UK drivers don't need training: Geoffrey Cave Wood

UK drivers don't need training: only a half-wit would agree with that statement, but that is exactly how one might try to justify the UK's response to the EU directive on driver training which comes into effect in 12 months time. The directive was introduced to improve and harmonise the training and testing of professional drivers throughout the EU. Sadly the truth is that we are slowly slipping down the road safety rankings, we have an ageing workforce and the professionalism of UK drivers is often not what it used to be.

Over the past 20 years the whole logistics sector has changed beyond recognition and with it the work of the driver, but neither the driver training nor the testing have kept pace with these changes. Against this background new recruits to driving are very different from their predecessors, most of whom had served in the forces and were more easily adaptable to the varying work demands. Most drivers had already had some driving experience and learned discipline in the forces. At the same time most operators accepted insurance company demands that all drivers should be 25+. This then became the norm and guaranteed that few young people would or could consider a career as a lorry driver.

Although the shortage of truck drivers is almost a global problem, other countries do not suffer from many of the difficulties now facing the UK transport sector. This time bomb has now been made even worse by the combined actions of the Driver Standards Agency and those "representing" the sector. Instead of embracing the EU directive and using it to improve the image and professionalism of a career as a professional driver, the UK has basically tweaked an already meaningless Theory Test and left any training totally unregulated.

The UK is not alone in opting for a "test only" response to the directive, but unlike virtually all other EU states we have no accredited classroom training. Our practical driver training and testing is probably of a similar standard to that of most other countries. However, for most countries the largest part of driver training involves classroom modules teaching all the other essential skills required of a professional driver. It is these underpinning skills and understanding of the job which make the sector more efficient and the roads safer. Without such training and the provision of a proper career path there seems no end to the current shortage of professional drivers. Perhaps we should reflect upon the fact that the average age of Swedish drivers is not much more than half that of their UK counterpart.

Geoffrey Cave-Wood has spent most of his working life in European road transport. Currently, through his Supporting Logistics consultancy, he works on international training programmes.

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Maybe if we treated our drivers like professionals e.g. correct pay and conditions we would not have the problem - many transport companies still operate like cowboys so what do you expect - we allowed thousands of foreign drivers into our companies for cheap labour -which is still happening many of them did never having taken a test in a LGV1 just a tractor or a bus or just bought it for x amount of euros - we reap what we sow. Its no wonder our professional drivers are disgruntled and we do still have many professional uk drivers but we should recognise their abilities and reward them accordingly - driver cpc is a con and an excuse for the government to bring in millions of revenue - America Canada and Germany treat their drivers in a professional manner - why can't we we are a dumping ground for the rest of the E.U.
CHRISTINE 24 Dec 2008

I agree that all drivers require regular training, but there are other factors affecting recruitment of drivers. One such thing being how they are treated by employers and delivery point staff. It is the norm for chilled foodstuffs drivers, for example, to be left waiting for hours on end for the load to be checked and paperwork to be returned. The road network in this country is also a matter for concern. Drivers are very often finding themselves in situations where they run out of time and they must then "night out" more and more often. Lack of suitable parking areas adds to an already lengthening list of reasons why people do not want to get into the truck driving industry. Existing parking areas are now in short supply, and they are very often filthy, with poor facilities, (if they have any) and poor standard of food available, which is also very expensive, particularly on the motorways. The Driver CPC you speak about may also leave a lot to be desired in terms of consistency across the EU. I have spoken with colleagues on many occassions and it is a possibilty some member countries may not have the same standards of others and that the issue of the certificate of training could be carried out as matter of course with little or no worthwhile training, in some countries, where others may put drivers through rigorous training, which, of course, is how it should be done. If it is not, what is the point of going through the process in the first place? The matter of driver training itself is also a sore point with some drivers. Most are now in jobs where every working minute they have available is spent under pressure from the employer, pushing them to make more and more deliveries with less time allocated to do the job. The employer themselves are also reluctant to implement an effective driver training program due to the costs involved. It is very easy to say that standards have slipped, and I agree they have, but the whole of the transport industry needs to be looked at to find the reason why. The drivers Hours Rules and Regulations EU561/2006 has implemented new rules which, I believe are counter productive. The WTD/RTD was, I believe brought in to ensure drivers hours are policed better and should be used in conjunction with the EU561/2006. This has not worked. One reason is the POA factor. This is being abused on a regular basis by both drivers and employers. Employers so they can get even more hours out of drivers, and drivers so they can save hours to enable them to carry out an extra shift at the end of their week. This has meant more and more drivers carrying out huge total hours at work, but having claimed the maximum amount of POA, they "save" enough for their over time. There are drivers claiming POA when unloading for example, and the employers are turning a blind eye so the job gets done. This is creating more and more dangerous situations where drivers are physically exhausted and accidents are increasing. Some EU561/2006 rules I am unhappy about include the following. Daily rest does not need to be compensated for anymore. Weekly rest at base may now be reduced to 24 hours. These changes surely do not work in conjunction with the WTD/RTD do they? One change which should have been brought in but has not is the one which allows a driver to reduce their daily rest at base to 9 hours. I believe this is dangerous and at base the minimum rest should be 11 hours. We have drivers who get back to base and are asked to reduce to 9 hours rest. The driver agrees, then goes home. Unfortunately the driver lives 30 minutes drive away. It takes one hour to get home. He then waits for his meal and sits with his family for a time. This can take a further 2 hours. He then goes to bed and gets up, gets ready and goes to work. With travelling time, this could be another 2 hours. All of a sudden, the driver is down to 4 hours rest, if he gets to sleep straight away. Anyway, I could go on for hours, but I do not suppose you will read what I have wrote anyway, so I will finish here. As usual, it will be heads in the sand time until the next accident and once again the driver will be at fault because he has fell asleep at the wheel, which is correct. There will be no attention paid to any underlying factors in regard to WHY he feel asleep, because as we all know, "It is the responsibility of the driver to ensure he gets enough rest before going back on shift". Perhaps it would be a radical idea to speak with drivers themselves instead of just the employers, who have a completely different way of looking at matters affecting drivers, than the way drivers look at matters affecting drivers. I am sure you know what I mean! David Hand (34 years a truck driver and one who believes each day a lesson can be learnt).
Dave Hand 24 Dec 2008

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