The Driver and Vehicle Operator (DVO) Group is part of the Department for Transport and is made up of four agencies: the Driving Standards Agency, the Driver and Vehicle Licensing Agency (DVLA), the Vehicle Certification Agency (VCA) and the Vehicle and Operator Services Agency (VOSA). It was established in 2003 to promote closer collaboration between the agencies and to develop modernised co-ordinated services in order to deliver improved customer services and value for money. The Highways Agency is an executive agency of the Department for Transport and is responsible for operating, maintaining and improving the strategic road network in England. Issues considered in the Committee's report include how the agencies contribute to departmental objectives and policy, issues of accountability and transparency, agency funding and accounts, shared systems and co-ordination.

Dated May 2007

In this report the Transport Committee calls on the Government to implement the vision for transport - including improved traffic flows on motorways, rail electrification and high speed rail, reducing greenhouse gas emissions from transport - that has been established under the current Secretary of State, Lord Adonis. The Department has made progress in a number of important areas, both recently and over the past decade, and has also established a new sense of direction, despite a too-frequent change of ministers. The Committee reviews progress against the Government's integrated transport plan, 'Transport 2010', which was adopted in 2000. Whilst much has been achieved, the ambition to build up to 25 light rail lines has not. It calls on the Government to publish a comprehensive progress report against the targets that it set itself. It also calls for strong action on local bus services which, outside London, are still not integrated with other local transport services. Bus use outside London continues to decline, apart from a slight increase after the introduction of free bus travel for older and disabled people. The Committee calls for full implementation of the Local Transport Act which gives local authorities powers to introduce bus quality partnerships and quality contracts; and for the Traffic Commissioners to be given adequate resources to carry out punctuality monitoring.

Ministers have challenged all Departments to reduce their 2004 sickness rates by 30% by 2010. This report looks at the sickness levels in the Department of Transport and its seven executive agencies, which average 10.4 days sickness for each full-time employee (compared to a Civil Service average of 9.8 days). However the performance is varied. The central Department and four agencies have sickness levels at or below comparable organisations but three agencies have higher levels and the Driving Standards Agency and the Driver and Vehicle Licensing Agency have absence rates of 13.1 and 14 day respectively. If there is going to be a significant change there needs to be action at the corporate and individual business level. Corporately there needs to be: targets for each part of the Department, tailored to circumstances; quality standards for recording sickness with the provision of management information; a consistent framework for evaluating initiatives and sharing good practice. At a business level more could be done to ensure that line managers were aware of their responsibilities and improve intervention in long-term cases.

In the light of anecdotal accounts of accidents involving the vehicles, but little hard evidence, MPs urge the Government to collect better data on the use of scooters as well as incidents and injuries where they are involved. To develop sound policy, we need a comprehensive evidence base detailing the number and nature of incidents involving mobility scooters on the UK's pavements and roads. Only by doing so, will issues such as the legal status of mobility scooters, the appropriateness of proficiency tests and the rights of users to take the vehicles on public transport be adequately addressed. The Committee's report notes that the Department for Transport has launched a consultation on many of these issues, but is concerned that after a similar review in 2005, Ministers failed to act on many of its findings. With a growing number of mobility scooter users on the UK's pavements and roads, the MPs call on the Government to take decisive action where necessary.

National Policy Statements (NPS) are a key component of the new planning system for nationally significant infrastructure projects, introduced by the Planning Act 2008. The Act stipulates that a proposal for a National Policy Statement will be subject to public consultation and allows for parliamentary scrutiny before designation as national policy by the Secretary of State. The draft Ports National Policy Statement (Department for Transport, 2009) has been welcomed by many organisations as a good start which can be built upon. The Committee has recommended a number of modifications and expects the Department will improve the draft as a result of the consultation and scrutiny processes. The Committee has reservations regarding the Government's 2007 policy for ports and the lack of guidance on location for port development in the NPS but this, of itself, does not make the NPS unfit for purpose. But the Committee cannot recommend designation at this stage on two counts. Firstly, a key, related policy statement - the National Networks NPS - has yet to be published. Secondly, the organisation likely to be one of the principal decision-makers for port development - the Marine Management Organisation - has yet to be established and so has been unable to comment on guidance that will be of great importance to its role. These are fundamental flaws in the consultation process and the Ports NPS should not be designated until they are rectified.

The railways in Britain are currently experiencing historically high levels of investment. Network Rail, the monopoly owner and operator of Britain's fixed rail infrastructure, is investing about £35 billion in the railway network between 2009 and 2014. In this inquiry the Transport Committee assess the value of further investment to enhance Britain's railway network and - within the context of likely public spending reductions following the recession - to identify essential rail investment priorities for the future. Investment in rail enhancements can positively benefit the economy through reducing journey times, providing access to employment, contributing to the regeneration of local areas and, in the short-term, providing much-needed construction jobs. Failure to invest now to enhance the network, and to alleviate capacity constraints, will only damage the prosperity of the railways in the long term. The Committee believes the Government should continue to focus on enhancing the network, promoting integration of transport modes and reacting positively to proposals to develop new rail lines, or reopening old ones, serving communities with little or no access to the rail network. The report sets out which needs and schemes the Committee thinks should be considered high priorities in the medium to long-term.

Incorporating HC 533, session 2008-09

In April 2009 a new testing regime, based on the Second EU Driving Licence Directive, was introduced. Deadlines for implementation had not been met and when the new test was finally introduced, it was met with intense criticism and safety concerns. The number of tests taken dropped dramatically in the first few months and the industry suggested that the new test regime would threaten many small businesses and jobs. The Committee was concerned to not only establish whether the test had gone wrong and how problems could be rectified but also to ensure lessons are leaned before the implementation of the Third EU Driving Licence Directive. They concluded that they could not see why the Government failed to obtain derogation from certain speed requirements and that though many elements of the new regime were appropriate it was important to take into account the concerns expressed and consider what adjustments might be required. They also believe that training and instruction for the motorcycle test needs to develop and change to reflect the new test requirements. The off-road module of the test also needs to be amended to allow candidates to adapt their riding to reflect prevailing weather, road and other circumstances. The development of better awareness of motorcyclists among other road users is also crucial and should not be neglected. Though the Government exceeded what was necessary to comply with the EU directive the Committee believes they were right to do so. It is the development of Multi Purpose Test Sites for which justification was weak and implementation inept which represents the least effective element.

Update on the London Underground and the public-private (PPP) partnership Agreements : Seventh report of session 2009-10, report, together with formal minutes, oral and written Evidence