UK drivers working for EU companies told to exchange qualification before October 31st

Drivers who work for EU companies and have a UK Driver CPC qualification have been told to consider exchanging it before 31 October, so that they can work for British or continental firms after Brexit.

The DVSA said exchanging the qualification for an EU one will enable HGV drivers to retain the ability to work for EU and UK hauliers, but it must be done “as soon as possible”.

In guidance issued in order to explain how to prepare for Brexit in the event of a no-deal scenario, the DVSA said drivers will still need the Driver CPC and they must also complete their periodic training.

However, drivers don’t need to do anything else if they’re a UK driver working for a UK company.

If they work for an EU haulier and hold a UK Driver CPC qualification, then they should consider exchanging it.

“The way you do this will depend on how the country where you live and work recognises Driver CPC,” it said.

“Some countries use a Driver CPC card like the UK does - this is sometimes called a driver qualification card.

“[Some countries] add code 95 to the driving licence.

“Some countries recognise either method.”

The DVSA also warned that British passports may need to be renewed earlier if drivers are travelling after a no-deal Brexit and that they’ll also need to carry a green card as proof of motor insurance.

More information can be found here:

Derbyshire sole trader has licence curtailed


A Derbyshire sole trader has had his licence curtailed and received a formal warning after a maintenance inspection uncovered incomplete records, a sub-standard MOT history and a raft of prohibitions.

However, Gary Pollard, trading as GJP Pollard, escaped losing his repute “by narrow margins” after North West traffic commissioner Simon Evans said he had no previous history before the regulator.

The inspection was prompted by the issue of an immediate ‘S’ marked prohibition, during which the vehicle examiner recorded incomplete maintenance records, un-notified changes to the maintenance contractor and a failure to remove from the licence one of the operating centres.

At a Golborne public inquiry, Pollard, who had a licence for five vehicles and five trailers, accepted that his business had expanded too quickly and he had not adjusted to the changed expectations of his role.

He admitted spending too much time driving rather than managing, but he said this had now been addressed and he only intended to drive for up to two half days a week.

Pollard also admitted that financial standing was not satisfied in the three months preceding the PI, but that it was now satisfied.

The operator’s OCRS was recorded as red and the first time MOT failure rate over two years had been 38% - more than twice as bad as the national average.

It also had an “unenviable” 100% prohibition rate, both immediate and one marked ‘S’.

However, in a written decision the TC said that suspension of the licence would be disproportionate and tantamount to revocation:

“I judge however that ‘moderate to serious’ regulatory action against the licence is justified,” he added.

“Curtailment of the licence that limits the size of the fleet that may be operated under the licence is appropriate here.

“The fleet capable of use at one time will be cut by 40% from five vehicles to three vehicles with immediate effect: the trailer number is unchanged.

“This direction will take effect immediately and last indefinitely. I shall be prepared to review this reduction but not before I have received a further independent audit report commissioned by the operator.

The TC added: “I find Gary Pollard’s repute as TM to be severely tarnished, but on balance not lost.”