FEES FOR DRIVING TESTS AND OTHER MATTERS

A CONSULTATION PAPER An executive agency of the

APRIL 2003

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FEES FOR DRIVING TESTS AND OTHER MATTERS Driving test fees 1. DSA has to set fees and charges for its activities at levels that generate sufficient revenue in order that the costs of the Agency’s operations are recovered from users and are not a burden on the general taxpayer. Fees are reviewed annually in the context of each year's planning cycle. Plans for service improvement, performance targets and fees are published in the Agency's Business Plan for that year. The DSA 2003-2004 Plan will be published shortly. 2. The Agency serves two broad groups of direct customers - test candidates and driver trainers. Fees for particular activities take account of the costs of providing those services. In line with cost accounting best practice, DSA has reviewed and updated the allocation of overheads for the current Plan year. 3. The 2003-2004 Plan aims to deliver a higher standard of service to candidates and business customers, whilst limiting any fee increases, by reinvesting £7.5 million accumulated surpluses on: • a planned £5.5 million capital investment programme, mainly on IT and improving the test centre

estate. • a further £2 million in non-recurrent revenue expenditure to finance:

• the recruitment and training of over 200 extra driving examiners to underpin the improved service that can be offered to customers.

• electronic service delivery, and the programme to re-let the contracts for the delivery of the theory test service and the maintenance of the Agency’s IT network, including the practical test booking system.

4. The qualification processes for drivers and trainers contain a number of points at which particular fees can be charged to recover the Agency’s costs. Experience indicates that it is not helpful to attempt to fine-tune the levels of individual fees to an excessive level of specificity, as that would require extremely fine-grained forecasting and, with fluctuations in demand, is liable to produce unexpected surpluses and deficits. DSA therefore proposes to set the level of individual fees within a broader consideration concerning the financing of the services provided to relevant groups of customers. Theory test fee 5. The principal test fee proposal relates to the theory test for all categories of learner driver. It is proposed to increase the fee by £2.50 from £18 to £20.50 (+13.8%), introducing this increase for test applications made on or after 1 September 2003. 6. When the new theory test was introduced last year, DSA advised that this fee would be reviewed as part of the 2003-2004 Plan1. In 2002-2003, the Agency spent over £5 million developing the theory test, mainly on the introduction of the moving-image hazard perception testing (HPT) element, but also on developments in the multiple-choice question element linked to higher European standards for driving tests2.

1 Introducing Hazard Perception Testing (HPT) into the driving theory test. Fees for driving tests and related matters. Responses to consultation and decisions reached. DSA. 23 September 2002. 2 Implementing European changes to the driving test – a report on responses and decisions reached. DSA. August 2002.

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7. In addition, DSA has spent some £1.4 million on Information Videos sent free of charge to all test candidates to inform them about how the new test event works. This is a transitional measure, and it is intended to end the distribution in June 2003 by when DSA’s interactive DVD, which includes the material from the Information Video, will have been published. (DSA plans to supply copies of the Information Video to all local authority road safety officers, public libraries, and schools via the Arrive Alive programme.) Further, the Agency has spent some £0.25 million on copies of the RoadSense package of HPT training material given to all driving instructors. Your views are invited on the proposed £2.50 increase in the theory test fee. Charge for theory test pass certificates 8. The other proposed increase relates to the charge for theory test pass certificates supplied to organisations authorised to undertake in-house theory tests for their staff – some fire and police forces, some bus companies and the Ministry of Defence – to cover DSA’s costs providing this service. It is proposed to increase this charge by £2.50 from £7.50 to £10 (+33%) per certificate. The higher amount would be charged for pass certificates supplied on or after 1 September 2003. 9. When the new theory test was introduced, DSA advised that the fee for theory test pass certificates would be reviewed as part of the 2003-2004 Plan. DSA incurs extra expense providing an in-house theory testing service. The service requires separate software and additional system requirements. The current £7.50 charge for pass certificates takes no account of the specific costs of upgrading the software to enable these users to deliver HPT. That cost DSA some £300k for the delivery of some 36,000 tests annually, some £8.33 per test. 10. DSA does not charge for unsuccessful tests, though those tests also create costs for the Agency. The current overall pass-rate is around 80% for tests delivered through this route, so DSA incurs costs in relation to 20% of the test volume for which there is no charge. That is in addition to the costs of HPT development identified in the previous paragraph. Unless the certificate charge is set at a suitable level, the costs of this service are subsidised by theory test candidates generally, rather than paid for by the users of the service. Your views are invited on the proposed £2.50 increase in the theory test pass certificate charge. Other DSA fees 11. Taking account of the use of £7.5 million of accumulated surpluses, these two fee increases should provide DSA with sufficient funds to finance its planned expenditure, whilst enabling the Agency to avoid increasing any of the fees for practical tests for learner drivers. 12. As part of its Trading Fund targets, DSA is required to keep increases in fee levels for existing services (across a weighted average of the main fees that it charges) to within the rate of general price inflation, as measured by the Retail Price Index. The proposed increases described above relate mainly to the cost of implementing a new service, though in the case of theory test pass certificates a general reduction in the cross-subsidy previously enjoyed is also a factor. 13. This Paper does not contain proposals to alter the amounts charged for the Approved Driving Instructor (ADI) qualifying tests, the ADI Trainee Licence, or ADI registration, though it seems likely that present fee levels will not fully cover the costs of operating the ADI scheme during 2003-2004. Ministers see merit in rebalancing ADI fees, in particular introducing direct charging for check-tests and a cost-recovery level of fees for ADI practical tests. Paragraphs 28 and 29 below seek views on charging specific fees for check-tests. Any other fee adjustments would be made in the light of what was decided about that.

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14. It has been suggested that it would be fairer and more efficient if a separate fee to cover initial administration costs was collected when a person first applied to join the ADI Register - the arrangement that operates in DSA’s registration scheme for LGV driving instructors. Detaching this part of the ADI application process from that of applying and paying for the first part of the ADI qualifying exam could help facilitate wider service improvements, such as applicants booking their tests via the Internet. Your views are invited on this suggestion. 15. No change is proposed at this stage for the £8 charge for the completion certificates for training courses for learner motorcyclists and moped riders that are supplied to motorcycle training bodies. DSA will be reviewing the current charging structure during the year, with a view to introducing separate charges for assessments for trainers. Other matters Vehicle safety checks in driving tests for learners driving specialist vehicles 16. Certain specialist vehicle categories in GB pre-date the 1990s European harmonisation of vehicle categories into cars, motorcycles, lorries and buses. Driving licences and tests relating to these minor domestic categories are not regulated by European legislation. The tests involve an assessment of practical driving skills, without a separate theory test. The vehicles types in question are: • agricultural & forestry tractors (Category F) • road rollers (Category G) • track-laying vehicles steered by their tracks (Category H) • vehicles controlled by a pedestrian (Category K). 17. It is proposed that from 1 September 2003 the higher European standards relating to driving tests generally should apply to tests taken by those seeking a full licence to drive vehicles in these categories. In line with changes to the driving test for the main vehicle categories, the practical test for the domestic categories would include basic vehicle safety checks. This would involve the examiner asking candidates 2 “show me/tell me” questions at the start of the test. Should the candidate fail to answer either one or both questions correctly, this would be assessed as 1 driving fault and would not therefore constitute a reason for failing the test in its own right. Your views are invited on the proposal to include basic vehicle safety checks in these driving tests. The qualifying examination for professional driving instructors 18. To qualify to join the statutory register of ADIs, car driving instructors have to pass a three-part examination. The first part of the examination is a theory test, delivered as a computer-based test, which includes a 100 multiple-choice question (MCQ) paper. The syllabus includes road procedure, driving matters and instructional techniques. The part of the syllabus dealing with general driving and road traffic law overlaps with the syllabus for learner drivers. Similar arrangements operate for joining the non-statutory registration schemes for lorry driving instructors, and for ADIs specialising in providing training for company car and van drivers. 19. It is proposed to update the question banks for professional driving instructors in line with the improvements made for the relevant categories of learner driver. In particular, it is proposed that - consistent with the changes made to the theory test for learner lorry drivers on 1 April - the qualifying theory test for lorry driving instructors would include new, or enhanced, topic areas (braking systems, the driver, carrying passengers, the road, accident handling, vehicle condition, vehicle loading, documents, other road users). Your views are invited on the proposal to enhance the theory test for professional instructors.

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20. The qualifying examination contains practical tests of driving ability and instructional ability. It is proposed to carry-over the basic vehicle safety checks from the practical tests for learner drivers to the driving ability test. The examiner would ask candidates 5 “show me/tell me” questions at the start of the test. Each incorrect answer would be recorded as a driving fault up to a maximum of 4 faults. Should the candidate answer all five questions incorrectly, this would be assessed as a serious fault and would result in test failure. These changes should help raise the knowledge and awareness of instructors, as well as familiarising them with tests their trainees may undergo. Your views are invited on the proposal to include vehicle safety checks in driving ability tests for professional instructors. Extending HPT assessment to the supervision of all Approved Driving Instructors 21. There is strong evidence that hazard perception is an important skill for safe driving. DSA is introducing moving-image HPT into the qualification process for driving examiners. The Agency also plans to include HPT in a programme of refresher courses for existing driving examiners. 22. Introducing HPT into the standards supervision arrangements for existing ADIs could bring important benefits. It would enhance the quality assurance relating to those instructors. It would also help to ensure that all instructors were familiar with the tests that their pupils faced. It was not possible to introduce HPT for existing ADIs to the same timetable for introducing HPT into the qualifying arrangements for new ADIs without delaying the November 2002 date for the wider project, and further consultation was promised on possible arrangements. 23. It would be possible to put HPT into the supervision arrangements for existing ADIs via check-testing arrangements. Retention of a person’s name on the ADI Register is subject to the instructor satisfying a periodic test of continued ability and fitness to give instruction (a check-test). The Secretary of State determines the form of the check-test in the driving instruction regulations. 24. At present, a check-test is a practical test, conducted either as an “observed lesson” (with the examiner observing an instructor giving a lesson to a pupil) or as a “role play” (with the examiner simulating a learner driver at various stages of competence receiving tuition from the instructor). The test could be redefined to include HPT. That might be adopted for those ADIs - currently the overwhelming majority - who had not taken the HPT element as part of the qualifying process. Should HPT be part of the standards supervision arrangements for existing ADIs? 25. One option would be for existing ADIs to take a computer-based test of driving and instructional knowledge and understanding similar to that taken as part of the ADI qualifying process, with a MCQ element plus a moving-image HPT element. The inclusion of the MCQ element would check that existing ADIs had kept up-to-date with the syllabus as it has developed in recent years. The pass-marks for each element could be set at the same level, or at a higher level, than for would-be ADIs. Such tests could be delivered via the nationwide network of theory test centres. Should a computer-based test for registered instructors include a MCQ element? Should the MCQ/HPT pass-marks for registered instructors be the same as for the qualifying exam? 26. Responses to the earlier consultation about introducing HPT generally found strong support for introducing HPT for existing ADIs, other than within the ADI industry. Some of those objecting suggested that such a test would be unnecessary, as existing ADIs would already have the knowledge and skills, and therefore would pass. However, it would seem sensible to have a procedure to deal with cases where candidates were not successful. Currently, ADIs are allowed 3 attempts at a check-test before the Registrar initiates de-registration action. A similar procedure could be adopted for a computer-based test - perhaps requiring all ADIs who had not passed HPT as part of qualifying to pass this test within, say, 12 months from the introduction of the new arrangements. Should ADIs be allowed up to 3 attempts at a computer-based test?

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27. The adoption of such a computer-based test might be as a substitute for the current check-test, or as a staged addition to be passed before the current check-test. An option could be for the next round of check-tests to be a computer-based test checking knowledge and understanding of the up-to-date syllabus plus hazard perception skills, reverting to traditional check-tests in the future. Alternatively, passing such a computer-based test might be inserted as a condition to be met before each 4-yearly re-registration – perhaps as part of a process of continuing professional development. Should a computer-based test be in addition to, or a substitute for, the current check-test? Should ADIs be required to satisfy a computer-based test every 4 years to remain on the Register (in addition to any other check-testing?) 28. Paragraph 13 above noted that the fee arrangements to pay for check-tests are being reviewed. Assuming a computer-based test for existing ADIs was similar in nature to that taken as part of the ADI qualifying process, the fee would be likely to be around £50. A cost-recovery fee for the current check-test would be likely to be around £80, with adjustments to the registration fee. The overall cost in terms of test-fee cost and compliance costs would depend, of course, on whether the computer-based test was a substitute for the current check-test, or an addition. 29. An option could be to charge a nil fee for the first computer-based test, with DSA defraying the costs from the registration fee, but charging £50 for subsequent attempts. This would avoid those who prepared thoroughly for the first attempt cross-subsidising those who did not. Should ADIs pay a specific fee for each check test, or should a fee be paid only after the first one? Do you have any other suggestions for improving ADI check-tests? 30. Depending on what was decided for the introduction of HPT for ADIs, comparable arrangements could be put in place for the non-statutory instructor registration schemes operated by DSA. What is the best way to extend HPT to existing registered instructors in these non-statutory schemes? Modernising the Young Large Goods Vehicle (LGV) Driver Scheme 31. The Young LGV Driver Scheme allows young people to become professional lorry drivers from age 18 years rather than 21 years, provided they qualify within a specified training scheme. The Scheme is subject to approval by the Secretary of State for Transport, and is managed on his behalf by the Road Haulage and Distribution Training Council (RHDTC), the representative training body for the road freight sector. 32. In August 2002, DSA issued a Consultation Paper3 about a package of changes intended to modernise the Scheme and encourage participation by employers and trainees. The proposed changes were generally welcomed as a sensible update by both road safety and industry interests – a report on the consultation exercise is attached at Appendix A. In the light of this positive response, Ministers have agreed a revised Framework Document for the Scheme, which incorporates the proposed improvements. An amendment to the relevant regulations, taking account of revisions as applicable, came into force on 1 April4.

3 Modernising the Young Large Goods Vehicle (LGV) Driver Scheme. A Consultation Paper. DSA. August 2002. 4 The Motor Vehicles (Driving Licences) (Amendment) (No.3) Regulations 2003. SI 2003 No. 636

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33. Two further changes have been suggested to help the efficient management of the Scheme: • Where a trainee leaves the Scheme before completion, the lorry driving licence issued as part of

the Scheme ceases to provide entitlement to drive. The normal operational practice is that the trainee’s licence is handed back to DVLA via RHDTC. It is proposed that a specific regulatory provision should be made requiring trainees to surrender their licence in such circumstances.

• Trainees are authorised to take the driving test when they have satisfactorily completed the

relevant parts of the Scheme’s training programme. It is proposed that a specific regulatory provision should be made concerning trainees presenting evidence to examiners conducting the practical test that they had progressed to the appropriate stage in their training programme.

Do you agree with the proposals to require trainees to: • surrender their lorry driving licence when leaving the scheme before completion? • present evidence to examiners that they had progressed to the appropriate stage in their training

programme? Amended dates concerning the implementation of higher European standards for driving tests 34. In August 2002, DSA advised interested parties about the implementation arrangements for the higher European standards for driving tests introduced by Commission Directive 56/20005. 35. The Agency subsequently received representations that some training providers for the road freight industry had not known about, or not understood, that the higher minimum test vehicle (MTV) standards would apply to test vehicles whose first use was after the Directive was made – in autumn 2000. Some trainers had bought brand new vehicles for training and testing purposes that met the existing standards but not the higher standards and - by virtue of the Directive - these vehicles would have a foreshortened working life. 36. Following discussions with the European Commission, DSA understands that the Commission intends this summer to bring forward an amending Directive which will define the “first use” date of vehicles for MTV purposes as being a later date. DSA is hopeful that it will be possible to provide that vehicles bought before the Agency’s statement of August 2002 will have the same position as vehicles whose first use was before the Directive was made in autumn 2000. 37. In addition, DSA understands that the Commission intends, in the same amending Directive, to allow Member States until 2008, rather than 2005, to implement the new specific manoeuvres in the practical motorcycling test. This would allow longer to put in place arrangements for delivering this test. The Agency is currently consulting interested parties on delivery options6. Would it be desirable if • the “first use” date for vehicles for the purposes of meeting the higher MTV standards was set

later? • Member States had until 2008, rather than 2005, to implement the new specific manoeuvres in the

motorcycle test? Driver testing arrangements within the fire service 38. Following representations from the Chief and Assistant Chief Fire Officers Association made as part of earlier consultation, Ministers have decided to allow one fire brigade to conduct driving tests on behalf of another fire brigade where that suits both brigades. This change should help the development of centres of driver training and testing excellence within the fire service, and assist the delivery of “Best Value” policy. It is intended to implement the necessary change in regulation to enable this to happen at the same time as dealing with test fee changes. The opportunity would be taken to update the relevant regulations, removing any otiose provisions.

5 Implementing European changes to the driving test. DSA. August 2002 6 Delivering the new motorcycling test – a consultation paper. DSA. December 2002

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Regulatory Impact Assessment 39. The Agency has prepared draft Regulatory Impact Assessments (RIAs) for these matters. (Appendices B1, B2 and B3). Your comments on these are welcomed. Consultation 40. A copy of this Paper has been sent to the organisations listed at Appendix C. This Paper can also be found on the Agency’s website at: www.dsa.gov.uk and the Government’s UK online website at www.ukonline.gov.uk Please advise us if you think that other organisations or individuals should be sent a copy. 41. This Paper has been produced in accordance with the principles of the Code of Practice on Written Consultations7, which are reproduced at Appendix D. If you consider that this Paper does not comply with the criteria, please write setting out the areas where you feel it departs from the criteria to: Paul Butler, DSA Consultation Co-ordinator, Stanley House, 56 Talbot Street, Nottingham NG1 5GU 42. A reply form for this consultation exercise is provided at Appendix E. If you are replying on behalf of an organisation, it would be helpful if you indicated who you are representing, what the organisation does and what its aims are, how many individuals’ views are included in the response and what steps you have taken to gather those views. Disclosure of information 43. DSA may be asked to make public the content of replies it receives to this Paper. When submitting comments, please state whether you would be content for your reply to be included in a summary of responses which the Agency may compile or divulge on request. 44. DSA may also be asked, under the Code of Practice on Access to Government Information8, to provide copies of individual responses. Subject to the consent of the person submitting the comments, the Agency proposes to do so, making a reasonable charge for processing and copying. Please make it clear if you do not wish this to happen with regard to your response. Application within the UK 45. This Paper considers changes within GB to test fees, driving tests, driving instructor registration schemes and the Young LGV Driver Scheme. It has no application within Northern Ireland. © Crown Copyright. Driving Standards Agency. April 2003. The contents of this Consultation Paper may be freely reproduced, with proper acknowledgement of source, except for advertising, endorsement or sales purposes. T:\POLICY\FEES 2003.2004\CONSULTATION PAPER PUB.DOC

7 Modernising Government: Code of practice on written consultation. Cabinet Office. November 2000. 8 Open Government: Code of Practice on Access to Government Information. Cabinet Office. 1997.

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Appendix A MODERNISING THE YOUNG LGV DRIVER SCHEME: REPORT ON CONSULTATION

Background 1. The Young Large Goods Vehicles (LGV) Driver Scheme is an apprenticeship arrangement for young lorry drivers. It is currently administered on behalf of the Department for Transport (DfT) by the Road Haulage Distribution and Training Council (RHDTC), the recognised sector body for the road freight industry. The Scheme operates in GB, but not Northern Ireland. 2. The Scheme stems from EU social legislation9 which allows persons to work as professional lorry drivers from age 18 (rather than 21) years, provided the drivers are participants in a registered training scheme established by a Member State for this purpose which meets the standards set in Council Directive 914 of 1976. The European driving licence legislation10 co-ordinates the rules for the minimum age to drive lorries on public roads. 3. In August 2002, the Driving Standards Agency (DSA) consulted on a proposed package of changes to modernise the Scheme, making it more flexible and thus more attractive to employers and young people alike. The changes were also designed to complement monies made available by the Government through the Road Haulage Modernisation Fund, to finance the training of an extra 1,800 drivers over a 3-year period within the Scheme, thus helping to alleviate driver shortages.

Obtaining views of interested parties 4. Around 3,000 copies of DSA’s Consultation Paper were issued and the Paper was posted on the Agency’s and UK Online websites. 38 responses were received, some of which were collective responses. Respondents included: • road safety officer (RSO) interests. • trade associations for the road freight industry. • LGV operators and training bodies. • public service employers of lorry drivers. • national representative bodies for Approved Driving Instructors (ADIs). • other interest groups, such as the police and road safety groups. 5. A summary of responses on each of the proposals, and decisions reached, is set out below. Consultees’ responses Proposed change No.1: The Scheme to recognise the new National Occupational Standards (NOS) and the new National/Scottish Vocational Qualification (N/SVQ) developed for lorry drivers. Purpose 6. The Scheme referred to the NOS for the industry and the N/SVQ - Transporting Goods by Road. The road transport industry has been developing new NOS that are more relevant for today’s drivers, taking account of advancements in technology, European Community legislation and the Government’s Road Safety Strategy. In turn this has led to the development of a new N/SVQ – Driving Goods Vehicles that has been approved by the Qualifications and Curriculum Authority (QCA)

Responses 7. 31 respondents commented on this proposal, and all agreed. Outcome 8. Ministers decided to adopt the proposal.

9 EEC Regulation 543 of 1969 – now Article 5(b) of EEC Regulation 3820 of 1985 10 Council Directive 439 of 1991

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Proposed change No.2: Re-configuring number/frequency of the Scheme’s trainee assessments: • undertake assessments at months 1,2,4, and 6 after obtaining a full Category C licence, and • allow trainees to be able to apply for a provisional Category C+E licence and start training with

articulated lorries 6 months after obtaining a full Category C licence, subject to the successful completion of the 4 assessments post-Category C test, and a Level 2 NVQ.

Purpose 9. The Scheme encompasses youngsters training to drive rigid lorries (Category C), and also youngsters training to drive the larger articulated lorries and lorry-trailer combinations (Category C+E). The Scheme provided that a participant had to undergo 5 assessments over a 2-year period after obtaining a full licence to drive rigid lorries before starting training for the larger vehicles. The assessments took place during months 1, 3, 6, 12 and again within one month of the trainee’s 21st birthday or application for a full Category C+E licence. This meant the Scheme was slow to deliver drivers of articulated lorries, the mainstay vehicle of the GB road freight sector. Responses 10. 31 respondents commented on this proposal. 26, including the trade associations, agreed that re-configuring the number and frequency of trainee assessments was sensible. 5 expressed concern, querying whether the proposal was out of step with the emphasis in other areas of driver training on extending the periods of supervised practice and increasing the number of assessments. Outcome 11. Ministers decided to adopt the proposal. Staging the training for the largest lorries on the basis of competence achieved, rather than 2-years time-serving, is consistent with modern educational practice. Undertaking the assessments within a tighter time period should lead to weaknesses being identified and addressed at an earlier stage in the drivers’ development. The QCA has accepted the reduction in the number of assessments from 5 to 4 in their appraisal of the Assessment Strategy supporting the new N/SVQ. Proposed change No.3: Broadening eligibility to enter the Scheme from 16-20 to 16-21 years. Purpose 12. Persons in their 21st year were excluded from the Scheme, so they had to wait until their 21st birthday to become a lorry driver. The restriction dates from a time when the norms for vocational training periods were longer than current practice. Responses 13. 31 respondents commented. 29, including the trade associations, agreed that it would be sensible to widen the age band. The 2 who did not support had concerns that the change could place pressure on training providers, affecting the quality of training and assessment, or did not want young drivers to be able to complete the training at an earlier age. Outcome 14. Ministers decided to adopt the proposal. The removal of an obsolete rule that excluded potential participants is similar to Proposal No.2 – updating the Scheme in the light of modern vocational training practice. In road safety terms, it seems preferable to have 20 year olds becoming lorry drivers following structured training, as opposed to a person aged 21 becoming a professional lorry driver merely by passing the driving test with no requirement for professional training.

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Proposed change No.4: Issuing the Scheme’s Completion Certificate at the time competence is achieved, rather than when the trainee reaches age 21 years. Purpose 15. The Scheme’s Completion Certificate provides recognition and status for the trainee, plus the authorisation within the relevant EU legislation for any professional driver aged under 21 years to drive elsewhere in the EU. 16. The Scheme provided for a Completion Certificate to be issued to a trainee when the age of 21 years was reached. This was notwithstanding that a person might have entered the Scheme aged 18 years, passed the driving test for rigid lorries in the 19th year, and been driving domestically on revenue earning duties for an employer ever since. 17. The arrangement dated from the early years of the Scheme, when the assumption was that all participants would be seeking a licence to drive articulated lorries, any trainee would get only one Completion Certificate, and that trainees aged under 21 years would be able to drive such vehicles aged under 21 years in only very restricted circumstances anyway. The idea that professionally trained drivers aged under 21 years would not be able to drive lorries abroad did not seem to have weighed heavily – there was less international road haulage at that time. 18. The proposal was for 2 classes of Completion Certificate - relating to vehicles in Category C and Category C+E. A Certificate would be issued when full competence was assessed to have been achieved, typically 12 months after passing the relevant driving test. Possession of the Certificate would mean that these drivers could drive such vehicles elsewhere in the EU. Responses 19. 30 respondents, including the trade associations, agreed with this proposal. It was seen as a significant enhancement to boosting the Scheme’s attractiveness. A road safety group objected to changes that allowed young drivers to complete the training at an earlier age. Outcome 20. Ministers decided to adopt the proposal. Almost all respondents agreed that there would be no significant road safety risks with adopting this change. The comparable schemes run by other Member States allow their young drivers to drive internationally, so it would seem odd to prevent young GB lorry drivers operating elsewhere in the EU. Proposed change No.5: Allowing youngsters to enter the Scheme who have no more than 3 penalty points. Purpose 21. The Scheme prevented a person becoming a trainee if his/her licence was endorsed with any penalty points. Once joined, a trainee was allowed to remain within the Scheme as long as no more than 3 penalty points were accrued. The proposed change would allow a person to join the Scheme provided they had no more than 3 penalty points. But the rule that no trainees within the Scheme would be allowed to have more than 3 penalty points on the licence would remain. Responses 22. 31 respondents commented on this proposal. 27 respondents, including the trade associations, supported the proposal. 4 respondents had concerns that allowing a young driver with 3 penalty points onto the Scheme would send the wrong signal. Outcome 23. Ministers decided to adopt the proposal. The original thinking was that persons would be acceptable onto the Scheme only if they had an unimpeachable driving record, but then one relatively minor misdemeanour (3 penalty points) would be allowed. Under the new arrangement, an applicant would not be excluded owing to one earlier misdemeanour. On the other hand, having been accepted onto the Scheme, driving behaviour would have to be of a high standard.

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Proposed change No.6: Allowing trainees aged under 21 years who have obtained their full licence to drive articulated lorries and large trailer combinations unaccompanied for work Purpose 24. The Scheme provided that a trainee that had passed the test to drive an articulated lorry or lorry-trailer combination, and completed post-test assessments, must whilst driving for work be supervised by another lorry driver aged over 21 years who held a full Category C+E licence. The supervising person restriction was lifted as soon as the driver reaches age 21. There was no comparable restriction where the young driver held a full Category C licence. The proposal was to lift the “supervising person” restriction once the trainee had passed the relevant driving test and obtained a full Category C+E licence. Responses 25. 31 respondents commented on this proposal. 26, including the trade associations, agreed with the proposal. They felt that any increase in risk from the driver being unaccompanied was more than outweighed by the safety benefits of increasing participation in the Scheme, producing new drivers with much higher standards anyway. 5 felt that the absence of an accompanying driver could represent a significant road safety risk. Outcome 26. Ministers decided to adopt the proposal. The young driver would have demonstrated competence by passing the relevant driving test, and would be subject to post-test assessments. Under the new arrangements a participant’s performance would be monitored, even though the rule about continuous in-cab supervision by another driver would be dropped. Unsatisfactory performance would result in the person being excluded from the Scheme, and losing entitlement to drive, under the age of 21, any lorries. DSA April 2003

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Appendix B1 DRAFT REGULATORY IMPACT ASSESSMENT (RIA) A. QUALIFYING TESTS FOR DRIVING INSTRUCTORS AND TESTS FOR MINOR DOMESTIC VEHICLE CATEGORIES B. HAZARD PERCEPTION TESTING AND APPROVED DRIVING INSTRUCTORS 1. This draft Regulatory Impact Assessment (RIA) considers the implications of: • introducing the new European driving test standards into the qualifying tests for driving instructors,

and into tests taken by learners seeking a full licence for one of the domestic vehicle categories • extending the assessment of hazard perception testing to the supervision of all Approved Driving

Instructors (ADIs). Background 2. In 2001, 3,450 people were killed, 37,110 were seriously injured, and 272,749 were slightly injured on the roads in Great Britain. This level of casualties causes enormous human suffering and is a serious economic burden - the direct cost is thought to be in the region of £3 billion a year. 3. The Government’s Road Safety Strategy: Tomorrow’s Roads – Safer for Everyone sets challenging new targets for reductions in road traffic casualties by 2010 - a 40% reduction in the number killed or seriously injured (50% for children) and a 10% reduction in the slight casualty rate11. 4. The Strategy committed the Driving Standards Agency (DSA) to contribute to improvements in road safety through establishing, developing and disseminating high standards and best practice in driving and riding on the road – as people prepare to learn to drive and after they pass their test. The Strategy acknowledged that the contribution of skilled and motivated driving instructors was central to delivering higher driving standards and that the quality and expertise of all instructors should be raised to that of the best. Issue 5. Minimum standards for driving tests conducted in GB are set by European law12 for European categories of driving licence (cars, motorcycles, lorries and buses). DSA is currently implementing a package of changes13 that affect tests subject to harmonised European driving licence provisions. 6. European driving test standards do not automatically apply to the tests taken as part of the qualification process for driving instructors who train learner drivers. Nor do they automatically apply to the tests taken to acquire one of the domestic categories of driving licence. The domestic categories relate to types of vehicle where there are not currently harmonised European driving licence provisions (agricultural or forestry tractor, road roller, track-laying vehicle steered by tracks, or a vehicle controlled by a pedestrian).

11 compared to the average for the years 1994 to 1998. 12 The Second European Council Directive on driving licences 91/439/EEC, as amended by Commission

Directive 56/2000. 13 Implementing European changes to the driving test. A report on responses and decisions reached. DSA

August 2002.

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7. The higher European standards appear relevant in the following cases: • for driving instructors:

• the syllabus and the improved question banks relating to the theory test taken by the related category of learner driver

• the vehicle safety checks in the practical test taken by the related category of learner driver • for persons seeking a licence to drive one of the domestic categories – relevant new vehicle safety

checks in their test. 8. There is strong evidence that hazard perception is an important skill for safe driving. The theory test that forms the first part of the ADI qualifying examination contains a multiple choice question paper and a HPT element. The proposal is to put HPT, and perhaps a knowledge update, into the supervision arrangements for existing ADIs. Objective 9. As regards the first group of changes, the objective is to provide that the driving tests taken by driving instructors, and the driving tests taken by those who wish to drive vehicles in the domestic categories are upgraded, where appropriate, to incorporate the higher European standards. 10. As regards extending HPT to the standards supervision arrangements for existing driving instructors, the objective is to check that instructors that are already registered have the right level of competence for a safety-critical skill, and that they are familiar with the nature of the tests that their pupils will face. A multiple-choice question (MCQ) element would check that instructors had kept their knowledge up-to-date. Timing 11. Subject to consultation on the proposals, it is envisaged that the relevant regulations would be amended to introduce the changes on 1 September 2003. Risk Addressed 12. The risk of not upgrading the tests taken by those who wish to drive vehicles in the domestic categories and qualifying tests taken by driving instructors would be that the content of these tests would progressively fall behind modern standards, with a weaker assessment of the knowledge and skills of these candidates. 13. The risk of failing to extend HP assessment to the supervision of ADIs would be to exclude them from this major advance in assessment, and the opportunity to see what their trainees experience. Omitting a MCQ element would risk not identifying where core knowledge was not being kept up-to-date. Those affected Driving instructors Existing situation 14. DSA operates the following registration schemes for driving instructors offering services to different categories of driver: • the statutory registration scheme for car driving instructors – the Approved Driving Instructor (ADI)

scheme • the voluntary registration scheme for ADIs specialising in providing training for company car and

van drivers • the voluntary registration scheme for Large Goods Vehicle (LGV) driving instructors.

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15. Instructors qualify for registration by successfully completing a three-part qualifying examination comprising: • a theory test of instructional and driving ability • a practical test of driving ability • a practical test of instructional ability. 16. The current question banks for the theory test for each category of instructor have regard to the question banks for the theory tests taken by drivers for relevant categories of vehicle. The question banks for drivers are updated as follows: • 1 April 2003 for lorries and buses • 1 July 2003 for cars and motorcycles. 17. Retention of a person’s name on the ADI Register is subject to the instructor satisfying a periodic test of continued ability and fitness to give instruction (a check-test). Proposed change 18. It is proposed to update the theory test question banks for each category of instructor, in the light of relevant changes to the question banks for the theory tests taken by drivers, with effect from 1 September 2003. 19. In particular, it is proposed that - consistent with the changes made to the theory test for lorry drivers - the theory test for LGV instructors would include the following new, or enhanced, topic areas:

• braking systems • the driver • carrying passengers • the road • accident handling • vehicle condition • vehicle loading • documents • other road users.

20. From 1 September 2003, practical tests for learner drivers will include basic vehicle safety checks. This aspect of the test will be undertaken by the examiner asking the candidate “show me/tell me” vehicle safety questions. 21. Therefore, it is also proposed to introduce from that date relevant “show me/tell me” vehicle safety questions into the practical tests of driving ability taken as part of the qualifying exam for driving instructors. The examiner will ask the candidate 5 “show me/tell me” questions at the start of the test. Each incorrect answer will be recorded as a driving fault up to a maximum of 4 driving faults. Should the candidate answer all five questions incorrectly, this will be assessed as a serious fault and will result in failure. 22. At present, an instructor’s check-test is a practical test, conducted either as an “observed lesson” (with the examiner observing an instructor giving a lesson to a pupil) or as a “role play” (with the examiner simulating a learner driver at various stages of competence receiving tuition from the instructor). One option is that the check-test could be redefined to include moving-image hazard perception testing (HPT) via a computer-based test for those ADIs - currently the overwhelming majority - who had not taken the HPT element as part of the qualifying process.

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Numbers affected 23. The number of qualifying tests taken by instructors last year was:

2002 ADI Company car /van trainers LGV instructors Part 1 14892 16 207 Part 2 12663 12 279 Part 3 8418 6 314

24. Some 7,700 ADI check-tests were conducted in 2001-2002. Benefits

25. The proposed changes to driving tests for those seeking to qualify as driving instructors would require those persons to demonstrate they have the necessary knowledge and skills to teach all aspects of the relevant driver syllabus. Better quality instruction would provide learner drivers with the opportunity of achieving the required standards in a cost-effective and efficient manner. Any reduction in the number of road traffic casualties associated with the changes would benefit all road users. 26. Introducing HPT and knowledge refreshment into the standards supervision arrangements for existing ADIs could bring important benefits. It would enhance the quality assurance relating to those instructors. It would also help to ensure that all instructors were familiar with the HP tests that their pupils faced. Costs

27. There would be costs to DSA in amending the theory test taken by qualifying instructors. DSA proposes to absorb these costs within the existing theory test fee. 28. The public sector costs of introducing “show me/tell me” questions into the practical tests for driving instructors would be minimal and are not expected to cause any test fee increase. 29. Instructors would need the knowledge and skills in order to provide a satisfactory service to trainees. DSA would expect the compliance cost of meeting the higher standards to be modest. The question banks for the theory tests taken by different categories of instructor are published as part of providing them with learning material, and copies of the “show me/tell me” questions would be included in the information packs made available to those seeking to qualify. 30. If a computer-based test for existing ADIs was similar in nature to that taken as part of the ADI qualifying process, the fee would be likely to be around £50. The overall cost in terms of test-fee cost and compliance costs would depend, of course on whether the computer-based test was a substitute for the current check-test, or an addition. An option could be to charge a nil fee for the first computer-based test, with DSA defraying the costs from the registration fee, but charging £50 for subsequent attempts. This would avoid those who prepared thoroughly for the first attempt cross-subsidising those who did not. Candidates for tests to drive vehicles in domestic categories Those affected 31. Persons wishing to drive domestic categories of vehicle: • agricultural & forestry tractors (Category F) • road rollers (Category G) • track-laying vehicles steered by their tracks (Category H) • vehicles controlled by a pedestrian (Category K).

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Existing situation

32. These domestic categories pre-date the adoption of harmonised European driving licence categories. They have been retained as they allow certain flexibilities concerning establishing competence to drive these specialised types of vehicle on the road. Agricultural & forestry tractors are vehicles designed for off-road use, but they can be licensed to drive on the road. Some of these vehicles are now large and comparatively fast. 33. A person who passes a driving test to drive a car or small van (Category B) also receives full entitlement to drive agricultural & forestry tractors and pedestrian-controlled vehicles. However, it remains possible to gain entitlement to drive a vehicle in one of these 2 minor categories by passing a category-specific test as candidates for those tests face slightly different rules: • subject to a size limitation of vehicle, the minimum age for driving tractors is aged 16 years, rather

than 17 years. • pedestrian-controlled vehicles are slow-moving, so the eye-sight standard is less stringent than for

cars. 34. Road rollers and track-laying vehicles are usually large, slow-moving vehicles. A person must hold a full Category B driving licence before seeking to obtain a licence to drive a vehicle in one of these 2 categories. 35. Tests to drive a vehicle in one of these 4 specialist categories comprise a practical assessment using one of the types of vehicle involved. There is no separate theory test, though candidates are asked a selection of 5 Highway Code questions and asked to identify 6 traffic signs at the end of the practical test. 36. Given the nature of the vehicles involved, the test is normally carried out as a “home test”. The examiner visits the candidate’s home or place of work to conduct the test. No additional charge is made in respect of this service. The fee is the same as for the car practical driving test - currently £39 for a weekday test (£48 if conducted out-of-hours). Numbers affected 37. The number of practical driving tests conducted by DSA for domestic categories last year was:

Cat F Cat G Cat H Cat K 1794 68 224 1

Proposed change

38. From 1 September 2003, it is proposed to amend the practical test for the domestic categories by adding basic vehicle safety checks. This would be achieved by asking 2 “show me/tell me” questions at the start of the test. Should the candidate fail to answer either one or both questions correctly, this would be assessed as 1 driving fault and would not therefore constitute a reason for failing the test in its own right. Benefits 39. The introduction of the relevant “show me/tell me“ questions would check that candidates had basic skills and knowledge concerning safety of that type of vehicle. Any reduction in the number of road traffic casualties associated with the changes would benefit all road users.

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Costs

40. The public sector costs of introducing “show me/tell me” questions into the practical tests for the domestic licence categories would be minimal and would not necessitate any test fee increase. 41. Candidates would need the knowledge and skill to answer the vehicle safety questions. DSA would expect the costs of any additional training to be modest. Copies of the “show me/tell me” questions would be included in a revised version of the DSA book14 published as guidance for these tests.

Impact on small businesses 42. A small business is defined15 as one with:

• fewer than 50 employees; and • no more than 25% of the business owned by another enterprise (which is not a small

business) and either • less than £4.44 million annual turnover, or • less than £3.18 million annual balance sheet total.

43. Once qualified, most car driving instructors operate as self-employed, one-person businesses. Lorry driving instructors tend to work for LGV driving schools – most of which are small businesses. DSA does not consider that the introduction of these proposed changes would adversely impact on driving schools, individual instructors or those seeking to enter the driving instruction industry. 44. Most tractor drivers work in agriculture, employed in small businesses. DSA does not consider the costs of meeting the enhanced test standards would be burdensome or would adversely affect the viability of these businesses. Competition assessment 45. The proposed new requirements would apply equally to all affected parties. DSA does not, therefore, see any risk of a substantial detrimental effect on competition. Social exclusion issues 46. The Agency does not believe that any social exclusion issues are likely to arise from these proposals. Environmental issues 47. The Agency does not consider that the proposals would have any significant environmental impact either directly or indirectly. Application within the United Kingdom 48. This RIA considers the implications of new arrangements in Great Britain. Driving tests and driver instructor standards in Northern Ireland are subject to separate legislation, and are organised by the Driver and Vehicle Testing Agency there. DSA April 2003

14 The official guide to tractor and specialist vehicle driving tests. ISBN 0115523138 15 Better Policy Making: A Guide to Regulatory Impact Assessment. Cabinet Office January 2003

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Appendix B2

DRAFT REGULATORY IMPACT ASSESSMENT (RIA) DRIVING TEST FEES 1. This draft Regulatory Impact Assessment (RIA) considers the implications of increasing the fee charged for: • theory tests delivered as the general public service to all categories of learner drivers. • theory test pass certificates supplied to organisations authorised to conduct theory tests for their

staff. Background 2. The Driving Standards Agency (DSA) is required to recover the full cost of delivering its statutory services from the fees paid by customers for each type of test. Fees are reviewed annually in the context of each year's planning cycle. Plans for service improvement, performance targets and fees are published in the relevant DSA Business Plan. Fees for theory tests learner drivers for all types of motor vehicle were last increased in November 2002. Issue 3. The cost of delivering theory tests for all types of vehicle increased with the introduction of the hazard perception test. DSA proposes increasing the fee for theory tests to cover the additional cost of the service, whilst preserving the headroom to help finance initiatives to provide support for learners. DSA proposes to increase the theory test fee from £18.00 to £20.50. The income from this increase, together with the monies drawn from accumulated surpluses, should allow DSA to avoid any increases in fees for practical driving tests this financial year. 4. DSA also proposes to increase the charge made for theory test pass certificates supplied to non-DSA examiners from £7.50 to £10.00. This increase is necessary to reduce the deficit incurred delivering this service. Objective 5. To ensure that fees are set at levels that generate sufficient revenue to cover costs of providing the service, and that the costs of the Agency’s operations are recovered from users and are not a burden to the general taxpayer. Timing 6. Subject to consultation on the proposed increases, it is envisaged that the revised fees would be introduced for applications made on or after 1 September 2003. Risk Addressed 7. The consequences of not adjusting these fees in 2003-2004 would be an overall higher than planned deficit in 2003-2004 and the need for a greater increase in 2004-2005.

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Those affected 8. Those people directly affected by the fee increases are some 460,000 theory test candidates annually and about 130 organisations delivering theory tests to their staff. Theory test candidates 9. The proposed increase in the theory test fee for learner drivers represents an average increase of less than 1% in the total cost of learning to drive a car or ride a motorcycle. In a recent survey, 79% said they were satisfied with the overall cost of the theory test. Candidates taking tests conducted by non-DSA examiners do not pay a test fee. Organisations delivering in-house theory tests 10. The proposed increase in the charge for theory test pass certificates supplied to non-DSA examiners will impact on some fire and police forces, and the Ministry of Defence. However, without the increase, the costs of this service have to be subsidised by candidates generally, rather than the users of the service. Impact on small businesses 11. The proposed increase is not likely to impact adversely on businesses. It is not considered large enough, at less than 1% of the overall cost of learning to drive, to discourage people from learning and reduce customers for driving instructors, many of whom operate as small, or one-person, businesses. Customer survey results indicate that most car and motorcycle candidates pay the fees for their own tests and approximately half of lorry and bus candidates do likewise. Competition assessment 12. The proposed theory test fee increase would apply to all learner drivers and riders, as the theory test is the first stage of the driver testing process. DSA does not see any risk of a detrimental effect on competition. Social exclusion issues 13. DSA does not consider that the theory test fee increase will give rise to significant social exclusion issues, such as an increase in unlicensed driving. Environmental Issues 14. DSA has not identified any environmental issues associated with the proposed changes. Application within the United Kingdom 15. This RIA considers the implications of fee changes in Great Britain. Driving tests in Northern Ireland are subject to separate legislation, and are organised by the Driver and Vehicle Testing Agency there. Any proposal to increase fees there would be the subject of separate consultation. DSA April 2003

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Appendix B3 DRAFT REGULATORY IMPACT ASSESSMENT (RIA) FEES FOR DRIVING TESTS AND OTHER DSA MATTERS MODERNISING THE YOUNG LGV DRIVERS SCHEME Background 1. The Young Large Goods Vehicles (LGV) Driver Scheme is an apprenticeship arrangement for young lorry drivers. It allows young people to become professional lorry drivers from age 18 years rather than 21 years, provided they qualify within a specified training scheme. The Scheme is subject to approval by the Secretary of State for Transport, and is managed on his behalf by the Road Haulage and Distribution Training Council (RHDTC), the representative training body for the road freight sector. Issue 2. In April, regulations were amended to implement a package of changes to modernise the Scheme and encourage participation by employers and trainees and take account of a revised Framework Document for the Scheme. 3. There are two further proposed changes to the Scheme and this draft Regulatory Impact Assessment (RIA) considers those: • Where a trainee leaves the Scheme before completion, the lorry driving licence issued as part of

the Scheme ceases to provide entitlement to drive. The normal operational practice is that the trainee’s licence is handed back to DVLA via RHDTC. It is proposed that a specific regulatory provision should be made requiring trainees to surrender their licence in such circumstances.

• Trainees are authorised to take the driving test when they have satisfactorily completed the relevant parts of the Scheme’s training programme. It is proposed that a specific regulatory provision should be made concerning trainees presenting evidence to examiners conducting the practical test that they had progressed to the appropriate stage in their training programme.

Objective 4. To ensure the efficient management of the Scheme. Those affected 5. Those taking part in the Young LGV Driver Scheme might be affected by the proposed changes. Timing 6. Subject to consultation, it is envisaged that the changes would take effect from 1 September 2003. Risk addressed 7. Membership of the Scheme puts those under 21 years in a privileged position in that it allows early entitlement to drive some of the largest vehicles on GB’s roads. The changes proposed would address two possible loopholes under which the Scheme could in theory be abused by those seeking the benefits without the responsibilities of membership. Impact on small businesses 8. RHDTC advise that the changes would help embed sensible compliance practices and assist participating companies.

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Competition assessment 9. There is no effect on competition arising from these proposals. The new requirements would apply to all trainees irrespective of their employer. Social Exclusion Issues 10. There are no social exclusion issues arising from these proposals. The changes would impose a requirement to present evidence of progress which will be available to all trainees on the Scheme, a simple and easily satisfied procedure. Similarly, the duty to surrender licences on leaving the Scheme would represent a simple and effective enforcement measure. Environmental issues 11. No environmental issues have been identified as a result of the changes. Application within the United Kingdom 12. This RIA considers the implications of changes in Great Britain. The Scheme does not operate in Northern Ireland. DSA April 2003

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Appendix C

FEES FOR DRIVING TESTS AND OTHER DSA MATTERS This Paper has been sent to: AA - The Driving School Approved Driving Instructors National Joint Council Association of British Insurers Association of Chief Police Officers (England, Wales & Northern Ireland) and Scotland Association of Industrial Road Safety Officers Association of London Borough Road Safety Officers Association of Magisterial Officers Brake British Motorcyclists Federation British School of Motoring Ltd Careers Service Civil Service Motoring Association Confederation of British Industry Connexions Service Convention of Scottish Local Authorities County Road Safety Officers Association Despatch Association Driving Instructors Association Driving Instructors Scottish Council Guild of Experienced Motorists Health and Safety Executive Institute of Advanced Motorists Institute of Road Safety Officers Justices’ Clerks’ Society Learn and Live Learning and Skills Council Local Authority Road Safety Officers Association Local Government Association

Magistrates’ Association Magistrate’s Clerks’ Committee Ministry of Defence Motor Schools Association of Great Britain Ltd` Motorcycle Action Group Motorcycle Industry Association Motorcycle Retail Association and Rider Training Association Motorists Forum National Association of Citizen’s Advice Bureaux ORDIT Trainers Parliamentary Advisory Council on Transport Safety Pizza, Pasta and Italian Food Association Public and Commercial Services Union Road Haulage and Distribution Training Council Road Safety Council for Wales Royal Society for the Prevention of Accidents RAC Motoring Services RAC Foundation Royal Scottish Automobile Club Scooterists Action Group Trades Union Congress Transport 2000 Transport and General Workers’ Union Transport Research Laboratory University for Industry 647 Approved Training Bodies 231 Road Safety Officers 61 Government Departments and Agencies

DSA April 2003

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Appendix D FEES FOR DRIVING TESTS AND OTHER DSA MATTERS CABINET OFFICE CODE OF PRACTICE ON WRITTEN CONSULTATION: CONSULTATION CRITERIA 1. Timing of consultation should be built into the planning process for a policy (including legislation)

or service from the start, so that it has the best prospect of improving the proposals concerned, and so that sufficient time is left for it at each stage.

2. It should be clear who is being consulted, about what questions, in what timescale and for what

purpose. 3. A consultation documents should be as simple and concise as possible. It should include a

summary, in two pages at most, of the main questions it seeks views on. It should make it as easy as possible for readers to respond, make contact or complain.

4. Documents should be made widely available, with the fullest use of electronic means (though not

to the exclusion of others), and effectively drawn to the attention of all interested groups and individuals.

5. Sufficient time should be allowed for considered responses from all groups with an interest.

Twelve weeks should be the standard minimum period for a consultation (though there may be circumstances, which unavoidably require a shorter period – such as the timetable for annual financial cycles).

6. Responses should be carefully and open-mindedly analysed, and the results made widely

available, with an account of the views expressed, and the reasons for decisions finally taken. 7. Departments should monitor and evaluate consultations, designating a consultation co-ordinator

that will ensure the lessons are disseminated. Further information about the Code of Practice is available at the Cabinet Office website: www.cabinet-office.gov.uk/servicefirst/index.conultation.htm DSA April 2003

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Appendix E

FEES FOR DRIVING TESTS AND OTHER MATTERS

REPLY FORM Name of organisation or individual ……………………………………………………………………………. ……………………………………………………………………………. ……………………………………………………………………………. Address……………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… Postcode…………………………… Name of contact………………….……………………………………… Telephone……………………………………………… Email …………………………………………………. If you are replying on behalf of an organisation, please say how many individuals' views are included in the response……… Please also say what steps you have taken to gather those views. ………………………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… ………………………………………………………………………………………… …………………………………………………………………………………………

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Theory test fee (paragraphs 5 - 7 of the Paper) Do you agree with the proposal to increase the fee for a theory test by £2.50 from £18 to £20.50? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal Fee for theory test pass certificates (paragraphs 8 - 10 of the Paper) Do you agree with the proposal to increase the charge for theory test pass certificates by £2.50 from £7.50 to £10? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal

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Other DSA fees (paragraph 14 of the Paper) Do you think the cost-recovery arrangements for the ADI scheme should include a separate fee to cover initial administrative costs when a person first applies to join the ADI Register? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal Vehicle safety checks in driving tests for learners driving specialist vehicles (paragraphs 16 - 17 of the Paper) Do you agree with the proposal to include basic vehicle safety checks in driving tests taken for specialist vehicle categories, in line with higher European standards for driving tests? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal

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The qualifying examination for professional driving instructors (paragraphs 18 - 20 of the Paper) Do you agree with the proposal that the multiple-choice question element in the qualifying examination for professional instructors should be enhanced in line with higher European standards for driving tests? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal Do you agree with the proposal to include basic vehicle safety checks in the practical qualifying test for professional instructors, in line with higher European standards for driving tests? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal

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Extending Hazard Perception testing (HPT) to existing ADIs (paragraphs 21 - 30 of the Paper) Do you think HPT should be part of the standards supervision arrangements for existing ADIs? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this suggestion Do you think the computer-based test for registered instructors should include a multiple-choice question element? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this suggestion

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Should the pass-mark for a MCQ element for registered instructors be the same as for instructors who are qualifying for registration? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this suggestion Should the pass-mark for a HPT element for registered instructors be the same as for instructors who are qualifying for registration? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this suggestion

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Do you think ADIs should be allowed up to three attempts at a computer-based test? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this suggestion Do you think a proposed computer-based test should be in addition to, or a substitute for, the existing check-test? (please tick as appropriate) In addition to the check-test

A substitute for the check-test

Your views are invited on these options

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Should ADIs be required to satisfy such a computer-based test every 4 years to remain on the Register (in addition to any other check-testing)? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this suggestion Do you think ADIs should pay a specific fee for each check-test, or a fee should be paid only for attempts after the first one? (please tick as appropriate) A specific fee for each check-test

A fee should be paid only for attempts after the first check-test

Your views are invited on these options

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Do you have any other suggestions for improving ADI check-tests? Your views are invited What is the best way to extend HPT to existing registered instructors in non-statutory schemes? (paragraph 30 of the Paper) (please tick as appropriate-if you do not agree, please specify why) Your views are invited

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Modernising the Young LGV Drivers Scheme (paragraphs 31 - 33 of the Paper) Do you agree with the proposal to require trainees to surrender their lorry driving licence when leaving the Scheme before completion? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal Do you agree with the proposal to require trainees to present evidence to examiners that they had progressed to the appropriate stage in their training programme? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal

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Amended dates concerning the implementation of higher European standards for driving tests (paragraphs 34 - 37 of the Paper) Do you agree that it would be desirable if the “first use” date for vehicles for the purposes of their meeting the higher MTV standards was set later? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal Do you agree that it would be desirable if Member States had until 2008, rather than 2005, to implement the new specific manoeuvres in the motorcycle test? (please tick as appropriate-if you do not agree, please specify why) Yes, I agree

No, I do not agree

Your views are invited on this proposal

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Is there anything you particularly liked or disliked about this Consultation Paper? To what extent do you feel that this Paper meets the consultation criteria set out at Appendix D? Disclosure of responses I am/am not content for my response to be included in any summary of responses which the Agency may compile and publish. I am/am not content for my response to be made available to anyone requesting copies of individual responses. Signed……………………………………………………………. Date…………………………………….. If you are replying on behalf of a group or organisation, please say in what capacity you are signing ………………………………………………………………………………………… …………………… Please reply to: Louise Dobson DSA Policy Branch Stanley House 56 Talbot Street Nottingham NG1 5GU by 18 July 2003. If you prefer, comments can be sent by e-mail to: louise.dobson@dsa.gsi.gov.uk.

DSA April 2003