Drivers’ Hours and Tachographs (Temporary Exceptions) (No. 4) Regulations 2021

Viscount Stansgate Excerpts

Monday 6th December 2021 Lords Chamber

[Lord Rosser (Lab)]

These regulations, made at the end of October, further extend the relaxation limits to HGV drivers’ hours until 10 January next year, at which point this temporary exemption will have been in place continuously for six months, since 12 July this year. The instrument extends the normal daily limit of nine hours’ driving a day to 10 hours, up to four times a week, with an overarching limit of 56 hours’ driving in a week and 90 hours in a fortnight—or, as an alternative, introduces an amended weekly rest pattern that allows an additional day of driving in a fortnight, provided that an equivalent period of rest is taken before the end of the third week. This exception increases the maximum permitted driving time in a fortnight to 99 hours from the standard 90 hours.

In its 18th report of the current Session, published on 11 November, the Secondary Legislation Scrutiny Committee, as the noble Baroness, Lady Randerson, said, repeated its concerns

“that cumulative tiredness in HGV drivers may constitute a road safety hazard”.

It said:

“The responses to the consultation exercise quoted in the Explanatory Memorandum ... also take that view and add that these Regulations make HGV drivers’ working conditions worse, which is having a negative effect on recruitment”.


Continuing, the committee said—again I repeat something that the noble Baroness, Lady Randerson, said:

“Our concern is bolstered by figures … that indicate that a significant proportion (27%) of the drivers stopped in roadside checks are breaching the Drivers’ Hours legislation. We have repeatedly asked the Department for Transport to provide evidence that would allay our concerns, but the responses have indicated that the Department does not have information either way”.


The department has said that it has

“not been made aware of any increase in accidents involving HGVs since the temporary exceptions to the drivers’ hours rules were first introduced in July 2021”.

That, not surprisingly, says the Secondary Legislation Scrutiny Committee, is “not sufficient to allay” its concerns.

Therefore, I invite the Government to say in their response what evidence they have that the relaxation of limits to HGV drivers’ hours provided for in these regulations, which have been in effect for nearly five months, does not increase cumulative tiredness to an extent that constitutes a road safety hazard. On how many occasions has the relaxation in hours provided for in these regulations actually been used, and by how many different firms? Why does the Department for Transport not have figures on the proportion of drivers stopped in roadside checks who breached drivers’ hours legislation in force at the time they were stopped? I would have thought that that was a fairly important piece of information, which one would have thought the Department for Transport would have.

The Department for Transport provided the Secondary Legislation Scrutiny Committee with 28 short, medium and long-term interventions it had put in place to alleviate the existing HGV driver shortage. One can of course take the government line that this shows how active and focused they are in seeking to address the driver shortage—a shortage that they have known about for years but have nevertheless still been caught on the hop by—or one can take the view that the Government do not know what steps will address the driver shortage issue. That would be consistent with their inability to provide the information and meaningful assurances sought by the Secondary Legislation Scrutiny Committee, and would suggest that the 28 interventions simply reflect an approach more akin to thrashing around in all directions hoping that a course of action will finally turn up trumps.

The Secondary Legislation Scrutiny Committee says in its report on the list of 28 interventions that

“while this list shows the various strands of the Department’s current activity, we still lack a strategic statement of the programme’s objectives, milestones and costs, against which its effectiveness and value for money can be assessed.”

Can the Government now provide that strategic statement, either in their response today or subsequently, and indicate the cost of each of the 28—or perhaps now more—interventions and the specific impact each one is expected to have on the existing HGV driver shortage, bearing in mind that the noble Earl, Lord Attlee, has argued that these specific regulations on drivers’ hours will not address the underlying causes of the shortage?

On one specific intervention, namely increasing cabotage for foreign hauliers in the UK, which extends through to the end of April next year, can the Government say today how that meets the Prime Minister’s previously stated desire to see significantly higher pay for UK drivers? Allowing foreign transport operators to make unlimited journeys in the UK for two weeks before returning home can only mean UK drivers facing more competition for work, which will depress rather than increase levels of pay, as previously desired by the Prime Minister.

The Secondary Legislation Scrutiny Committee commented that no formal impact assessment had been prepared and that the Explanatory Memorandum provided no information on how many additional HGV journeys might be added by this instrument or what the take-up by foreign operators might be. Continuing, the committee said:

“We therefore have no means to assess whether the number of operators involved will constitute a threat to the UK workforce, or to measure whether the legislation is likely to be effective.”


Can the Government in their response give some figures to indicate what the impact has been to date of this relaxation in restrictions on cabotage?

It appears that the underlying causes of the driver shortage—and I will not go through all the reasons mentioned by the noble Earl, Lord Attlee—relate to pay and conditions, including the provision of decent facilities for drivers away from the cab of their vehicle. The job, and the standing it has at present, does not appear attractive, particularly to younger people. The workforce is overwhelmingly older white males and is certainly not diverse, which means that the actual potential recruitment pool is less than it might be. I understand that pay is now rising, turnover is falling, provisional licences are increasing and further improvements are anticipated in the new year—albeit there is still a shortage which will not be properly addressed until next year.

I am sure the Government will have some hard information to give on the current driver shortage situation today in their response and the extent to which it is the Government’s 28—or is it 32?—measures that have or have not delivered, and the extent to which they agree with the noble Earl, Lord Attlee, on the underlying causes of the shortage of HGV drivers, which these regulations on relaxation of limits to hours, the noble Earl has powerfully argued, fail to address.

[Viscount Stansgate (Lab)]

My Lords, before the Minister gets up to reply, could she tell the House whether it is the Government’s intention to renew these regulations next year, and, if so, why and on what basis?