Remove Red Tape

Transport workers and organisations

These regulations aim to protect transport workers without placing unnecessary burdens on the organisations that employ them. Transport organisations are also affected by these regulations and include Local Authorities, and formerly nationalised transport companies such as the National Bus Company.

You can find all the regulations that relate to transport workers and organisations below to the left.

Tell us what you think should happen to these measures and why, being specific where possible

• Should we scrap them altogether?
• Could their purpose be achieved in a non-regulatory way (eg through a voluntary code?) How?
• Could they be reformed, simplified or merged? How?
• Can we reduce their bureaucracy through better implementation? How?
• Can we make their enforcement less burdensome? How?
• Should they be left as they are?

28 comments on “Transport workers and organisations”

1. Mike Lambden on June 16, 2011 at 8:49 pm said:

   The reduction of funding is a given with the economic climate but the issue is that funding criteria, and red tape that goes with it, lends itself to only be achievable if you are a college or similar.

   The bus and coach usually gets round this by using specialist providers, however these are now reducing / going out of business due to the pie being so much smaller. A concern is that colleges don’t always offer what our industry needs regarding people development and it seems that red tape is used as a hurdle to put large employers off trying to get funds to do it directly.
2. Mike Lambden on June 16, 2011 at 8:32 pm said:

   The CRB check is an issue with time delays and rejections a typical example a utility bill having a name not exact to other documents (in the past we’ve known them come back because a document had a middle name – another did not)
3. Unite the Union on June 16, 2011 at 12:40 pm said:

   All of the Road Transportation legislation listed has taken years of campaigning at times by Trade Unions and other stakeholders and has successfully made it through both the House of Parliament and the House of Lords before taking their place on the statute book.

   The ‘Red Tape Challenge for Road Transportation’ should not be used as a sounding board for the Government of the day to remove and change legislation as they feel based on ad hoc website comments. This is undemocratic and completely ignores the democratic process that we already have for law creation, change or removal.

   Therefore Unite the Union does not consider the Governments ‘Red Tape Challenge for Road Transportation’ as being proper consultation and rightfully expect the Government to conduct full comprehensive consultation, with Trade Unions and other stakeholders on any areas of proposed change.

   In addition Unite would like to take this opportunity to state how extremely concerned Unite are with the Government’s drastic cuts programme, which is jeopardising the recovery and may even lead to a ‘double dip’ recession.

   Continued investment in transport infrastructure is crucial to delivering and maintaining economic growth. It will not only help build the UK out of recession by providing jobs and attracting investment, but provides an essential element for long-term, sustainable growth.

   Every transport mode makes a substantial direct and indirect contribution to the UK economy and Unite will protect its members and their terms and conditions vigorously across all these modes of transport.

   Unite the Union
4. Alastair Grant on June 16, 2011 at 12:06 pm said:

   Bus-stop locations should not be placed where waiting buses can cause an obstruction (e.g. brows of hills, corners, directly opposite other bus-stops).
5. Robin Wellings on June 16, 2011 at 10:54 am said:

   I think that the Driver CPC is unnecessary and a total waste of time and money for drivers. I drive full time & have held an LGV for 20years. I don’t believe this is needed, and I cannot afford to pay for this. Why should we pay for this to learn how to do a job we are already doing. Total waste.
6. Dave on June 15, 2011 at 6:16 am said:

   In relation to the subject matter I am about to talk about can I just confirm I am a fully qualified National Road Passenger Transport Management Certificate of Professional Competence (CPC) holder who was tested by the Oxford & Cambridge Result Board to achieve my qualifications.

   Now I have work since I was 18 years old in some sort of driving capacity meaning 29 years experience on this subject matter because I passed my driving test first time in November 1981 whilst working in a garage, then driving a under 3500cwt delivery van, before passing my Hackney Carriage PSV Class 1a Licence then, but now PCV Driving Test in 1987 at the first attempt & working as a service driver until 1994 when I became a Private Hire Driver for 3 years, before converting to a Hackney Carriage Taxi Driver in 1997 meaning I have worked in all classes of Road Passenger Vehicle Driving. Now as we know the Hackney Carriage PCV Driver has to for Express & Coach Driving obey the Driver Hours Regulation relating to driver hours & meal breaks, but the service bus driver has to obey a slightly different driver hours with meal breaks times which can be trying if you finish at say 2am then have to drive home in your motor car say 1 hour then 1 hour to drive back to start work means if your shift for the following day is classed as starting at say 10.30 hours then you will not have had 8 hours rest as someone on here commented.
   The big problem for me though is after working in the Taxi & Private Hire Industries since 1994 some 16 years there still is no working time directive that limits that regulate the amount of hours a driver working in the Taxi & Private Hire Industries can safely be at work for meaning in a 24 hour day period it is well known drivers are currently working 18 to 20 hours a day & this is not safe for members of the travelling public. Now fitted into many of these Taxi & Private Hire Vehicles is a Data System that you electronically have to switch on then log your driver number into the system at the start of the day meaning the electronic system records everything the driver does including the amount of hours often without taking a break whilst the system is issuing that driver work meaning it is an Electronic Tachograph that could be used to regulate Taxi & Private Hire Driver Hours to safe driving limits with compliant meal breaks after all the highway code states when driving for long periods you should take regular coffee & meal breaks to avoid driver fatigue, so please under this red tape challenge lets put in place under Health & Safety Legislation Taxi & Private Hire Driving Hours because you owe it to the travelling public to ensure all drivers of under 3500cwt Passenger & Private Light Goods Vehicles are in a fit state to drive therefore not suffering from driver fatigue that many self-employed drivers because there are no regulations in Law to force them to have proper breaks within a 24 hour period of time.

   Thanks for allowing me to voice this concern & I hope it does not fall on deaf ears.
7. Phil Bond on June 11, 2011 at 5:48 am said:

   I believe the Driver CPC is a good thing and whilst at present it’s only a ‘turn-up and show’ requirement, and as a Driver CPC (DCCPC) trainer myself, I have had over 30 years in the industry; have been to college to qualify as a trainer so feel this is very much down to the trainer and training provider. Having attended numerous other training courses; some even by national training bodies; I am frankly appalled by the low level of material,skills and lack of handouts. Having read some of the comments below about the DCPC, I believe that these are either from people with bad experiences or as ever the truck industry thinking they are being persecuted and feel that as they have ‘been doing the job for year’ feel they know everything and do not require training. I have trained several hundred drivers caoch and truck a like and NO-ONE has left one of my courses having learned nothing or without actual handouts or handouts being arranged. If you were to bring in a pass or fail requirement to the DCPC you would lose even more of the ever aging workforce. I believe in making it interesting; engaging the everyone attending the course and being passionate about the industry are key to making sure it is more knowledgable and respected.
8. Charles Robinson on June 9, 2011 at 7:41 am said:

   The coach industry provides vital, economic and green transport. I has an important roll to play into the future reducing car use.

   The Coach Industry should have it’s own drivers hours regulations. Coaching is a seasonal business. Each Operator is slightly different but in simple School terms are busy, half terms and holidays are quieter. A fairer system would be reduced weekly rest that has to compensated for during say a six week period. Most coach drivers are busy in the morning then quiet during the middle of the day for several hours then busy again later in the afternoon. The Driver’s Hours Regs are the same as for freight when the average coach does far less actual driving. The current scheme is a frustration to both employers and employees. Drivers miss out on valuable and rewarding driving time then get paid a minimum amount sitting around on a quiet day. Coach operators have to turn work away because you can only have so many full time and part time drivers. In our industry safety is our No1 concern but there must be a better Scheme for drivers hours that delivers Safety for passengers, a bit more work in the busy periods for drivers and more efficient use of human and vehicle resources for the Operator.
9. Mike Lowres on June 8, 2011 at 4:26 pm said:

   WTD should be scrapped for all HGV drivers. Our hours are already controlled and governed by EU tachograph rules and regs.
   The drivers CPC should be scrapped in its present format. I have no problem with training but the fact that ALL a driver has to do is turn up and take absolutely no interest in the course still means they will pass, as there is NO pass/ fail mark, just attendence required. Make the DQC actually mean something to both drivers and employers.
   • Tim Ross on June 8, 2011 at 7:52 pm said:

     The working time regulations are an unneccesary level of bureaucracy. The current tachograph laws have been, and remain sufficient to regulate the hours worked by drivers of LGV’s and PCV’s.

     At the same time the DCPC should be scrapped in it’s present format. As it stands it does nothing to make drivers better. With attendance being the only requirement to gain a DQC (Driver Qualification Card) it is quite blatantly a ‘jobs for the boys’ scheme and nothing more.
10. Nigel Millward on June 7, 2011 at 4:28 am said:

    I frequently see vehicles displaying flashing amber warning lights, for no reason. This detracts from their value and impact when they are really needed and hence endangesr road workers. It should be a requirement that any vehicle fitted with flashing amber warning lightsalso has an audible reminder, to encourage the operator to switch the lights off when not really needed.
    • Tim Ross on June 8, 2011 at 7:35 pm said:

      An audible warning would just be a distraction to drivers who do need to use the beacons.
11. Martin Carter on June 6, 2011 at 10:34 am said:

    Working time regulations are a waist of time for vocational drivers. The EU drivers hours regulation cover most events. They could be changed slighly to cover a few Workingtime/.Break rules. No one ever checks or inforces working time, VOSA don’t look at them only EU drivers hours. It is a lot of paperwork and just unnecessary. Most vovational drivers don’t realy understand the worktime regs and tend to stick to the drivers hours hoping to stay within the WT regs. Which they do most of the time
    • keith cargill on June 8, 2011 at 9:13 am said:

      These regulations were fought for to protect drivers and other road users from unscrupulous employers and casual drivers.
      Mechanical vehicles are a danger to themselves and other road users and pedestrians. that hourly records are not properly checked does not mean ignoring them, improved accountability is the answer.
    • Tim Ross on June 8, 2011 at 7:45 pm said:

      The working time regulations are an unneccesary level of bureaucracy. The current tachograph laws have been, and remain sufficient to regulate the hours worked by drivers of LGV’s and PCV’s.

      At the same time the DCPC should be scrapped in it’s present format. As it stands it does nothing to make drivers better. With attendance being the only requirement to gain a DQC (Driver Qualification Card) it is quite blatantly a ‘jobs for the boys’ scheme and nothing more.
12. Joe on June 4, 2011 at 10:55 pm said:

    Regeneration of the railways should be priority. Heavy goods should be transported by rail instead of road. In the past our railways had links to all the major ports. Investment should be directed towards using these facilities again to reduce the traffic on our roads.
    • Elephant_never_forgets on June 5, 2011 at 1:17 pm said:

      A fair proportion of the bulk items that are being in whole from one location to another do go by rail (Coal, Oul, Aggregates) A majority of the road traffic of goods is FMCG’s to the shops. Unless every out of town shopping area had a rail terminal the final move would still be by road but then involve twice as much cost of trans-shippping. There would either be a large price rise or worse nothing on the shelves. Delivery by rail does not currently match the consumer lifestyle we lead today
    • Tim Ross on June 8, 2011 at 8:00 pm said:

      I have to agree with the Elephant there. I have in the past carried all manner of goods to small engineering companies and the like who absolutely depend on being able to order today and receive tomorrow. They aren’t in a position, financially, to order in bulk and hold stock.

      To transport the bulk of goods by rail even to the nearest suitable railhead would be very costly and totally inefficient. Further to take one artic off the road and deliver the goods from the railhead would take close to 30 ‘van trips. How will this ease congestion?
13. Richard K on June 3, 2011 at 12:53 pm said:

    The Government should seek derogation from the EU legislation that places a maximum route length of 50
    km on registered local bus services that can be resourced under domestic driving hours regulations. This arbitary route length has meant that many bus operators have split into sections those longer-distance bus services that exceeded 50km because running them under EU driving hours would not be cost-effectiive. For example the award-winning X53 Jurassic Coastlinx service has run for several years from Poole along the Dorset and Devon coast to Exeter but the service is now registered in sections to avoid falling foul of the legislation and likewise the destination displayed on the bus isn’t necessarily the true extent of the journey. The splitting of bus services into components inhibits marketing the service to its full potential, particularly wnen the place where the through service is split isn’t a significant destination in its own right. The initiated might know that e.g. the bus from Newport continues from Chepstow and goes right through to Bristol but others might assume passengers have to change services in Chepstow with all the uncertainty of making a connection. If the government’s aim is to encourage the use of public transport, particularly in rural areas, then perhaps it’s time to look again at this issue.
14. Joe Hegarty on June 3, 2011 at 12:46 pm said:

    PCV drivers hours regulations should be brought in line with Working Time Regulation.

    As a very minimium the overnight and weekly rest period should be extended.

    Currently a coach driver can finnish at midnight and start driving again at 08:00.

    This is just not safe
15. Bill Bowling on June 3, 2011 at 12:36 pm said:

    Serious concerns about the lack of simple and clear legislation for licensing limousines and novelty vehicle, currently subject to the vagaries of 400 + local authorities, no simple national rules. No consistency, plus enormously long lead times to obtain decisions and licences from both local authorities and the Traffic Commissioners.
    Now is the time to act, and react to the numerous representations from the trade.
    • Elephant_never_forgets on June 6, 2011 at 6:21 pm said:

      In respect to Limousines
      You make no mention of any alterations to the original limo or it’s compliance with UK law but a couple of minutes with google found this
      http://www.dft.gov.uk/vosa/repository/Guidance%20for%20Operators%20of%20Stretch%20Limousines.pdf

      This gives all the requirements for Limo operation
16. Edmund V King on May 26, 2011 at 3:35 pm said:

    Some specific AA breakdown issues:

    Access for accredited breakdown/recovery vehicles to use the Hard Should to speed up attendance and clearance of disabled vehicles – currently we have to ask permission on each occasion which takes time so is seldom used.
    Use of Bus lanes for the same as above.
    Use of red flashing lights on breakdown/recovery vehicles to improve safety. (Highways Agency Traffic Officers have special dispensation for this already)
    Use of 600mm “keep right arrow” by breakdown vehicles – current legislation only allows 900mm sign which are too big to use and blow over (HATO’s have special dispensation for this already)
    Scrap the restriction of 100Km from base for our roadside recovery vans as this inconveniences customers, compromises safety and pushes up costs.
17. Martin P on May 24, 2011 at 7:51 pm said:

    Transport workers generally get a pretty rough deal as far as I can see. Anything that improves their terms and conditions would be a good thing. Many current Transport bosses seem to have a Victorian attitude to industrial relations and that just polarises things. I see that the nationalist wartime approach has been raised too – perhaps we should just take that approach, and the postwar answer and nationalise things to get it back into some kind of useful order again!
18. David Rolfe on May 23, 2011 at 1:13 pm said:

    Do try and defuse the apparent confrontational attitude with Unions and Employers. A more nationalist approach such as in wartime must be achieved if this country is to go anywhere. The culture has reached a pojnt where the money tree is thought of as an orchard. We have no money. Get to work and save your futures.

    By the way there are a lot of unused railway tracks which could provide road space for freight if it is not possible to make a profit by shifting it by rail?
    • Tim Ross on June 8, 2011 at 8:06 pm said:

      I agree about the disused railways. Rail transport is too inefficient for the modern world of freight transport but many old railway lines could be adapted to provide ‘freight only roads’.
19. Chris Pascall on May 23, 2011 at 7:11 am said:

    Road Fund Tax disc. Keep the charge if you must must do away with the disc. There is a huge burden of large fleets like ours to obtain and circulate the disc. Most large fleets will have one or more staff employed in this admin and now that all of the details are held on computer there ios no added benefit.
20. Chris Smallwood on May 23, 2011 at 6:28 am said:

    The RTD and WTD regulations are broad brush, they do not take into account and industry such as the Removals Industry. As the majority of removals companies are small family owned businesses, not only do we have to contend with RTD and WTD regulations, but also health and Safety, Fire Awareness, security and many other regulations. It can be too much for such small businesses, many have closed as a result of being unable to cope. It is not a question of scrapping any regulations as they are all important to the health and well being of all workers, both manual and drivers, but it is about providing free training, support and assistance to small companies. Whilst we struggle to cope and survive, many companies make a fortune out of us because we have to pay incredible fees to employ people for Employment issues, training issues, management issues, the list is endless. The problem is we don’t have time to write long winded e-mails to people like the government unless we work additional hours, affecting our work life balance (what littel there is of it)!