Policy instruments (2) - Transport Policy and Planning in Great Britain - page 205

which was lifted two years later on the recommendation of CfIT. The environmental
as well as the economic case for the higher limit rested upon the reduced number of
lorry movements that it permitted. Research conducted at the end of 2003 concluded
that the benefits had in fact been 'greater than expected' (LTT 409). This provided
ammunition for road hauliers lobbying for trials of the 'road train' concept (involving
the addition of a second trailer) which could potentially involve vehicles weighing up
to 84 tonnes (LTT 424). This has reawakened the fears of environmental groups who
are concerned that initial stipulations on the routes to which such vehicles might be
confined would not be maintained. The rail freight industry is also vehemently opposed,
not merely because of the potential transfer of business (and loss of income supporting
the rail network generally) but because any uncertainty over future permitted limits on
road freight vehicles would have extremely damaging consequences on the prospects
for securing private investment in rail freight facilities.
In relation to public service vehicles the Secretary of State is empowered under
the 1995 Disability Discrimination Act to issue Regulations to ensure that they are
accessible to disabled people. Regulations issued in 2000 prescribe the features to be
incorporated, including wheelchair access and dedicated space, the size and height of
steps and colour-differentiated features (DfT 2005h). These apply to all new vehicles
but buses and coaches built previously will be permitted to continue in operation
until 2017 and 2020 respectively. In practice the introduction of 'low-floor' buses has
represented a quantum improvement for the convenience of passengers generally,
particularly those with young children, push-chairs, shopping trolleys etc.
The licensing of drivers
The requirement to pass a driving test as a pre-condition of being able to drive a motor
car unaccompanied by a licensed driver has existed since the 1930s. Since 1996 a
separate theory test has been introduced which has to be passed before application is
made for the practical test. Test centres are currently managed by the Driving Standards
Agency which also trains and certifies driving instructors. Separate licensing regimes
(typically with a minimum age of 21 instead of 17) apply to drivers of Heavy Goods
Vehicles and Passenger Service Vehicles.
As well as ensuring a basic initial competence the licensing system is used as a
means of sanctioning drivers convicted of traffic offences. A points system is applied,
varying according to the severity of the offence, which can cumulatively lead to
disqualification. In some cases a medical examination and/or retesting is required
before relicensing is permitted.
Separate regulations apply to the licensing of motorcyclists. Motorcycling as a
mode presents a conundrum for policy-makers. In many respects it has much in its
favour. It is economical in fuel consumption and roadspace and provides a cheap form
of motorised mobility for people who may not have any other options, especially in
getting to work. Set against this are its appalling accident statistics - the overall fatality
rate for motorcyclists is 25 times higher than for car users and 5 times higher even than
for pedal cyclists. As with pedal cycling the attitude of successive governments over
decades has been ambivalent at best, but more commonly neglect as if to avoid giving
it the status of official recognition and implicitly hoping the 'problem' will go away.
Against this background the New Labour Government achieved the distinction
of confronting the subject head on. It set up an Advisory Group on Motorcycling and
published a comprehensive strategy in 2005 (DfT 2005j):