Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021

Lord Naseby Excerpts

Tuesday 9th November 2021 Grand Committee

[Lord Naseby (Con)]

My Lords, I very much welcome these proposals. Having said that, I have a number of questions to ask my noble friend. First, why is Northern Ireland not included? I am sure there is an obvious reason, but it is not clear to me. I note that, in paragraph 7.1 of the Explanatory Memorandum to the Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021, there is a statement, allegedly from the industry,

“reporting shortages of around 76,000 drivers.”

From the inquiries I have made within the industry, it is nearer to 100,000, so I wonder what the evidence really is for 76,000. Was that figure given to the department some months ago, before the build-up we have now? That is a concern.

I also made some inquiries about the EU. Quite frankly, it appears that we are top of the list of shortages. I have not covered the whole of the EU, but it seems that the major countries with which we are competing do not have the extent of shortages that we have now. That is a major worry. I put it to my noble friend that if we did not know about the challenge from Brexit in January 2020, we must have known of the beginnings of these difficulties in the summer of 2020. Here we are, well past the summer of 2021, and, at best, we will see the benefits of this early in 2022. Somehow or other, we have allowed ourselves to drift, which seems particularly damaging to the UK economy at this time.

I come on to timing specifically. Let us assume these go through, as I am sure they will, as they are welcome, how long before we can expect to see some change on the ground with new people driving heavy goods vehicles? Do we anticipate this will be in three, six or nine months? It cannot be a very short time, certainly not before the middle of 2022.

While one should always be cautious about one’s position, I declare an interest in that I applied for my driving licence. I was advised that it was speedier to do it online, so I carefully did it online towards the end of September. I got an acknowledgement online on 1 October, saying that it had been received, so I have the reference and everything. Here we are on 9 November, which is nearly six weeks later. I am no different from others; I have talked to some colleagues in my former constituency and they are all waiting six, eight or 10 weeks. I would like to know from my noble friend whether this is because the processing is being done by staff at home or is because the staff are in the department, but something is holding up the issue of these licences. To the best of my knowledge, my licence is clean, so this should be straightforward. My application was accepted. I am having a problem, as are others in my former constituency. This is a real problem, and I wonder whether my noble friend can address it.

I come back to two other areas that I have raised before. I put it to my noble friend that the loan scheme that was closed in 2019 should be reopened. Is it not to be reopened because Her Majesty’s Government think that the industry should do all that work, or is it that the Co-op, which was mentioned in the briefing I got, was helping to sponsor it? As a member of the Co-op, I am certainly more than happy to go back to it and suggest that it should continue to sponsor the scheme, if it was the sponsor. I say to my noble friend that, at this particular point in time, when there is a huge difficulty that will be there for a long time, it does not make sense that those people who would benefit from the loan scheme, particularly some of the younger people, should have to rely on what is currently available. I know what is currently available, and I do not think that it is sufficient.

Finally, I understand that drivers coming in from the continent on a short-term basis—that is to be welcomed—are doing so on a cabotage basis. I must say that that has gone down like a lead balloon among UK drivers, who are now asking, “Why can’t we have cabotage for a short period in this difficult time?” All is not well in this area. There are huge difficulties. I recognise that the Minister is doing her best but, nevertheless, this is a huge challenge. It seems to me that it will not get any easier for a considerable time, unless I have missed some particular point. I will listen to my noble friend when she replies.

[Earl Attlee (Con)]

My Lords, my first task is to apologise most profusely to the Committee for not being here at the start of the Minister’s comments. I am sorry about that; business progressed a bit faster than I anticipated.

I am extremely grateful to the Minister for her careful explanation of the new regulations. I should declare my interest: I hold a C+E HGV driving licence and am a qualified HGV driving instructor, albeit out of date. In addition, I hold what is called an H licence, which covers a track-laying vehicle that is steered by its tracks. From time to time, I drive vehicles in circumstances that require an H licence on behalf of the REME Museum and others. In the past few months, I have driven a tank transporter with a gross train weight of around 80 tonnes, so I think I know what I am talking about.

The Minister explained the reasons why these changes are desirable. I do not disagree with her thinking. She has also made changes to the drivers’ hours regulations, to which I and the noble Baroness, Lady Randerson, have tabled fatal amendments. I know that the usual channels are working hard to find us time to debate those regulations, but part of the problem is that the debate would not fit into a 60-minute dinner break business slot. It is unfortunate that, despite the severe problems arising from the shortage of HGV drivers, we still have not debated those regulations.

The regulations before the Committee are fairly technical. The No. 2 regulations dispense with the requirement for a separate test to drive a light vehicle towing a trailer. Since I passed my car test in the 1970s, I have always had a B+E entitlement. The proposed changes are relatively low risk and worth while, although the Minister should monitor the effect carefully. I do not believe that it is worth the effort of an additional test for light trailers. The vast majority of drivers would seek advice from a more experienced person before attempting to tow a trailer, but it is not a hugely complicated issue. The Committee should note that the regulations make a review at the three-year point mandatory. I point out that I see quite a few incidents involving light vehicles and trailers and know not whether inexperience was a factor, although I think that it is unlikely.

A more urgent issue with light trailers is the fact that such trailers are not subject to statutory annual testing. Furthermore, these trailers are often shared between friends and colleagues. In the past, I borrowed one and it collapsed under a modest load—it was quite a surprise. This would be a much more profitable area to regulate, rather than an additional driving test.

Turning now to the HGV testing regime and the Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations, I can provide strong support to my noble friend the Minister. I shall explain why. In the past, I have trained both military personnel and civilians within a commercial context to drive all types of heavy goods vehicles. One of my pupils, whom I will call Paul, went on to drive articulated vehicles carrying Formula 1 motor racing teams and their precious cars around Europe.