Music moves us to tiers

As I write this, I’m looking forward to attending a summer music festival – my first ever at the grand old age of 63!

While others might be wondering about the upcoming toilet situation, or how to get a drink among the crowds, my mind turns instead to the transport logistics involved in these giant events.

I guess they are a fabulous example of a Great British industry doing what it does so well. End users probably never give a thought to the safety of the lorries, buses and coaches involved . Even if they had to, they might guess regulation is overseen by some faceless bureaucrat in London.

Readers of Motor Transport know better, of course – our respected Traffic Commissioners are specialist regulators who bring common sense, independence of thought and a pragmatic approach to their role. They can only do so within the confines of the legislation and case law.

Same difference

It’s not for me to comment on their view on the difference between restricted and standard operator licences, but what would those festival goers think? Why does a company moving musical equipment for bands need a qualified transport manager when the drinks companies and supermarkets keeping everyone fed and watered don’t?

What would the revellers think of those doing hire and reward needing a fully qualified professional transport manager when those carrying their own goods don’t need one? After all, they use the same types of vehicles, with the same types of drivers (who currently must do 35 hours training every five years – and look how THAT went!) who are all subject to the same rules and regulations.

The TCs can call both types of operators to account for failing to comply but there is no exemption in the legislation for being a restricted licence holder.

Of course, neither should fail in the first place. The standard licence holder has a qualified professional whose sole role is to manage their transport operation effectively. They have passed an exam to show they are profession- ally competent, and they undergo regular refresher training – they are (or should be) a true professional in every sense of the word.

But what about the restricted licence holder? While they must still comply, current law doesn’t stipulate they must have a CPC holder in the business, and it is never likely to.

That is why the TCs have quite properly stated they must have a “responsible person” to ensure compliance with the licence undertakings. This means that, by implication, they should continuously and effectively manage their transport operations – but they don’t need to have the Certificate of Professional Competence.

Isn’t that a bit like saying lorry drivers who drive vehicles used for hire and reward need the Driver CPC but drivers who carry their company’s own goods don’t? Isn’t that illogical?

And what about operating in Europe and beyond? Which transport manager CPC exam candi- dates have not inwardly groaned to learn they must come to grips with permits, incoterms and CMR? Technically their restricted licence holder counterparts can pop across the English Channel in blissful ignorance of any of these as well as not knowing about the EC drivers’ hours rules and tachograph regulations, or indeed any other relevant piece of transport legislation which governs their work. Is this sensible? I suggest not.

Taking care of business

Is this two-tier system fit for purpose today? Again, I suggest not. But what’s the answer? Government won’t change the law for sure. The TCs may want to change it but sadly it’s not in their gift to do so.

The answer, as is so often the case, must lie with industry itself. Best practice is that those restricted licence holders who operate large numbers of vehicles employ qualified CPC holders, and many do. It might not be the law but it makes good sense to do so.

But there is also a real shortage of good quality CPC holders, and there will be for some time.

So maybe the time has come for restricted licence holders to put their responsible person on a bespoke course, which at least teaches them the basics of how to continuously and effectively manage their transport operation and what this entails.

TCs introduced the concept of operator licence awareness training but this only does what it says on the tin. It is just an awareness course and lasts for one day, which is not enough to teach operators the basics of the safe operation of commercial vehicles.

Of course, attendance would be voluntary as we live in an age of deregulation, but it would be a start – and it would support road safety and fair competition which is what it’s all about.

n Beverley Bell CBE, director, Beverley Bell Consulting