Consultation outcome

Driver Certificate of Professional Competence (DCPC) changes

Updated 11 December 2023

Executive summary

The Driver Certificate of Professional Competence (DCPC) is a qualification that professional drivers of certain goods or passenger carrying vehicles must hold in addition to their driving licence. It was introduced into domestic law as a result of EU legislation.

In the UK it is initially obtained by completing 4 tests consisting of:

• a 2-part theory test
• case studies
• a practical driving test
• a practical demonstration of vehicle operation

Drivers maintain the DCPC by completing 35 hours of periodic training every 5 years. Completing 35 hours of training allows a driver to drive for commercial purposes for 5 years.

DCPC is currently required for drivers holding the driving licences shown in the table below.

Licence category	Entitlement
C	Vehicles over 3500kg (with a trailer up to 750kg)
CE	‘C’ category vehicles but with a trailer over 750kg
C1	Vehicles between 3,500kg and 7,500kg (with a trailer up to 750kg)
C1E	‘C1’ category vehicles but with a trailer over 750kg (combined must not exceed 12,000kg)
D	Any bus with more than 8 passenger seats (with a trailer up to 750kg)
DE	‘D’ category vehicles with a trailer over 750kg
D1	Vehicle with no more than 16 passenger seats, a maximum length of 8 metres and a trailer up to 750kg
D1E	‘D1’ category vehicles but with a trailer over 750kg (combined must not exceed 12,000kg).

This consultation seeks views on proposed changes to DCPC. These changes will only apply to driving journeys within Great Britain, extending to Northern Ireland, if authorities there agree.

Drivers wishing to drive to, from or within the EU will still need to comply with the existing requirements. This is because they are contained within the UK/EU Trade and Cooperation Agreement (TCA), as well as other UK international obligations, which the government cannot change unilaterally.

The proposed changes will therefore create 2 parallel qualifications for driving in GB and NI:

• a national DCPC (N-DCPC) – which is the subject of this consultation
• an international DCPC (I-DCPC) – the existing TCA-compliant regime

Both will permit driving journeys domestically, but only the I-DCPC will permit driving to, from or within the EU.

The proposed changes will only impact drivers who are:

• maintaining their DCPC
• regaining their DCPC – for drivers who previously held one but let it lapse

This is known as ‘periodic renewal’.

These changes will look to, amongst other things:

• reform training – for example, by allowing shorter course modules
• offer drivers the alternative of taking a test instead of completing training – for maintaining or regaining the DCPC

Changes will not affect how DCPC is initially obtained.

DCPC status	Proposed routes
Initially obtaining DCPC	No change to current system
Maintaining or regaining DCPC (periodic renewal)	I-DCPC N-DCPC

The changes to establish the N-DCPC will result in 2 further options for drivers: a ‘reformed training’ route, or a ‘periodic test’ route.

It is proposed that successful completion of either route would enable a driver to drive for 5 years. If both options of N-DCPC are taken forward, it will mean drivers seeking to drive within GB and NI could have 3 ways to periodically renew their DCPC.

Qualification	Proposed route to DCPC renewal
I-DCPC	No change to current system
N-DCPC	Reformed training Periodic test

Objectives

The changes to periodic renewals for GB and possibly NI driving will operate to achieve the following objectives:

• make the qualification more flexible
• increase choice for renewing DCPC
• faster re-entry for returning drivers
• reduce cost and time burdens
• increase focus on quality of knowledge obtained

Making the qualification more flexible

Currently, regulations mean DCPC training modules have to be 7 hours long, or 3 and a half hours if split. When courses are split, including when part of this contains e-learning, both parts need to be completed across 2 consecutive days. Proposed changes look to remove mandatory requirements around course durations and time limits when a course is split.

Increasing choice

The proposed changes would look to increase choice available to drivers and their employers by offering different options to renew DCPCs, such as:

• I-DCPC training
• N-DCPC reformed training
• N-DCPC periodic test

Reforms to training will also allow drivers more flexibility in course durations.

Accelerating re-entry for returning drivers

Proposals aim to reduce barriers for drivers whose DCPC has lapsed but want to re-join the sector and drive commercially again. New training and test routes will help accelerate re-entry of drivers.

Reducing cost and time burdens

Completing 35 hours of training costs in the region of £250 to £500 for 35 hours of training. By comparison, a new periodic test for renewing a DCPC is expected to last 1 to 1 and a half hours and cost in the region of £40 to £70 for each attempt.

Costs may be different following implementation.

Increasing focus on quality of knowledge obtained

The periodic test aims to examine a driver’s safety and professional knowledge. Whilst it cannot be tailored to the unique circumstances of each driver’s job in the way training allows, the test will enable a focused assessment of a core range of materials for drivers sitting behind the wheel of heavier road vehicles. In addition, the reformed training option, and with it the acceptance of shorter training courses, may encourage better learning retention as expressed by some stakeholders within the policy review.

Significance of the proposed changes

On average, in the period October 2017 to September 2022, just under 150,000 drivers completed their DCPC periodic renewal per year. DCPC training is resource-heavy, taking significant time and money. A large training industry exists, and much of the current training relates to issues impacting safety and the environment.

The periodic test may result in significantly less training being offered and therefore available overall. However, other on-the-job training, including ensuring skills and knowledge are up-to-date, is not expected to be impacted and could help maintain standards mitigating the loss of these courses.

The proposals would result in more complexity within the DCPC regime. Proposals would create potentially 2 qualifications with 3 routes to periodic renewal as opposed to 1. Not only does this create the potential for confusion but there is the possibility of drivers starting to complete training to renew for an N-DCPC, but then needing to switch to an I-DCPC, and therefore having to complete different training increasing time and costs.

Additionally, the creation of an N-DCPC specific to GB or the UK, may mean the labour market for drivers based in the UK able to drive internationally could be affected.

Finally, developing a new periodic test system has associated start-up costs. This, and running more than 1 system, has the potential to create higher overheads, which would most likely be borne by drivers or employers in the form of test and possibly training fees.

Other changes

Aside from changes to the periodic renewal of the qualification, proposals have also been set out to allow for the following:

• short-term, time-limited extensions to existing drivers’ DCPCs in exceptional circumstances
• short-term, time-limited, exemptions from the need for a driver to hold a valid DCPC in exceptional circumstances – these would be for drivers whose DCPCs had expired recently
• a scheme for the recognition or exchange of non-UK qualifications for driving within the UK
• options for evidencing the N-DCPC

There are also quality improvements to periodic renewal, such as the continued development of suggested core content and re-focus of training from prescriptive courses to outcome-based learning (that is, the use of more informal assessment in courses). These changes will be implemented and are not being consulted about within this document. Powers may also be taken to change who is exempted permanently from DCPC, but the department is not consulting in this document about specific proposals for this at this time.

Implementation of changes

Presently there is no legal mechanism available to implement the changes proposed in this document. Due to this, implementation timelines are yet to be confirmed. Therefore, at time of launching this consultation, proposed changes will have no impact on the current DCPC periodic renewal cycles of drivers.

The intention is to implement these changes by changing legislation and this consultation helps the state of readiness of the proposals to proceed when parliamentary time is available.

How to respond

The consultation period began on 2 March 2023 and will run until 27 April 2023. Please ensure that your response reaches us before the closing date.

Electronic responses to this consultation would be preferred either by:

• responding to the online survey
• emailing your response to DCPC.Review@dft.gov.uk

If you are unable to respond electronically you can provide a response to the postal address of:

Driver Certificate of Professional Competence Consultation
3rd Floor, Zone 1-16
Great Minster House
33 Horseferry Road
London
SW1P 4DR

Read a complete list of the consultation questions.

Background

The Driver Certificate of Professional Competence (DCPC) was introduced in 2007, as specified in EU Directive 2003/59/EC. DCPC came into force from 2008 for passenger transport and 2009 for goods transport.

Except in the case where a driver has ‘acquired rights’, for example, they held a bus or lorry driving licence at the time the requirements came into force, the initial qualification is obtained by passing 4 tests.

All drivers, including those with acquired rights, are then required to maintain the qualification by undertaking 35 hours of periodic training every 5 years.

On completion of training drivers are issued a Driver Qualification Card (DQC), which they must carry while driving professionally.

Objectives of DCPC

Benefits for safety of retaining DCPC

One of the main objectives behind the introduction of DCPC was to improve road safety and the safety of the driver, including during operations carried out by the driver while the vehicle is stopped.

The department recognises the importance of professional training and standards for drivers of heavier vehicles and the need for the continued maintenance of a level of competence whilst behind the wheel. This is not only for the benefit of drivers themselves, but also for the safety of other road users by ensuring the skills of drivers are regularly updated.

Identifying categorical evidence to demonstrate road safety improvements as a result of DCPC is challenging. However, road safety statistics from 2007 (the year before drivers held DCPC qualifications) to 2020 shows the number of accidents HGVs have been involved in has declined. During this period, whilst the rate of accidents involving cars also fell, the percentage decrease in accidents involving HGVs was considerably higher at 68%, compared to cars, where no DCPC is required, at 54%.

Furthermore, among existing data analysed for the recent policy review, 85% of drivers felt the qualification had made them safer drivers. In light of this, the department’s position is that some form of continued professional development should be retained and that removing this would not be in the interests of wider road safety. Despite this, there are reasons for reform as set out below.

Professional standing of drivers

The other main objective of DCPC was to raise the professional recognition of drivers, thereby attracting greater interest in the profession and increasing the number of drivers. Data from the Office of National Statistics (ONS) shows the number of people in employment within the transport and storage sector in July to September 2008 (when DCPC was introduced) was 1,606,000 compared to the same months in 2022 of 1,632,000. This does show a slight increase, but perhaps not as great as anticipated and has not prevented acute driver shortages, such as that experienced in 2021.

Furthermore, views expressed by industry show concerns with the impact DCPC has had on the number of drivers. Relevance of training material, cost and time to complete training were cited as the main considerations for drivers when deciding whether they will renew their DCPC during the recent policy review. As part of the review, a Road Haulage Association (RHA) survey found 62% of drivers and operators were in support of some kind of reform while 33% were in support of total abolition.

DCPC review

As a result of the acute driver shortages in 2021, the government announced a policy review into DCPC. The review’s objectives were to consider how the qualification could be updated and advise ministers about:

• How compulsory periodic training requirements should be developed to increase the standing of the training, be more valuable and increase skill levels and professionalism, including to support public safety.

• Whether there should be a presumption, reflected in law, that employers pay employees periodic training costs and that time spent doing periodic training counts as paid working time.

• Whether all the drivers and driving for which DCPC is required should continue to be within a standard DCPC regime, and if the scope of DCPC is reduced whether there should be alternative compulsory requirements.

DCPC reforms can be broadly divided into the following thematic areas:

• rigidity
• cost
• periodic test
• supply chains

Each of these are explored below.

DCPC themes for change

Rigidity

The department proposes that there should be more flexibility in how DCPC can be renewed through the introduction of the N-DCPC. The time required to complete individual training courses is an example of where greater flexibility could be introduced.

Mandating minimum course durations of 7 or 3 and a half hours, factoring in travel time to training venues, represents in most cases a day’s worth of working time. This may put significant strain on drivers and businesses, especially in busier periods.

The use of shorter courses was supported by operators surveyed during the department’s recent review, with 55% indicating it would be beneficial if the DCPC qualification could be completed via shorter training modules totalling 35 hours. Although more shorter courses may increase incidental costs associated with travel to training venues.

Furthermore, for those wanting to return to professional driving the current need to complete 35 hours of training before being able to drive could be deterring some drivers due to the upfront costs, time and inconvenience.

For example, analysis conducted by the department shows that if the requirement to complete 35 hours was reduced and set at 7 hours, with the remaining 28 hours to be completed once the driver is driving, this could generate an estimated £446 of short-term revenue per returning driver using this route. This is an estimated scale of benefit, based on the assumption that a driver provides as much revenue to the business as they are paid (including non-wage costs).

Additionally, drivers have expressed that they would like more flexibility. In a survey for the review, 45% of drivers cited the time needed to complete training as a factor in determining whether they would renew a qualification. Similarly, when asked about measures that would encourage them to maintain their qualification, 50% of drivers said more flexible training arrangements (for example, shorter courses) would help.

Shorter courses could also be more easily accommodated into a driver’s working pattern and, according to feedback from the recent review, may result in better retention of knowledge.

There are concerns about some practices not in the spirit of the regulation, but that are legally permissible. For example, a driver repeating a course to reach the 35 hours training needed for renewal.

In some cases, courses are also done near the 5-year deadline as opposed to being spread across the 5 years available. The department does not propose to outlaw these practices because that would add to more rigidity in the system. The proposals being put forward would provide good alternatives to these situations and it is important that drivers and their employers consider how to use their valuable time and money to best effect.

Finally, avoiding additional rigidity is also a reason for not mandating specific types of DCPC training to be completed by all, or some, drivers. As such, the department is not putting forward proposals to legislate for specific training. For example, those related to more fuel-efficient driving or interaction with cyclists and pedestrians. It considers the choice of what training should be completed is one for the customers of the training.

Cost

Currently, the cost associated with 35 hours of periodic training can range from £250 to £500. When this is added to other things drivers may be required to pay for (such as, in the case of returning drivers, the renewal of their driving licence and medical (depending on age), renewal of driver digital tachograph and loss of earnings while they undertake the training) it can become an expensive outlay.

These costs are not only felt by drivers but also by businesses, with data from a 2015 GB post implementation review conducted by the department estimating that the DCPC qualification had imposed an average of £149 million per year on business. Such costs can act as a barrier to remaining in or re-joining the sector. For example, 56% of drivers and 50% of operators stated that costs were a main consideration in determining whether a DCPC qualification would be renewed by a driver.

Periodic test

Presently, DCPC periodic renewal is focused on attending 35 hours of training every 5 years. No mandatory course material is set, so drivers can select training relevant to their needs.

While this is welcomed for the flexibility it offers, the focus solely on hours spent training, as opposed to content of material learnt, may not best align for some with the principle of DCPC, assuring safety and professionalism of drivers. This could be mitigated by introducing an option for drivers to pass a formal periodic test instead of attending training.

The test could assess understanding of key safety and professional practices, a potential positive impact on safety. For instance, 62% of current training providers expressed concerns with the variability in quality and relevance of training available to drivers.

The option of a test, alongside periodic training, if taken forward, would also go some way towards increasing flexibility and choice for drivers and their employers including reducing costs and time burdens.

Supply chains

During the COVID-19 pandemic pressures on critical supply chains were eased by mechanisms within EU law allowing short term extensions to DCPCs. This was partly because of the need for face-to-face training for many renewals conflicting with public health measures and problems in parts of the EU (but not the UK) with the issuing and distribution of DQCs.

Since the end of the EU exit transition period in December 2020, there is no power in domestic legislation to enable the UK government to extend DCPCs in the future.

Furthermore, the UK has no powers to recognise post driving licence qualifications, which may be like DCPC but obtained in countries outside the EU, to drive within the UK. The exceptions being arrangements that exist to recognise qualifications from the non-EU parts of the European Economic Area (for example, Norway) and Switzerland.

The ability to temporarily extend the validity of qualifications or exempt the need for them in exceptional circumstances (for example, a pandemic) is vital to support the supply of critical goods and services. Such a capability, alongside being able to recognise or exchange qualifications obtained overseas, will be useful in order to broaden the pool of experienced drivers the UK can choose from, providing assurance and resilience to supply chains.

Proposed areas for legislative change

Legislative change is required to reform the DCPC qualification to make new domestic arrangements, giving the ability to react to changing circumstances, technological advances, or to match national priorities. Change is needed to reduce disproportionate burdens whilst avoiding any risk of negative impacts on road safety.

At the core of these proposed changes is a desire to make the DCPC qualification more flexible and proportionate to hold for the benefit of drivers and businesses. This desire also extends to the I-DCPC as far as this can be amended whilst adhering to the TCA. This includes, for example, support for the continued development of core course content and encouraging more informal assessments following completion of training courses (to focus more on learning outcomes, rather than just time spent training).

This consultation is now being run by the department to collect evidence and views on proposed reforms to the periodic renewal aspect of the DCPC qualification. If taken forward, changes may include:

• a test option for periodic renewals
• changes to reform training, including current rules on lengths of courses
• a new regime for returning drivers whose DCPC has lapsed
• short term extensions and exemptions in exceptional circumstances
• the recognition, or exchange, of non-UK qualifications
• introduction of electronic DQCs

The remainder of this document will detail the proposed changes, followed by a series of questions.

How important is the change?

The proposal to reform DCPC, if implemented, will mean drivers in GB, and NI if authorities there agree, could choose between 3 types of DCPC for periodic renewal that will run in parallel: 2 types of N-DCPC and 1 type of I-DCPC.

Within the N-DCPC, there is proposed to be an option of a reformed training route and a periodic test route.

Provided below is a table summarising the key elements and consequences for each option of N-DCPC in comparison to the I-DCPC. The table also sets out advantages and disadvantages of each, as well as indicative cost implications.

	I-DCPC	N-DCPC – reformed training	N-DCPC – periodic test
Territorial extent	UK and EU driving journeys.	Drivers will be able to drive in GB and NI only.	Drivers will be able to drive in GB and NI only.
Initial qualification	There is no proposed change to the initial qualification.	There is no proposed change to the initial qualification.	There is no proposed change to the initial qualification.
Key elements of periodic renewals	35 hours of training every 5 years.   7 hour (or 3 and a half hours if split) minimum training courses.   Split training courses, including where they contain e-learning must be completed across 2 consecutive days. (Returning drivers) Must complete 35 hours of training before being able to drive.	35 hours of training every 5 years.    No minimum duration for training courses.   No minimum time within which to complete split courses including where they contain e-learning.   (Returning drivers) 7 hour ‘return to driving’ module before being able to drive, with the remaining 28 hours to be made up once driving.	1 to 1 and a half-hour theory test featuring multiple choice and situational judgement questions, or theory test elements of the initial DCPC modularised tests.   Passing gives the driver a 5 year entitlement to drive.   Re-takes or switch to training possible.   Returning drivers may also utilise this test to re-join.
Evidencing qualification	DQC	Drivers may have a ‘marker’ on their digital driving record or national DQC.	Drivers may have a ‘marker’ on their digital driving record or national DQC.
Advantages	Maintains status quo and familiarity for drivers, employers and wider industry.   Allows for driving journeys to, from and within the EU.   Training could count towards an N-DCPC.	Increased flexibility.      Faster re-entry to the sector for returners.   Shorter courses are likely to be less expensive although overall fees will be around the same as currently.	Removes requirement for 35 hours of training every 5 years.   Faster re-entry to the sector for returners.   Focus on material learnt through assessment.   Per test less expensive than training.
Disadvantages	Rigid time limits.    Longer wait time before drivers can re-enter the sector.  Focus on amount of training completed rather than material learnt.	Cannot be used for driving journeys to, from or within the EU.   Does not remove or reduce the requirement to complete 35 hours of training overall.   Focus on amount of training completed rather than material learnt.  N-DCPC training will not count toward an I-DCPC.	Cannot be used for driving journeys to, from or within the EU.   A general test may lose the benefits of training which can be tailored to a driver’s specific requirements.   Not passing will prevent a driver from working.  Test pass will not count towards an I-DCPC.
Costs (exact figures may change following implementation)	£250 to £500 (course fees for 35 hours training).	£250 to £500 (course fees for 35 hours training).  Some upward pressure on fees due to more overheads.	£40 to £70 (for new periodic test or initial test re-sit).

Drivers and employers will need to make sure that the correct DCPC qualification is completed.

Having 3 options for renewal, 1 for I-DCPC and 2 for N-DCPC, will increase flexibility and options for drivers and their employers. However, having more than 1 system may be undesirable, particularly for the following reasons:

• implementation will require system development and changes, increasing overhead costs which could mean training and test costs could rise
• drivers who start or complete N-DCPC test or training but who want to drive internationally may have to retake elements of training for I-DCPC costing time and money
• the introduction of the N-DCPC route could mean a smaller international labour pool

Nevertheless, more than 1 system of DCPC is required to ensure drivers can continue to travel to, from and within the EU for commercial purposes and ensure the reforms to DCPC can happen domestically.

Proposals for N-DCPC periodic test

The proposal is to introduce a pass/fail test as an alternative to training. This will be for drivers seeking to maintain or regain their DCPC qualification who only drive domestically.

Successfully passing this test will provide a driver with a 5-year entitlement to drive. Drivers who wish to drive within the EU would still need to undertake 35 hours of I-DCPC-compliant training that would also allow them to drive within the UK.

The test development, including test content, may be devised by the Driver and Vehicles Standards Agency (DVSA) and delivered using existing DVSA test contractors’ digital infrastructure and theory test centres around the UK.

Two options are currently being considered for the delivery of N-DCPC periodic test. The preferred option is a new periodic test for renewal of DCPC. However consideration is also being given to allow drivers to re-sit some elements of the initial DCPC qualification, known as initial test re-sit.

The new periodic test

The test could be a total of 50 multiple choice and situational judgement questions lasting about 1 to 1 and a half hours. The exact content of the new test would be developed subject to this consultation, but it is thought that as a minimum it will include knowledge and understanding of key safety related topics such as:

• drivers’ hours
• loading and unloading
• health and safety
• tachographs
• manual handling
• defensive driving/eco safe driving
• customer service
• safe urban driving
• disability awareness
• counter terrorism

Exact costs are to be determined, but high-level estimates anticipate a single sitting of the test would be in the region of £40 to £70. These figures may change following implementation.

Initial test re-sit

This would involve drivers re-sitting part of their initial DCPC qualification, the 2-part theory test (module 1) and a case studies test (module 2). These modules could be sat at different times. Currently, module 1 and module 2 together lasts 3 hours and 55 minutes, costing £60.

Module 1 is divided into a theory test of 100 questions lasting an hour and 55 minutes as well as a hazard perception test lasting 45 minutes. Module 1 currently costs £37.

Module 2 is made up of 7 case studies which are based on situations drivers are likely to encounter while working and lasts an hour and 15 minutes. Module 2 currently costs £23.

The initial test re-sit could also be progressed as an interim solution, whilst the new periodic test is finalised.

Proposals for N-DCPC reformed training

The objectives of these proposals are to make the renewal of the qualification by training as flexible as possible, but they will not reduce the overall amount of training, which remains at 35 hours.

Completion of courses benefiting from this flexibility cannot count towards training for the I-DCPC. Should a driver complete these more flexible courses and then need an I-DCPC they would need to complete 35 hours of the current training.

Current training courses must be a minimum of 7 hours and, if split into 2 3 and a half hour sessions, must be completed across 2 consecutive days. Under the proposals the minimum duration of a training course will be removed and when a training course is split the requirement to complete across 2 consecutive days will also be removed.

The intent is to assist busier drivers and operators as it will enable training to fit around business priorities and provide better work-life balance. Additionally, the removal of a time limit between split courses means costs could be spread.

Changes to e-learning

E-learning means training completed on a computer or electronic device like a tablet or smartphone, without the ability for students to interact with a trainer. This differs from remote learning, classroom learning or in-cab training, which are trainer-led courses. This is where the student has interaction with the trainer in some format.

Under current arrangements when e-learning is taken as part of a split course, both parts of the split course must be completed across 2 consecutive days. Furthermore, operationally, a maximum of 2 hours of e-learning is permitted per trainer-led course allowing for a maximum of 10 hours of e-learning in every 35 hours of DCPC training – a limit on how learning can be completed.

The change proposed for e-learning is to remove the requirement that split courses containing e-learning must be completed across 2 days and the operational requirement that only 2 hours of e-learning are permitted per trainer-led course. This would give drivers and their employers more flexibility on when to complete this training enabling adaption to business and personal needs.

Proposals for returning drivers

‘Returning drivers’ means those who previously held a DCPC qualification but allowed this to lapse and want to return to driving for which a DCPC is needed.

Currently returning drivers need to complete 35 hours of DCPC training to regain their DQC before they can begin driving for commercial purposes. The concern is that this is creating a disproportionate burden and acting as barrier for experienced drivers. Current requirements delay when returning drivers can start working again which can create a lag for businesses to factor in.

The review found that whilst some form of professional assurance should remain, because these drivers are assumed to have some previous knowledge and experience, there should exist a ‘specific return pathway’ for them. This would help resilience in the sector, increase the number of drivers and help prevent future driver shortages.

Completion of a specific return pathway would give an N-DCPC qualification and not permit driving to, from or within the EU. Drivers wanting to do this would need to complete 35 hours of I-DCPC training before they could return.

In terms of the specific return pathway the following options are under consideration:

• the N-DCPC periodic test proposal
• return to driver training

Under either option only drivers whose qualification had lapsed by more than 2 months but less than 2 years would be able to utilise them. This is to avoid purposeful short-term lapses by drivers while ensuring that drivers will still have retained a suitable level of knowledge and experience.

The N-DCPC periodic test proposal

This would be the same tests as covered under the N-DCPC periodic test proposals. These are the new periodic test and the initial test re-sit. In this case, returning drivers would also be eligible to make use of them.

Return to driving training

This would be a ‘return to driving’ module, tailored for the needs of experienced drivers.

The subjects that this course should cover are in development, but it is thought that as a minimum they could include:

• working time rules
• tachographs
• load security
• passenger safety

They would be aimed at meeting the core values of road safety and professionalism in the sector.

The proposal is for the return to driving module to be 7 hours, shorter than the 35 hours of training returning drivers currently have to complete. After completion, a driver is then eligible to drive for commercial purposes, with the remainder of any training to be made up by an agreed date. The proposed options to complete the remainder of training are:

1) After completing the return to driving module, which could be 7 hours, the entitlement to drive is valid for 1 year. The driver will then be required to complete a further 7 hours of training every year in order to renew their qualification (which will be issued on an annual, rather than 5-year basis).

2) After completing the return to driving module, which could be 7 hours, the driver is given a 5-year entitlement to drive. The driver will then be required to complete the remaining training, which could be 28 hours, within this 5-year entitlement. Furthermore, to continue driving beyond this first 5-year entitlement, a driver will also have to complete 35 hours of periodic training within this period. This will mean that, potentially, a driver would need to complete 63 hours of training within 5 years.

In either scenario, the return to driving module could not be taken again to fulfil the requirements of any residual training. It is expected that this return to driver training module would cost the same as a current 7-hour trainer-led course (£50 to £100).

Changes to allow for short term extensions and exemptions in exceptional circumstances

The changes proposed here allow for an extension to the validity of a DCPC qualification and an exemption from the need to hold a DCPC qualification for drivers who previously held it but let it lapse.

These would only be for a limited time during exceptional circumstances. It is anticipated that the maximum period of time extensions will be valid for is 12 months and for exemptions 3 months.

Exceptional circumstances are situations that may negatively impact the functioning of critical supply chains among other things. 

Recent examples of such a scenario were experienced in 2020 during the COVID-19 pandemic. During this period, COVID-19 restrictions meant in-person periodic renewals were not possible, which created a gap in the number of drivers qualified to drive.

To resolve this, the EU granted extensions to DQCs. However, following the end of the EU exit transition period in December 2020 this is no longer possible in the UK, as there is no domestic legislation to enable it. This meant that the government was unable to grant extensions for the fuel tanker crisis in September 2021, and other acute driver shortages in Autumn 2021. It could for other certification, such as for the carriage of dangerous goods which relies on international agreements, and for amending cabotage rules temporarily due to the labour shortage.

Changes are therefore proposed to allow extensions and exemptions in similar types of exceptional circumstances.

It is proposed that exceptional circumstances may include:

• a pandemic
• other widespread national or international emergency
• circumstances that would impact on the normal operation of the freight or passenger road transport industry, leading to acute driver shortages
• where there are impacts on the availability of testing and training for drivers and the issuing of documentation

Recognition of non-UK qualifications and electronic DQCs

Recognition of non-UK qualifications

‘UK qualifications’ means a DCPC obtained in the UK. At present a UK qualification can include an I-DCPC, and could in the future, include N-DCPC provided these have been obtained within the UK. UK qualifications could be obtained in GB and NI, if they choose to implement changes.

Following EU exit, the EU does not recognise UK qualifications for EU-based drivers working for companies established in the EU, but the UK has continued to recognise DCPCs obtained anywhere within the EU and other specified countries such as Switzerland.

As the EU does not recognise UK qualifications, recognition of the EU documentation may be removed in the future for UK-based workers. At this stage the proposal is not to do this, but to take legal powers so this can be done through regulations in the future. At the moment the department considers the continued recognition of the EU qualifications for people based in the UK the right policy position.

There is currently no ability to exchange or recognise qualifications or training similar to DCPC that has been obtained outside the EU (except in the rest of the European Economic Area – meaning Norway, Iceland and Liechtenstein – and Switzerland). The department is therefore considering a process to allow this, subject to necessary checks.

The proposal is to take legal powers to allow exchange or recognition to be agreed via regulations in the future. Driving licences from non-UK countries are recognised or exchanged in many cases following bilateral agreements between the UK government and the government of the other country involved. This is the most likely route to the exchange and recognition of non-EU foreign DCPCs in the UK in the future.

Already the non-EU states that are part of the European Conference of Ministers of Transport haulage quota must have a DCPC similar to the EU standard (which is also equivalent to the UK I-DCPC standard) to use the quota. But if anyone with these qualifications moved to work for a UK operator these DCPCs would not be recognised. The UK can take decisions about recognition country by country. The 13 countries involved in the haulage quota using DCPCs not recognised for exchange in UK are:

• Albania
• Armenia
• Azerbaijan
• Belarus
• Bosnia and Herzegovina
• Georgia
• Moldova
• Montenegro
• North Macedonia
• Russia
• Serbia
• Turkey
• Ukraine

Implementation is planned soon in Armenia and Azerbaijan.

This scheme would operate to recognise countries or drivers’ qualifications as equivalent to UK DCPCs, and where they are not, to mandate further requirements drivers must complete to make their qualifications equivalent.

Electronic DQCs

The physical DQC has been viewed by some as an inconvenience. It carries a cost to produce and is at risk of being lost or stolen, leaving drivers at risk of breaking the law. The proposal is that this could be removed by placing a marker or ‘flag’ on a driver’s electronic driving record. This would remove the need to hold and carry a physical card.

This will only apply for the purposes of the N-DCPC. Drivers wishing to maintain I-DCPC will still be required to hold a DQC and carry it when travelling in Europe (including the Republic of Ireland) and the UK.

List of all questions

These questions are listed here to give you an overview of what we are asking.

See the Ways to respond section of the GOV.UK home page for this consultation for an online response form and other ways to respond.

Questions for all:

1. Select the description that is most appropriate for you now. You:

a. Were previously a professional driver?

b. Are a professional driver?

c. Are a DCPC trainer?

d. Are a lorry driver employer?

e. Are a bus or coach driver employer?

f. Are answering on behalf of a DCPC training organisation?

g. Are answering on behalf of a road safety organisation?

h. Are answering on behalf of an industry representative organisation?

i. Are not listed above?

Questions for those selecting 1(a) or 1(b) only:

2. Do you hold a C, C1, CE, C1E, D, D1, DE, D1E driving licence?

a. Yes, I currently do

b. I used to

c. No

d. I don’t know

Please specify, using the driving licence categories above, which licence you hold or have held.

3. Do you hold a DCPC qualification currently?

a. Yes

b. No, I let it lapse

c. No, I have never held one because I don’t need one

4. Which statement best describes your current thinking with regard to DCPC renewal or return?

a. I will renew my DCPC when it expires

b. I am not looking to renew my DCPC when it expires

c. I am considering returning to driving for which a DCPC is required

d. I am not considering returning to driving for which a DCPC is required

e. I am unsure what to do

Please give a reason for your selection.

4(i). For those selecting 4(a) or 4(b) only. Do you currently cover the cost of periodic DCPC training?

a. Yes, in full

b. Yes partly

c. No

4(ii).  For those selecting 4(a) or 4(b) only. You:

a. Cover your own travel costs to and from training course locations
b. Do not cover your own travel costs to and from training course locations

4(iii). For those selecting 4(ii)(a) only. How many days on average do you travel to training course locations per 35-hour training cycle?

a. 1 day

b. 2 days

c. 3 days

d. 4 days

e. 5 days

f. Above 5 days – specify number of days

4(iv). For those selecting 4(ii)(a) only. Approximately how much does it cost to travel to and from training locations, on average, per day – consider the cost of fuel, public transport, and other travelling costs?

a. I don’t know

b. £0

c. £0.01 to £5

d. £5.01 to £10

e. £10.01 to £20

f. £20.01 to £30.00

g. £30.01 to £40

h. £40.01 to £50

i. £50.01 and above – specify in pounds

Questions for those selecting 1(d), 1(e), 1(f), 1(g) or 1(h) only:

5. The number of employees in the organisation is:

a. 1 to 9 employees?

b. 10 to 49 employees?

c. 50 to 249 employees?

d. 250 employees or above? Specify the number.

Questions for those selecting 1(d) or 1(e) only:

6. To what extent does your organisation cover the cost of periodic DCPC training for employees?

a. All DCPC training is covered

b. Some DCPC training is covered

c. No DCPC training is covered

d. I don’t know

7. If a periodic test was implemented as an option instead of drivers completing 35 hours of DCPC training a high-level estimate is that it will cost £40-£70 per sitting.

As an employer, specify the maximum amount you would cover for an employee to undertake the periodic test option?

a. We would cover the cost regardless of price

b. We would not cover the cost regardless of price

c. We don’t know if we would cover the cost of the test option

d. We would cover the cost up to £20

e. We would cover the cost up to £30

f. We would cover the cost up to £40

g. We would cover the cost up to £50

h. We would cover the cost, but only up to an amount not mentioned. Specify in whole pounds.

8. You:

a. cover all the travel costs to and from training course locations for employees?

b. do not cover any travel costs to and from training course locations for employees?

c. cover some of the travel costs to and from training course locations for employees?

8(i). For those selecting 8(c) specify the percentage of travel costs covered.

Questions for those selecting 1(a), 1(b) 1(d) or 1(e) only:

9. What are your or your employees’ current arrangements for taking DCPC training during business hours?

a. I, or my employees, take DPCP training during business hours, but travel is not included as part of this

b. I, or my employees, do not take DPCP training during business hours, but travel is included as part of this

c. Both my, or my employees, DCPC training and travelling to and from training locations is taken during business hours

d. Neither my, or my employees, DCPC training nor travel are included in business hours

Questions for all:

10. How effective is DCPC in meeting its stated aims of improving:

a. Road safety?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

b. Professionalism of drivers?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

Specify a reason for your selection in 10(a) and 10(b).

11. You:

a. think DCPC does not need reforming

b. think DCPC should be reformed

c. think DCPC should be abolished

d. I don’t know

Specify a reason for your selection in 11(a), 11(b) and 11(c).

12. Select as many as appropriate. The changes you think are necessary are to:

a. Introduce a test option for DCPC periodic renewals?

b. Offer more flexibility in DCPC training requirements?

c. Continue developing core content for training modules?

d. Use more informal assessment after training courses?

e. Introduce new requirements for drivers looking to re-join the sector?

f. Allow short term extensions to DCPC validity periods in exceptional circumstances?

g. Allow short term exemptions from needing a DCPC in exceptional circumstances?

h. Allow the recognition or exchange of qualifications similar to DCPC but obtained outside of the UK?

i. Remove the need for drivers to carry a Driver Qualification Card when driving in the UK?

j. Another issue. Specify.

13. Do you support the proposed changes under the N-DCPC reformed training option?

a. Yes

b. No

c. I don’t know

13(i). For 13(a) responses only. Select as many as appropriate. You think the proposed changes to introduce N-DCPC reformed training will:

a. Save time?

b. Provide better work-life balance?

c. Make renewing the DCPC cheaper?

d. Help attract and retain drivers?

e. Be beneficial for another reason? Specify.

13(ii). For 13(b) responses only. Select as many as appropriate. You think the proposed changes to introduce N-DCPC reformed training will:

a. Add time?

b. Add cost?

c. Lead to confusion?

d. Lead to a shortage of internationally compliant drivers?

e. Be damaging for another reason? Specify.

14. Do you support the proposed changes under the N-DCPC periodic test option?

a. Yes

b. No

c. I don’t know

14(i). For 14(a) responses only. Select as many as appropriate. You think the proposed changes to introduce N-DCPC periodic test will:

a. Save time?

b. Provide better work-life balance?

c. Make renewing the DCPC cheaper?

d. Help attract and retain drivers?

e. Be beneficial for another reason? Specify.

14(ii). For 14(b) responses only. Select as many as appropriate. You think the proposed changes to introduce N-DCPC periodic test will:

a. Add time?

b. Add cost?

c. Lead to confusion?

d. Lead to a shortage of internationally compliant drivers?

e. Be damaging for another reason? Specify.

15. In your view how important is it that Great Britain and Northern Ireland have the same options for renewing DCPC?

a. Important

b. Its makes no difference

c. Unimportant

d. I don’t know

Questions only for professional bus, coach, and lorry drivers as well as their employers:

16. If there was a choice between either the I-DCPC, N-DCPC reformed training or N-DCPC periodic test which would you choose or recommend your drivers choose?

a. I-DCPC

b. N-DCPC reformed training

c. N-DCPC periodic test

Questions for all:

17. How effectively could the ‘new periodic test’ be in ensuring DCPC meets its stated aims of improving:

a. Road safety?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

b. Professionalism of drivers?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

Specify a reason for your selection in 17(a) and 17(b).

18. How effectively could the ‘initial test re-sit’ be in ensuring DCPC meets its stated aims of improving:

a. Road safety?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

b. Professionalism of drivers?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

Specify a reason for your selection in 18(a) and 18(b).

19. Would you support giving drivers the choice of completing the N-DCPC periodic test option along with the existing I-DCPC and N-DCPC reformed training option?

a. Yes

b. No

c. I don’t know

For 19(b) responses specify why.

20. Of the 2 test options proposed which do you think is the best option for drivers renewing their DCPC?

a. New periodic test

b. Initial test re-sit

c. I have no preference

d. I don’t know

21. Select as many as appropriate: Which of these subjects do you think should be included in the new periodic test?

a. Drivers’ hours

b. Loading and unloading

c. Health and safety

d. Tachographs

e. Manual handling

f. Defensive driving and eco driving

g. Customer service

h. Safe urban driving

i. Disability awareness

j. Counter terrorism

k. Another topic. Specify.

22. When drivers initially obtain their DCPC the qualification is limited to the vehicles their driving licence permits them to drive.

In your view should DCPC qualification renewal through the initial test re-sit mean the DCPC maintained as a result is limited to the vehicles covered by the driving licence?

a. Yes

b. No

c. I don’t know

23. For the new periodic test do you think there should be:

a. a single test for both category D (bus and coach) and category C (lorry) licence holders?

b. different tests for each category, one test for category D (bus and coach) licence holders and another test for category C (lorry) licence holders?

23(i). For those selecting 23(b) only. In the case of dual licence holder (those who have licences to drive C (lorry) and D (bus or coach) category vehicles, including their subcategories) where there are 2 tests, you:

a. think they should only have to pass either the bus or lorry periodic test for qualification to drive either set of vehicles?

b. think they should have to take both tests, the bus and lorry periodic test, for qualification to drive both sets of vehicles?

c. Don’t know your preference?

24. In your view should revision time required for the test and time needed to take the test be part of a drivers working hours?

a. Neither should be part of drivers working hours

b. Yes, revision time only

c. Yes, test time only

d. Yes, both revision and test time

e. I don’t know

Questions for professional bus, coach, and lorry drivers only:

25. In your opinion would having a test option mean you would be more likely to renew your DCPC?

a. Yes

b. No

c. I don’t know

For 25(a) and 25(b) responses specify why.

26. If you were to take the new periodic test, would you purchase revision materials?

a. No

b. Yes, up to £20

c. Yes, up to £40

d. Yes, up to £60

e. I don’t know

26(i). If you were to take the initial test re-sit, would you purchase revision materials?

a. No

b. Yes, up to £20

c. Yes, up to £40

d. Yes, up to £60

e. I don’t know

Questions for professional bus, coach, and lorry driver employers only:

27. To what extent, if at all, would you cover travel expenses and pay for travel time to and from DVSA test centres in order for drivers to take the N-DCPC periodic test?

a) We would only pay for travel expenses. b) We would only pay for the travel time. c) We would pay for both. d) We wouldn’t pay for either

For 27(a), 27(b) and 27(c) specify how much you would cover as a percentage.

Questions for all:

28. In your view how likely are the N-DCPC ‘Reformed Training’ changes to make it easier to:

a. Attract drivers that require a DCPC?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

b. Retain drivers that require a DCPC?

i. Very effective

ii. Effective

iii. Neither effective or ineffective

iv. Ineffective

v. I don’t know

Specify a reason for your selection in 28(a) and 28(b).

Questions for professional bus, coach, and lorry drivers only:

29. In your view would shorter training modules:

a. Mean you are more likely to renew your DCPC?

i. Yes

ii. No

iii. I don’t know

b. Provide better work-life balance?

i. Yes

ii. No

iii. I don’t know

30. In your view would removing the requirement to complete split courses over 2 days mean:

a. You are more likely to renew your DCPC?

i. Yes

ii. No

iii. I don’t know

b. Provide better work-life balance?

i. Yes

ii. No

iii. I don’t know

Questions for all:

31. What, if any, time limit, between completion of the trainer-led course and corresponding e-learning do you think should be imposed?

a. I don’t know

b. No time limit should be imposed

c. Up to 24 hours after the trainer led course

d. Up to 7 days after the trainer led course

e. Up to 30 days after the trainer led course

f. Another time period above 30 days. Specify.

Questions for professional bus, coach, and lorry drivers only:

32. What is the likelihood of you choosing to take courses which have an e-learning element if the changes proposed were implemented?

a. Very likely

b. Likely

c. It makes no difference

d. Unlikely

e. Very unlikely

f. I don’t know

33. Do you think the proposed changes to DCPC e-learning will make it easier to:

a. Attract drivers to the sector?

i. Yes

ii. No

iii. It makes no difference

iv. I don’t know

b. Retain drivers in the sector?

i. Yes

ii. No

iii. It makes no difference

iv. I don’t know

Questions for all:

34. Do you support the principle of specific return pathways to allow drivers to return to the sector?

a. Yes

b. No

c. I don’t know

For 34(b) responses specify why.

35. In your view what is the minimum time, in months, a driver’s DCPC qualification should have lapsed before they can utilise any of the specific return pathways?

a. Below 2 months

b. From 2 and up to 3 months

c. From 3 and up to 4 months

d. From 4 and up to 5 months

e. From 5 and up to 6 months

f. From 6 and up to 7 months

g. Another time period. Specify in months.

36. In your view what is the maximum time, in months, a driver’s DCPC qualification should have lapsed before they can utilise any of the specific return pathways?

a. Below 12 months

b. From 12 and up to 18 months

c. From 18 and up to 24 months

d. From 24 and up to 30 months

e. From 30 and up to 36 months

f. From 36 and up to 42 months

g. Another time period. Specify in months.

37. Which of the specific return pathways would you support?

a. The N-DCPC periodic test

b. The return to driver training

c. Either the N-DCPC periodic test or the return to driver training

d. None of these

e. I don’t know

For 37(a) responses specify why.

For 37(d) responses detail what alternative you would suggest.

38. With regards to return to driver training, you:

a. think the best option is that the remainder of training be completed every year, for a maximum of 7 hours, giving an annual DCPC entitlement?

b. think the best option is that the 28 hours of remaining training is completed at any point within the five-year DCPC entitlement?

c. think the best option for the return to driving training is completing neither of these options?

d. Don’t know which is the better option?

For 38(c) responses detail what alternative you would suggest.

39. In your opinion the hours of training that should be completed before a driver is allowed to return to driving commercially is:

a. I don’t know

b. Up to 1 hour

c. Above 1 and up to 7 hours

d. Above 7 and up to 14 hours

e. Above 14 and up to 21 hours

f. Above 21 and up to 28 hours

g. Above 28 and up to 35 hours

40. In your view within what time period should a driver complete the remainder of their training after a ‘return to driving’ module in order to gain a 5-year entitlement to drive commercially?

a. I don’t know

b. Within 1 year
c. Between 1 and up to 2 years

d. Between 2 and up to 3 years

e. Between 3 and up to 4 years

f. Between 4 and up to 5 years

g. Another time period. Specify in years.

41. Select as many as appropriate. What subjects do you think should be included in the ‘return to driving’ module?

a. Drivers’ hours

b. Loading and unloading

c. Health and safety

d. Tachographs

e. Manual handling

f. Defensive driving and eco driving

g. Customer service

h. Safe urban driving

i. Disability awareness

j. Counter terrorism

k. Another topic. Specify.

42. Do you think the proposed changes for returning drivers will make it easier to attract drivers to the sector?

a. Yes

b. No

c. It makes no difference

d. I don’t know

43. In your view how many times should a driver be able to utilise a specific return pathway?

a. As many times as required

b. Only once

c. I don’t know

d. It should be limited, but for another amount of times. Please specify.

Questions for all:

44. The circumstances you think should trigger:

a. Short term extensions are

i. A pandemic for example COVID-19?

ii. A national or international emergency for example the 2021 fuel tanker shortage?

iii. Circumstances which would impact on the normal operation of the road transport industry?

iv. Availability of training or test provision?

v. Other circumstances. Specify.

b. Short term exemptions are

i. A pandemic for example COVID-19?

ii. A national or international emergency for example the 2021 fuel tanker shortage?

iii. Circumstances which would impact on the normal operation of the road transport industry?

iv. Availability of training or test provision?

v. Other circumstances. Specify.

45. In your opinion does the:

a. Maximum extension period of 12 months seem like an appropriate amount of time?

i. Yes

ii. No

iii. I don’t know

b. Maximum exemption period of 3 months seem like an appropriate amount of time?

i. Yes

ii. No

iii. I don’t know

For 45(a)(ii) and 45(b)(ii) responses specify what the period should be in months.

46. In your opinion should short term exemptions only be offered to those who previously held a DCPC but let this lapse?

a. Yes

b. No

c. I don’t know

47. For this exemption how long, in your view, is an acceptable period for the qualification to have lapsed in months?

a. Above 3 months and up to 12 months

b. Above 12 months and up to 24 months

c. Above 24 months and up to 36 months

d. Another time period. Specify in months.

Questions for professional bus, coach, and lorry drivers as well as their employers only:

48. In your opinion:

a. Would short term extensions mean you or your drivers remain in the sector for the duration of the extension?

i. Yes

ii. No

iii. It would not affect my, or my drivers, decision

iv. I don’t know

b. Would short term exemptions mean you or drivers previously in your employ return to the sector for the duration of the exemption?

i. Yes

ii. No

iii. It would not affect my, or my previous employees, decision

iv. I don’t know

For all responses except 48(a)(iv) and 48(b)(iv) specify why.

Questions for all:

49. Would you support the creation of an:

a. Exchange scheme for non-GB and non-NI qualifications?

i. Yes

ii. No

iii. I don’t know

b. Recognition scheme for non-GB and non-NI qualifications?

i. Yes

ii. No

iii. I don’t know

For all responses except 49(a)(iv) and 49(b)(iv) specify why.

50. What is you view on having the DQC replaced by an electronic version?

a. I am in support of the DQC being replaced by an electronic alternative

b. I would want to keep the physical DQC

c. I am neither for nor against it

d. I don’t know

For all responses except 50(d) specify why.

Freedom of information

Information provided in response to this consultation, including personal information, may be subject to publication or disclosure in accordance with the Freedom of Information Act 2000 (FOIA) or the Environmental Information Regulations 2004.

If you want information that you provide to be treated as confidential, be aware that, under the FOIA, there is a statutory code of practice with which public authorities must comply and which deals, among other things, with obligations of confidence.

In view of this, it would be helpful if you could explain to us why you regard the information you have provided as confidential. If we receive a request for disclosure of the information, we will take full account of your explanation, but we cannot give an assurance that confidentiality can be maintained in all circumstances. An automatic confidentiality disclaimer generated by your IT system will not, of itself, be regarded as binding on DfT.

DfT will process your personal data in accordance with the Data Protection Act, this will mean that your personal data will not be disclosed to third parties.

Data protection

DfT is carrying out this consultation to gather evidence in relation to the changes to the DCPC. This consultation and the processing of personal data that it entails is necessary for the exercise of our functions as a government department. If your answers contain any information that allows you to be identified, DfT will, under data protection law, be the controller for this information.

As part of this consultation, we are asking for your name, whether you are answering in a personal capacity, or on behalf of a business or organisation, and for your email address. This is in case we need to ask you follow-up questions about any of your responses. You do not have to give us this personal information. If you do provide it, we will use it only for the purpose of asking follow-up questions.

Your response will be shared with our research partner for the purpose of analysis. We will not share your name and email address with our research partner.

DfT’s privacy policy has more information about your rights in relation to your personal data, how to complain and how to contact the Data Protection Officer.

To receive this information by telephone or post, contact us on 0300 330 3000 or write to:

Data Protection Officer
Department for Transport
Ashdown House
Sedlescombe Road North
St Leonards-on-Sea
TN37 7GA

Your information will be kept securely on the DfT’s secure IT system and destroyed 12 months after the consultation has been completed.