ALL THINGS LICENSING
points-based enforcement systems whereas others were supportive of such schemes.
The DfT now recommends that: where such systems are used, points should remain on the record for three years for drivers and five
There was some concern from the majority of trade responses about the impact of ISPs on drivers by having to purchase accessible vehicles. Clearly disability should be no barrier to accessing the licensed service and the Government has maintained the recommend- ation that: licensing authorities’ ISP-like documents are maintained by councils, in collaboration with disabled users, and reviewed every five years.
Accessibility measures
The draft BPG version explored the different barriers disabled people may face when using licensed vehicles and measures licensing authorities could take to ensure the service remained inclusive.
There were a number of responses expressing concern about the additional costs of accessible vehicles which the Government recognised, maintaining the recom- mendation that: the provision of accessible vehicles would need to be considered as part of licensing authorities’ policies to increase the number of WAVs, with examples provided as to how authorities can incentivise the uptake of WAVs; and assess whether the required standard of service has been provided.
Other common issues raised were the need for driver disability awareness training and WAV policies, with some welcoming further guidance on options to ensure enough WAVs are available. The DfT confirms: it continues to support the use of a mixed fleet of vehicles including the use of vehicles that support wheelchair users and other disabled people. Councils are also encouraged to: consider both the number of taxis and PHVs that are wheelchair accessible and whether there are sufficient to meet demand within its area as the availability of WAVs varies.
DURATION OF TAXI AND PRIVATE HIRE VEHICLE LICENSING ENFORCEMENT POINTS
Responses on points-based systems were mixed. Many respondents set out their opposition to such
PHTM JANUARY 2024
years for private hire vehicle operators. The consultation version of the Guidance did not recommend that all licensing authorities should adopt a points-based enforcement system, although this was not clear to me in the initial draft. Where points-based systems are not recommended as best practice, this obviously creates potential for inconsistency between authorities that do have systems and those that don’t.
DRIVER PROFICIENCY
The draft recommended that licensing authorities should require drivers to demonstrate a higher level of competence due to their position as professional drivers. Again, there was a variation in responses with some supporting the position that professional drivers should show a higher ability compared to other motorists; whereas others suggested that as professional drivers the trade already demonstrated a higher standard, and to require such a measure would increase costs and form a barrier to entry.
Whilst the government acknowledged different views, the DfT view maintained the stance that: taxi and private hire vehicle drivers should be held to a higher standard than non-vocational car drivers.
The guidance also now recommends that: drivers should be required to undertake training/assessment focusing on attitudes and behaviours which contribute to accidents, and that such training/ assessment should be undertaken at first application and subsequent renewal.
There were views expressed by some licensed drivers that as they cover more miles it is to be expected that they will incur more points on their DVLA driving licence. However, in response the Government confirmed that this view is not shared, and as: taxi and private hire drivers are trusted to transport the public, it is imperative to the safety of passengers and other road users that drivers obey road laws at all times.
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