall within scope of Directive 2003/59/EC
15.6.1) the training Directive 2003/59/EC applies drivers offering services for hire or
reward
15.6.2) All licences refers to drivers of lorries, bus and coach in equal measure,
15.6.3) Licences C, C+E, C1, C1+E refers to Lorry drivers only,
15.6.4) Licences D, D+E, D1, D1+E refers to Bus and Coach drivers only,
15.7) Objective 1: Raise awareness of training Directive 2003/59/EC list of learning
subjects (Annex 1).
15.8) Objective 2: Communicate knowledge requirements of regulations and rules, to the
drivers who will be affected by the training directive, in a format that is conducive to
their personal learning style.
15.9) Objective 3: Test ability, application of awareness and knowledge post training
intervention in a workplace setting. Repeat process periodically.
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16) ADVANCED TRAINING IN RATIONAL DRIVING BASED ON SAFETY REGULATIONS
DIRECTIVE 2003/59/EC SPECIFICATION OF 15 JULY 2003
16.1) Knowledge requirements: Application of regulations. All Licences
16.1.1) Objective 1a: to know social environment of road transport and the rules
governing it,
16.1.2) Objective 1b: to know the technical characteristics and operation of the
safety controls in order to control the vehicle, minimise wear
and tear and prevent disfunctioning.
16.2) Knowledge requirements: Lorry Drivers
16.2.1) Objective 1c: to know the regulations governing the carriage of goods.
16.2.2) Objective 1d: to know the economic environment of road haulage and the
organisation of the market
16.3) Knowledge requirements: Bus and Coach Drivers
16.3.1) Objective 1e: to know the regulations governing the carriage of
passengers.
16.3.2) Objective 1f: to know the economic environment of the carriage of
passengers and the organisation of the market.
16.4) Raise awareness of Health, road and environmental safety, service, logistics. All
Licences
16.4.1) Objective 1g: Raise awareness of the importance to maintain physical and
mental ability,
16.4.2) Objective 1h: Raise awareness of the responsibilities of the driver to control
and manage risks associated with driving, loading, unloading,
training and self development so they may contribute to
reducing accidents at work and on the public highway.
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16.5) Demonstrate ability: All Licences
16.5.1) Objective 1i: The driver must be able to demonstrate they have ability to
prevent physical risks to themselves and others within their
area of responsibility.
16.5.2) Objective 1j: The driver must be able to demonstrate they have ability to
assess an emergency situation and take action to prevent
harm to self or others.
16.5.3) Objective 1k: The driver must be able to demonstrate they have ability
comply with security checks and procedures to prevent
criminal trafficking in illegal immigrants.
16.5.4) Objective 1l: The driver must be able to demonstrate they have ability to
adopt behaviour to help enhance the image of the company.
16.5.5) Objective 1m: The driver must be able to demonstrate they have ability to
optimise fuel consumption.
16.6) Demonstrate ability: Licences C, C+E, C1, C1+E
16.6.1) Objective 1n: The driver must be able to demonstrate they have ability to
load the vehicle with due regard to safety rules and proper
vehicle use.
16.7) Demonstrate ability: Licences D, D+E, D1, D1+E
16.7.1) Objective 1o: The driver must be able to demonstrate they have ability to
ensure passenger comfort and safety.
16.7.2) Objective 1p: The driver must be able to demonstrate they have ability to
load the vehicle with due regard to safety rules and proper
vehicle use.
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17) DRIVING AT WORK
17.1) Managing work - related road safety
17.2) Health and safety law applies to work activities on the road in the same way as it
does to all work activities. You need to manage the risks to drivers as part of your
health and safety arrangements. The link suggests ways you can do this.
17.3) Effective management of work-related road safety helps reduce risk, no matter what
size your organisation is. It could also result in, for example:
fewer injuries to drivers
reduced risk of work-related ill health
reduced stress and improved morale
17.4) The information mainly applies to any employer with employees who drive (or ride a
motorbike or bicycle) at work. It also applies to those using their own vehicle for a
work-related journey. It will be particularly useful to those responsible for fleet
management. Employees and their safety representatives will also find it helpful.
17.5) Managing the risks
17.5.1) While employers cannot exercise the same control over hazards to
employees when they are driving or riding on the road as in the workplace,
there are practical steps they should take to reduce the risks.
17.5.2) Work-related road safety can only be effectively controlled if it is integrated
into arrangements for managing health and safety at work. For example, an
employer should take account of the total number of hours worked, and not
just the number of hours spent at the wheel, when planning driving
schedules.
17.6) Occupational Safety and Health of Road Transport Drivers. The road transport sector
includes;
Lorry and van,
Taxi drivers and chauffeurs,
Bus and coach drivers
Bicycle and motorbike delivery services.
17.7) Managing occupational safety and health risks to drivers in the road transport sector
can be challenging because drivers work alone, away from their base, and have to
contend with traffic danger in addition to many other risks that are difficult for them to
control. But risk management measures can be successful if they take account of how
the sector operates in practice, as well as the characteristics of drivers themselves
and the way they work.
17.8) Training Drivers. The law obliges employers to consider the health and safety
capabilities of people when they give them tasks to do, and to ensure that they are
properly trained before being exposed to risks in the workplace. It is recommended
that the same or higher standards are applied to workplace drivers as are applied to
those allowed to drive on public roads:
17.9) Driver competence. Check your selection and training procedures.
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18) INITIAL TRAINING: THE HEALTH & SAFETY EXECUTIVE OVERVIEW.
18.1) Key messages
18.1.1) Every driver, particularly younger or less experienced drivers, should be
instructed to drive and to carry out other work responsibly and carefully.
18.1.2) By law, employers must give employees adequate training to ensure health
and safety:
When they join the company; and
When they are exposed to new or increased risks in the workplace.
18.1.3) Where possible, employers should tailor training to the worker's individual
needs.
18.2) Questions to ask
18.3) When you plan training for new drivers and operators, ask yourself:
18.3.1) What experience do they have of the vehicles they will use?
18.3.2) What work will they be doing?
18.3.3) What are the recognised standards and qualifications for driving or operating
the vehicle they will use?
18.3.4) How much training do they need?
18.3.5) At what level?
18.4) The answers can help you decide how much training each worker needs, and at what
level.
18.5) Drivers often need many more skills than simply controlling a vehicle when it is
moving. Many vehicles used in the workplace have specialised attachments, and
there are other skills to learn about, for example, loading, unloading, trimming, and
sheeting.
18.6) Training in safe working practice should also highlight the risks of unsafe working,
such as:
18.6.1) Driving too fast;
18.6.2) Turning too sharply; and
18.6.3) Driving on unsuitable ground or slopes.
18.7) Training records
17.7.1) Keep training records for each employee on a central register. These records
should include:
Name;
Training history;
Training needs;
Planned training; and
Details of the vehicles that the person is competent to operate
18.8) Refer to these details regularly, and especially when you change any vehicles or ways of working.
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19) TRAINING DRIVERS (Introduction)
19.1) The law obliges employers to consider the health and safety capabilities of people when they give them tasks to do, and to ensure that they are properly trained before being exposed to risks in the workplace.
19.2) It is recommended that the same or higher standards are applied to workplace drivers as are applied to those allowed to drive on public roads:
19.2.1) With a few exceptions, people in the UK must be aged 17 or older, and have passed a driving test.
19.2.2) Drivers of large or heavy goods vehicles must, with certain exceptions, be aged 21 or over and have passed the appropriate test.
19.2.3) It is important to stress to drivers the risks of unsafe working (such as driving too fast, turning too sharply, or driving on unsuitable ground or slopes).
19.2.4) Every driver, and particularly younger or less experienced drivers, should be instructed to drive and to carry out other work in a responsible and careful manner.
19.3) Choosing drivers
19.3.1) Drivers should be capable of operating the vehicle and related equipment
safely, and should receive instruction and training as appropriate.
19.3.2) Drivers will need a mature and reliable attitude to be capable of performing
their duties responsibly and carefully.
19.3.3) Employers, managers etc. should never allow anyone who is unfit through
drink or drugs to drive any vehicle.
19.3.4) Where the workplace has contractors or visiting drivers, the site operator or
principal employer should check they are competent to carry out their duties
responsibly and carefully, for example by obtaining evidence of capability
from the drivers or their employers.
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19.4) Training drivers
19.4.1) It is essential to check what experience individuals have of the vehicles they
will be using and the work they will be doing and, where appropriate, to check
that the information they give is true, for example, employers will usually need
to check that references to training schemes etc are supported by certificates.
19.4.2) It is likely that training will need to cover:
General information about the job, for example route layouts, or how
to report risks or accidents
Training and/or checks to ensure that people can work safely. For a
driver this is likely to include
o Making sure they know how to operate the vehicle safely
o Information about particular dangers, speed limits, parking
and loading areas and procedures etc.
o It may be necessary to test trainees on site, even when they
produce evidence of previous training or related work
experience. Always check that trainees understand what they
have been advised.
Information about how supervision and penalties will be applied.
An ongoing programme of training and refresher training will usually
be necessary for all drivers and other employees, to ensure their
continued competence in a changing workplace.
Keep training records for each employee.
Consider keeping a central register of whom in your workplace is
competent to control which vehicle. This will make safely allocating
tasks and keeping track of abilities much easier.
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20) NATIONAL STANDARDS FOR DRIVING AND RIDING
20.1) The standards set out what it takes to be a safe and responsible driver and rider and
provide training to drivers and riders.
20.2) Car and light van
20.2.1) The standard sets out what you must be able to do and what you must know
and understand to be a safe and responsible car and light van driver. The
syllabus sets out a way of teaching people that knowledge and those skills.
20.3) Moped and motorcycle
20.3.1) The standard sets out what you must be able to do and what you must know
and understand to be a safe and responsible moped and motorcycle rider.
20.4) Lorry
20.4.1) The standard sets out what you must be able to do and what you must know
and understand to be a safe and responsible lorry driver.
20.5) Bus and coach
20.5.1) The standard sets out what you must be able to do and what you must know
and understand to be a safe and responsible bus and coach driver.
20.6) Driver and rider trainer
20.6.1) The standard sets out what you must be able to do and what you must know
and understand to provide training to drivers and riders.
20.7) Developed driving competence
20.7.1) The standard sets out what you must be able to do and what you must know
and understand to show developed driving competence.
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21) DRIVE TIME®
: PROFESSIONAL DRIVER TRAINING SOLUTIONS
Mobility and Transport: Vehicle Drivers (Certificate of Professional Competence)
Level 5: Leadership and Learning Options
SFL - Drive Time Initial and Periodic learning process Certificate to work + HSE48 Reducing error and influencing behaviour
- INDG275 Plan – Do – Check - Act
Penalty Guidance + Education and training policy
- Learning framework
- Vehicles at work
- User organisation website access
- Delivery agent contact mail address
- Education & Training gap analysis
- Management and Leadership standards
+ Road Safety policy
- Feedback and reporting
- Case studies
- Driving at work: Risk profile
- Working capital record
- Income and expenditure record
- Contract types and payroll
- Time and Skills management record
- Personal Learning Record
- Human Resource
Project End
Project: National Driving Standards for Driving and Riding & Enforcement of Regulations
- EU Road Safety Policy
+ Education and training Policy
- The Vehicle Drivers (Certificate of Professional Driving) Regulations 2007
- National Standards and Syllabus
- Roadside checks for commercial vehicle drivers
- DVSA Enforcement sanctions policy
- Driving Goods Vehicles suite of standards
- Passenger Carrying Vehicles suite of standards
- Road Passenger Vehicles suite of standards
Project End
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Mobility & Transport: Professional driver Certificate of Professional Competence (CPC)
SFL - Drive Time Initial and Periodic syllabus and training process
Certificate to work + Persons who must take an initial CPC test
- Records of periodic training
Penalty Guidance + 16+ Personal Learning Record
- Education and Training Policy
- People safety
- Managing road safety
- Enforcement policy
- Human Resource centre
- Outcome levels
- Driving licence information
+ 16+ Statutory wellbeing requirements
- Eyesight rules
- Medical and disability rules
- The Laws relating to vehicle use
- Occupational risks in the road transport sector
+ 16+ Offences for driving without a CPC
- If a person who does not comply with regulation is guilty of an offence
-
If a person who causes or permits another person to drive a relevant vehicle on a road in breach of regulation is guilty of an offence.
-
If a person guilty of an offence under this regulation shall be liable upon summary conviction to a fine not exceeding level 3 on the standard scale.
- Guide to graduated fixed penalties and financial penalties
+ 16+ Level 1: Basic learning – Vehicle information
- Working time
- Initial training – References and useful links
- Driver competence
- Managing time, self and personal skills
- Time and Skills management record
- Contract types and payroll
- Job specification and occupational standards
- Environment management
- Vehicle management
- Load safe
- Safe and economic driving
+ Level 2: Specified learning
- Vehicle safety
- Cycles
- Moped/Motor cycles
- Car/small van
- Lorry
- Bus /Coach
+ Level 3: Advanced learning
- Manage your own resources
- Ensure health and safety requirements are met in your area of responsibility
- Promote the use of technology within your organisation
- Manage the environmental impact of your work
- Manage finance in your area of responsibility
- Monitor your own periodic training
Project continued on next page
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Vehicle Driver Certificate of Professional Competence (CPC)
SFL -
+ Level 4: Specialist and Periodic learning
- Conditions for working in the transport profession
- Plan learning to meet personal and business objectives
- Effective time and revenue management
- Efficient auditing of working conditions
- Review actions against conformity requirements
+ Support for Professional development: Funded learning
- Further education and skills training. Improving Quality
- Qualifications information guide
- Qualifications: Simplified funding rates, 2014 to 2015
- Professional and Career development loans
Project End
NOTE The DVLA does not have responsibility for licensing lift truck operators (provided they do not drive lift trucks on public roads). Mobile Plant
There are no government-issued licences for vehicles at work. The law requires that each operator is given adequate instruction and training by their employer so that they are competent to operate the machinery which they use (the Provision and Use of Work Equipment Regulations 1998; regulation9). Driving Licences Driving a car, lorry or bus/coach, and operating mobile plant are very different tasks, although they use some of the same skills. There is no legal requirement for plant operators to hold a road driving licence unless they wish to drive their vehicles on the public highway. All plant driven on the public highway must comply with the appropriate road traffic legislation. See references and useful links. Authorisation, records and citification Following satisfactory completion of instruction and training, the employee should be given written authorisation to operate the type or types of vehicle for which all three elements (Basic, Specified and advanced) instruction and training have been successfully completed. While there is no legal requirement for certificates of basic learning to be issued, they are strongly recommended as a useful, practical means of providing documentary evidence of relevant instruction and training having taken place and an appropriate level of operating ability having been attained. Feedback and service issues
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