More Technical Notices (UK Brexit Preparedness)

The UK has today issued further Brexit Preparedness Notices. The existing online location is updated – here.

Please note particularly :

(1) CE marking – in the “Labelling products and making them safe” group

(2) Driving

(3) BAT standards – in the “Protecting the environment” group

(4) F-gases and ODS – in the “Protecting the environment” group

(5) The three Notices in the “Travelling between the UK and the EU” group

(6) Oil and gas activities – in the “Regulating energy” group

(7) European Works Councils in the “Workplace rights” group (already issued)

Any questions, please email me.

Carriage of Dangerous Goods (UK Brexit Preparedness)

The UK government is now consulting on new 2018 CDG Regulations (applicable in Britain) that will be brought forward to amend the CDG 2009 (the 2009 dated CDG Regulations that were amended in 2011) : the document is here

(separate amending regulations will be brought forward in Northern Ireland)

(1) to remove deficiencies arising from the UK’s exit from the European Union (EU), including textual amendments to definitions and requirements that are currently predicated on the UK being a Member State of the EU. The In-force day is the day that the UK exits the EU (“exit day”).

The amendments will maintain the dangerous goods regulatory framework and the international process behind it as it is today, including the GB Competent Authority’s power to grant authorisations and implement derogations. Those involved in the carriage of dangerous goods will continue to be required to follow the requirements of RID (for rail) and ADR (for road), in the same way as before EU exit.

The amendments are purely technical. They primarily amend definitions and requirements that are currently predicated on the UK being a Member State of the EU. For example, references to the UK being a “relevant Member State” are replaced with references to “relevant territory”. Textual amendments to CDG 2009 also make it clear that references to ADR and RID will continue to be to the latest versions of those documents, whereas references to the DG Directive and the Transportable Pressure Equipment Directive (2010/35/EU) will be to the versions of those Directives in force upon exit day. These new regulations will be cited as the Carriage of Dangerous Goods and Use of Transportable Pressure Equipment (Amendment) (EU Exit) Regulations 2018.

(2) to gather input for future changes – flexibility will continue on how dangerous goods regulation is implemented in the future, the UK government is seeking input on this.

In addition, the legal requirement for vapour recovery systems to be installed on mobile tanks is reinstated.

The Petroleum (Consolidation) Regulations 2014 mistakenly revoked regulation 5 of the Carriage of Dangerous Goods by Road Regulations 1996 in its entirety. This regulation referenced, amongst other documents, the Approved Tank Requirements published by the Health and Safety Commission. These included the requirements for the design and construction of tanks in respect of the control of volatile organic compound (VOC) emissions. Whilst the references to other documents were no longer required, the reference to the Approved Tank Requirements was.

This mistake is being rectified in a separate Statutory Instrument by the Department for Business, Energy & Industrial Strategy. It is entitled [Radioactive Substances], [Transport] of Radioactive Material (Radiation Emergencies) Regulations 2018. Those Regulations will contain a reference to the Approved Tank Requirements concerning the provisions for vapour recovery systems of mobile containers carrying petrol.

Transport (Scotland) Bill (Scotland)

A new Transport Bill was introduced in the Scottish Parliament on 8 June 2018.

The Bill is divided into 6 parts.

Part 1 of the Bill introduces the concept of low emission zones, which are set up under low emission zone schemes. A low emission zone scheme is a scheme under which individuals driving vehicles which fail to meet specified emission standards will be prohibited from driving those vehicles in contravention of the terms of the scheme within a designated geographical area. Where a person breaches this rule, a penalty charge will be payable unless the vehicle is exempt. Exemptions will be set out in regulations but are likely to include, for example, emergency service vehicles. The scheme itself may also make provision for the local authority operating the scheme to grant exemptions in certain circumstances.

Low emission zones are already in place in London. Further low emission zones may be introduced in England as a result of the Air Quality Strategy consultation. I have posted before on this (as part of DEFRA initiatives).

There has been talk of the Bill containing provisions that would enable local authorities to charge for workplace car parking. These provisions are not in the Bill.

A workplace car parking levy is in place in Nottingham (the English law permits this). Further information is here.

The Transport (Scotland) Bill is found here.

Haulage Permits and Trailer Registration Bill 2017-19 (UK)

I posted earlier about the EU Brexit Notice on haulage, which gave notice that UK vehicle registrations and driving licences would not be valid in the EU after 00:00 30 March 2019 (subject to any transition period or Trade Deal).

The UK Haulage Permits and Trailer Registration Bill is a new UK Brexit Bill (not signalled in the Queens Speech) that had its First Reading in the House of Lords on 7th February 2018. The Bill is here. The Explanatory Notes are here.

The UK has now decided, irrespective, it will ratify the international 1968 Vienna Convention on Road Traffic (which it had not ratified hitherto).

The Bill provides the UK Secretary of State with the powers to introduce administrative systems for haulage permits, which may be needed once the UK has left the EU, and a trailer registration scheme, which will be required following the UK’s ratification of the 1968 Vienna Convention on Road Traffic.

The Secretary of State will be able to make regulations prohibiting the use of a goods vehicle registered in the UK on an international journey specified in the regulations without a permit, where such permits are provided for in an international agreement. The regulations will also set out the administrative procedures for the allocation and granting of permits, including the number of permits available, the application process, the criteria to be taken into account in determining the issue of permits, and provisions for cancelling permits. Regulations will also allow the Secretary of State to establish an appeals process for the cancellation of a permit. The Bill sets out enforcement provisions, including powers for examiners to require the production of permits and offences for breaching regulations or failing to produce a permit for inspection. The Bill also includes a power to charge fees for the application for, and the issue of, a permit.

The Bill also makes provision for the Secretary of State to establish a trailer registration scheme, in view of the provisions of the 1968 Vienna Convention on Road Traffic, to ensure that trailers can be registered before entering international traffic. The scope of the scheme will be set out in regulations made under Part 2. Mandatory registration will apply only to commercial trailers (in practice almost exclusively HGV trailers) and the largest non-commercial trailers that enter international traffic. Smaller, common non-commercial trailers, such as caravans and horse trailers, may be registered by their keepers if they wish.

Again, registration is a necessary pre-cursor to travel abroad. The UK will ratify the 1968 Convention in order to support UK vehicle transport abroad. Where the outcome of negotiations with the EU mean that existing EU Licence arrangements will no longer apply after the UK’s exit from the EU, the Bill provides the Secretary of State with the powers to set up and enforce any alternative arrangements that may be agreed internationally, enabling the continued movement of goods to and from the EU by UK hauliers. A consequence of ratification is that unregistered trailers could be turned away at the borders of other countries who have ratified the 1968 Convention. Therefore, for operational reasons, a trailer registration scheme needs to be implemented.

The Bill (once enacted) will repeal the International Road Haulage Permits Act 1975 and make new provisions. It will also amend other legislation such as the Vehicle Excise and Registration Act 1994, the Goods Vehicles (Licensing of Operators) Act 1995 and the Vehicles (Crime) Act 2001, and makes consequential amendments to legislation in Northern Ireland.

Please read the linked explanatory notes carefully. I will Blog post separately when the UK creates the Convention ratifying instrument.

UK exits the EU (road transport haulage)

UPDATE : the (UK) Haulage Permits and Trailer Registration Bill is now published – see separate Blog post.

UPDATE : the (UK) Road Haulage and Truckers Bill (not published) is a possible UK Department of Transport preparation.

I posted earlier about various European Commission (and others) Notices to Operators in particular fields.

On 11th December 2017, the European Commission issued a Notice to Operators that are subject to European Union legislation in the field of road transport. This Notice is here.

The Notice reminds that from the Withdrawal date (subject to any transitional arrangements that may be contained in a possible Withdrawal Agreement), the EU rules in the field of road transport will no longer apply to the UK. This has a number particular consequences : set out below is the first set of these – please read the Notice itself for the other elements (essentially as a third country, permit would be needed) –

(1) CERTIFICATES, LICENCES AND ATTESTATIONS

Certificate of professional competence for road transport operators/transport managers: According to Articles 3(1)(d), 4(1) and 8 of European Regulation (EC) No 1071/2009, persons engaged in the occupation of road transport operator in the EU and transport managers employed by an undertaking engaged in the occupation of road transport operator must hold a certificate of professional competence issued by authorities of a EU Member State or by bodies duly authorised by a EU Member State for that purpose. As of the withdrawal date, certificates of professional competence issued by an authority of the United Kingdom or a body authorised by the United Kingdom will no longer be valid in the EU-27.

Driver attestation for third-country drivers: According to Article 3 of European Regulation (EC) No 1072/2009, international carriage shall be subject to a European Community licence and, when the driver is a national of a third country, in conjunction with a driver attestation.

Thus, as of the withdrawal date, drivers who are United Kingdom nationals and do not constitute long-term residents in the Union, within the meaning of European Directive 2003/109/EC, and who work for a Union haulier holding a Community licence require a driver attestation. In accordance with Article 5(2) of Regulation (EC) No 1072/20096, this driver attestation shall be issued by the competent authorities of the Member State of establishment of the haulier holding a Community licence for each driver who is neither a national nor a long-term resident within the meaning of Council Directive 2003/109/EC7 whom that haulier lawfully employs or who is put at his disposal.

Certificate of professional competence for drivers: In accordance with Directive 2003/59/EC8, drivers in the Union of a vehicle intended for the carriage of goods or for the carriage of passengers need to hold a certificate of professional competence certifying the initial qualification or periodic training and issued by competent authorities of an EU Member State or by an approved training centre in an EU Member State. Drivers who are nationals of an EU Member State obtain their initial qualification in the EU Member State of their normal residence while drivers who are nationals of third countries do this in the EU Member State which issued a work permit to them. As of the withdrawal date, certificates of professional competence issued by the United Kingdom or by an approved training centre in the United Kingdom will no longer be valid in the EU27.

As of the withdrawal date, drivers who are nationals of the United Kingdom but employed by an undertaking established in the Union or Union nationals resident in the United Kingdom but employed by an undertaking established in the Union will have to follow the professional drivers training in the EU Member State where the undertaking employing them is established.

Driving licence: According to Article 2 of European Directive 2006/126/EC9 driving licences issued by Member States of the Union are mutually recognised. As of the withdrawal date, a driving licence issued by the United Kingdom is no longer recognised by the Member States on the basis of this legislation.

The recognition of driving licences issued by third countries is not addressed in Union law but regulated at Member States level. In Member States which are Contracting Parties to the 1949 Geneva Convention on Road Traffic, this Convention applies.

Please read the other elements of this Notice.

New Vehicle Emission Charges (London)

From Monday, the new T-Charge (Toxicity Charge) will apply in London’s congestion charge zone. This will apply to cars, vans, minibuses, buses, coaches and heavy good vehicles. The daily T-Charge will be additional to the Congestion Charge. The T-Charge will end when the Ultra Low Emission Zone (ULEZ) is in force (April 2019). The ULEZ will operate 24 hours a day and 7 days a week. The ULEZ standards will be additional to the Congestion Charge and Low Emission Zone requirements at that time. 

Further Information is here

Congestion Charge and T-Charge hours of operation : Monday – Friday, 07:00 – 18:00 – excludes Bank Holidays and the period between Christmas Day and New Year’s Day inclusive.

Vehicles included

Cars, vans, minibuses, buses, coaches and HGVs, motorised caravans and horseboxes, breakdown and recovery vehicles, private ambulances, motor hearses, dual purpose vehicles and other specialist vehicle types that do not meet the minimum Euro emission standards are subject to the T-Charge. These standards are for cars – Euro 4 (see the further information link). 

Exemptions

Motorcycles, mopeds and scooters that are exempt from the Congestion Charge are also exempt from the T-Charge. 

Taxis and private hire vehicles (PHVs) are exempt from paying the Congestion Charge and the T-Charge when actively licensed with TfL. The exemption for PHVs only applies to private hire bookings.

Other exemptions include : 

(1) Vehicles with a historic tax class (40 years and older) and/or commercial vehicles manufactured before 1973. These vehicles continue to be subject to the Congestion Charge

(2) Two-wheeled motorbikes (and sidecars) and mopeds that are exempt from the Congestion Charge

(3) Emergency service vehicles, such as ambulances and fire engines, which have a taxation class of ‘ambulance’ or ‘fire engine’ on the date of travel

(4) NHS vehicles exempt from vehicle excise duty, and Ministry of Defence vehicles

(5) Roadside recovery vehicles and accredited breakdown vehicles registered for a 100% discount from the Congestion Charge

(6) Specialist off-road vehicles such as tractors and mobile cranes (that are exempt from Low Emission Zone)

Motorised tricycles and quadricycles that are subject to the Congestion Charge are also affected. Motorcycles are not subject to the T-Charge.
9+ seater vehicles that are currently registered for a discount or are exempt from paying the charge will need to meet the required emissions standards or pay the T-Charge.