OVER! PART TWO


This of course is not possible for councils that do not perform an actual roadworthiness test, merely a compliance test.


“The requirements of the test normally include those in an MOT test but may include another inspection by a licensing officer to ensure the vehicle meets local requirements for a vehicle licence e.g. cleanliness of the vehicle, correct plates displayed etc.”


It is great to see the DfT echo our feelings about compliance tests.


To simplify this: • an MOT = roadworthiness and safety


• a compliance test = local requirements only


The guidance goes on to address waiting times and delays for vehicle owners here:


“It should be accepted that any DVSA testing centre is able to conduct this assessment and that any recent MOT will evidence the fact the vehicle is roadworthy. This maximises testing capacity available to proprietors and allows


licensing


authorities to focus their testing capacity on any additional criteria.”


Skipping past setting of taxi fares, and unmet demand surveys for limiting the number of plates, although quite important, nothing has really changed within the guidance on these two topics, so let’s move swiftly on to a section which is important to taxi drivers and of course travelling public.


11. Taxi ranks and roadside infrastructure


“Taxi ranks can provide a useful interchange between modes of transport and a focal point for taxis and passengers at peak periods. There are a number of aspects that should be considered when assessing the number and location of taxi ranks, including how ranks contribute to a wider transport policy and its success in delivering accessible transport as disabled users are less able to seek alternatives.


“When providing new ranks or redesigning areas of the built environment where existing ones are located, authorities should seek to locate ranks as close as possible to transport interchanges and other key destinations they serve in order to minimise walking distances for passengers and follow the DfT’s Inclusive Mobility guidance and other sources of best practice in accessible street design.”


PHTM JANUARY 2024


We have stated several times that ranks should be inclusive, visible and accessible for the travelling public, so this new guidance echoes our views extremely well.


It goes on to state the importance of active engagement with interested parties, including drivers and service users, to suggest that location and provision of ranks should be reviewed every five years, recommends taxi marshals and there are even suggestions of public toilets and waiting areas for both drivers and passengers.


We have seen with most, if not all local authorities, that rather than reviewing and expanding on the provision of ranks, there is a huge reduction in rank spaces, no facilities at all, and in many regions vehicles are exclused entirely from busy town centres.


13. Flexible transport services


“The department encourages licensing authorities, as a matter of best practice, to play their part in promoting flexible services to


increase the availability of transport to the travelling public.”


This is very much welcomed, for many years we have known that taxi and private hire vehicles may provide additional services as set out within the guidance here, namely The Transport Act 1985 sections 10, Shared taxis – immediate hiring but at separate fares (taxi only); section 11, Shared taxis and private hire vehicles – advance bookings; and section 12, Taxi and private hire vehicle buses (taxi-bus services) including timetables and bus stops along a set route. This section is placing a burden on local authorities to make it better known within their licensed trade.


We welcome this being highlighted and look forward to seeing how local authorities will make these options better known; we aim to focus on this topic in coming months.


Local transport plans have been covered in the November issue; section 15 of the BPG deals with the new tax conditionality check codes which were introduced for England and Wales in April 2022, and for Scotland in April 2023.


We’ve pretty much covered everything, and will now wait to see how new policies and conditions around the UK are adopted or amended to include the new guidance, which we welcome from our DfT colleagues.


All that is left to say is we wish you a happy, healthy and profitable 2024 from all of us at here at the NPHTA.


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