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CHAPTER 1 ROAD TRANSPORT VEHICLES
1.
Introduction
1.1 This chapter provides information about the numbers
of road transport vehicles, such as new registrations,
numbers licensed by taxation group and council area, ages,
cylinder sizes, methods of propulsion, gross weights of
heavy goods vehicles, seating capacity of public transport
vehicles, and the number of licensed taxi and private hire
cars and drivers. It also provides statistics of the most
popular cars, results of the road vehicle testing scheme (
MOT), driving tests, driving licence
holders, households with the regular use of a car, the
number of Blue Badges issued and information about motor
vehicle offences recorded by the Police.
2.
Main Points
2.1 The total number of motor vehicles registered for
the first time in 2004 was around 262,800, about 400 (0.2%)
more than in the previous year. The 2004 total was 55% more
than the figure for 1994, and was the highest number ever
recorded.
(
Table 1.1)
2.2 New registrations of cars in 2004 numbered around
217,500, about 0.7% less than in the previous year, but 51%
higher than the figure for 1994. Of all new registered
vehicles in 2004, 157,500 (60%) were petrol-propelled, and
104,900 (40%) were diesel-propelled, the latter being the
largest number ever recorded.
(
Table 1.1)
2.3 The total number of vehicles licensed was over 2.4
million in 2004, 3% more than in the previous year and 29%
higher than in 1994. The number of private and light goods
vehicles in 2004 was approaching 2.2 million, which is 3%
more than in the previous year, and 28% higher than in
1994.
(
Table 1.2)
2.4 Figures for council areas are based on the postcode
of the registered keeper of the vehicle. The local
authority area which had the largest number of vehicles
licensed in 2004 was Glasgow with 215,800, followed by
Edinburgh (177,700) and Fife (177,100). The effect that the
registration of some company car fleets has on the
statistics can be seen: two councils (Glasgow 40,900; and
Edinburgh 12,200) together account for over a third of all
the company cars whose registered keepers are in Scotland.
(
Table 1.3)
2.5 When the comparison is in terms of the number of
private cars per head of population, the picture is very
different. Aberdeenshire had the highest number of private
cars per head of population (0.49) closely followed by
Perth and Kinross, Scottish Borders and Orkney Islands (all
0.45). Several regions follow at 0.44. Glasgow (0.24) had
the lowest figure; Dundee (0.32), Edinburgh (0.32) and West
Dunbartonshire (0.33) also had low values.
(
Figure 1.3)
2.6 There were 20,096 taxi and private hire cars
licensed in Scotland during May 2005, of which half were
taxis. As there were 38,150 taxi and private hire drivers'
licences on issue, there were just under 2 people licensed
as taxi and private hire drivers for every taxi and private
hire car licensed. Glasgow had the highest number of taxis
and private hire cars licensed (4,129), double Edinburgh's
2,044, mainly due to Glasgow's large number of private hire
cars.
(
Table 1.4)
2.7 The average age of private and light goods vehicles
in 2004 was 5.6 years, the same as the previous year. This
is on a different basis from the figure for ten years
earlier because what is now the Department for Transport
(DfT) introduced a new method of estimating average ages
with effect from 1999 - since then the average age has
fallen slightly. Historically, the average age of private
and light goods vehicles has been lower in Scotland than
for Great Britain as a whole, and this continues to be the
case. In 2004, the average age of these vehicles in Great
Britain was 6.3 years.
(
Table 1.6)
2.8 Analysis of changes in the number of public
transport vehicles are affected by changes in the
arrangements for the taxation of those vehicles which have
8 or fewer seats. Considering only those public transport
vehicles which have 9 or more seats, the number of smaller
vehicles has increased substantially in recent years, at
the expense of a decrease in larger vehicles. Public
transport vehicles with 16 to 32 seats have almost doubled
in number from 1,940 in 1994 to 3,731 in 2004. In contrast,
public transport vehicles with 49-56 seats have declined in
number from 2,757 in 1994 to 2,047 in 2004, a decrease of
around 26%.
(
Table 1.9)
2.9 There were 8,611 licensed operators of heavy goods
vehicles in Scotland in 2003-04. Most operators had few (if
any) vehicles specified on the licence: 5,816 had 0-2
vehicles, 1,191 had 3-5 vehicles and 779 had 6-10 vehicles.
Only 413 operators had 21 or more vehicles each specified
on the licence.
(
Table 1.10)
2.10 The most popular new car sold in Scotland in 2004
was the Renault Megane with a market share of 5.83%. The
top 20 most popular models had a total market share of
51.4%.
(
Table 1.11)
2.11 In 2004, about 32% of cars tested in the Road
Vehicle Testing Scheme (
MOT) were unsatisfactory, as were 37% of
motor cycles. (In these statistics, vehicles are counted
once for each time they are tested). About 16% of cars
tested had unsatisfactory lights, 15% had unsatisfactory
brakes and 14% had unsatisfactory steering (a vehicle with
more than one type of fault is counted against each of
them). 9% of motorcycles tested had unsatisfactory lights,
9% had unsatisfactory brakes and 8% had unsatisfactory
steering.
(
Table 1.12)
2.12 The number of driving licence practical tests
concluded in 2004 was 120,000, an increase of 3% over the
previous year. The pass rate fell very slightly to 45%. The
test centre at Galashiels had the highest pass rate (57%)
while the lowest was at Glasgow (Mosspark) (29%).
(
Tables 1.13 &
1.14)
2.13 National Travel Survey results, which are based on
a sample of a few hundred households per year in Scotland,
suggest that in 1985/86 about 49% of people aged 17 and
over held a full car driving licence, increasing to 67% in
2002/03. Most of the rise is due to an increase in the
number of female driving licence holders, from 34% of women
in 1985/86 to 58% in 2002/03. Over the same period, the
percentage of men with a driving licence rose from 68% to
77%. 85% of all people aged 40 to 49 held a driving licence
in 2002/03. Because of the small size of the National
Travel Survey's Scottish sample, these results could be
subject to large sampling errors, and (
e.g.) apparent falls in some cases may be due
to sampling variability.
(
Table 1.15)
2.14 The Scottish Household Survey, which started in
1999, has a much larger sample, and therefore provides more
detailed and more reliable results. The
SHS results for 2004 show that the
difference between the sexes in the percentage holding a
full driving licence increases with age, from about 9-12
percentage points for those aged 17-49 (36% of men and 24%
of women aged 17-20 hold full driving licences, as do 83%
of men and 74% of women aged 30-39) through 15 percentage
points for those aged 50-59 (men: 82%; women: 67%) to 39
percentage points for those aged 70+ (men: 64%; women:
25%).
(
Table 1.16)
2.15
SHS results also show that the
percentage holding a full driving licence tends to increase
with annual net household income. In 2004, 91% of adults
aged 17+ living in households which had an annual net
income of over £30,000 held a full driving licence. In
contrast, only 41% of adults who lived in households with
an annual net income of up to £10,000 held a full driving
licence. The survey's urban/rural classification system is
described in
Chapter 12. In 2004, 58% of
adults aged 17+ living in large urban areas held a full
driving licence compared with 79-82% of those living in
rural areas.
(
Table 1.16)
2.16 The combined results of some long-running
GB-wide surveys show that the percentage
of Scottish households with the regular use of a car (or a
van) has increased from 59% in 1993 to 69% in 2003. In
2003, an estimated 43% of Scottish households had the
regular use of one car, and 22% had two or more cars.
Because these surveys are designed to produce results for
GB as a whole, their Scottish samples
are not large enough for detailed analysis, and their
Scottish results could be subject to large sampling errors.
(
Table 1.17)
2.17 The Scottish Household Survey, which started in
1999, has a much larger sample. Its results show how the
percentage of households with a car available for private
use varies between different household types, income bands
and type of area (vans are not counted in this analysis).
In 2004, the household types for which the percentage of
one or more cars available for private use was highest were
the 'small family' (88%), 'large family' (87%), and 'large
adult' (87%). In contrast, only 28% of 'single pensioner'
households had a car. 20% of 'large adult' households had
three or more cars available for private use. Only 35% of
households whose net annual income was up to £10,000 had
one or more cars available for private use, compared with
95% or more of households whose annual net income were
above £25,000. 56% of households in large urban areas had
cars, compared with 83-84% of households in rural areas.
(
Table 1.18)
2.18 There were 230,214 Blue Badges on issue at the end
of March 2005. 117,541 were issued to recipients of
allowances or grants which provide an automatic entitlement
to a Blue Badge, 108,237 were issued on a discretionary
basis to other people with a permanent or substantial
disability, and 2,827 were issued to institutions.
(
Table 1.19)
2.19 The numbers of motor vehicle offences recorded by
the police include offences in respect of which either the
police or the procurator fiscal made a conditional offer of
a fixed penalty (mainly
moving vehicle offences). They do not include
stationary vehicle offences which are dealt with
by the police or traffic wardens by means of fixed penalty
notices (mainly parking offences). The total number of
motor vehicle offences recorded in 2003 was 409,493, a
increase of 20% on the 2002 total, and 24% higher than in
1994. Between 1994 and 2002 there had been no noticeable
sustained trend in the number of offences recorded: the
annual average figure in this period was 338,864, and the
numbers fluctuated between about 306,000 and around
362,000.
(
Table 1.20)
2.20 Between 2002 and 2003 there were decreases in 11 of
the 27 motor vehicle offence categories shown; changes in
these figures may arise because of changes in the level of
enforcement or police deployment. The largest increase was
for speeding in restricted areas, where there was a 79%
increase from about 62,000 to approaching 112,000. Speeding
offences recorded in 2003 represented 44% of all motor
vehicle offences recorded in 2003.
(Table 1.20).
3.
Notes and Definitions
3.1
Motor Vehicles: There are two types of
classification of motor vehicles:
- "
Taxation Group": this classification is based
on the amount of tax placed on a motor vehicle
according to its 'vehicle type'
e.g. 'Private and light goods', 'Public
transport', 'Goods' etc; and
- "
Body Type": this classification is based on
the 'look' of a vehicle
e.g. "Body Type" 'cars' covers all cars,
including those which are exempt from tax.
3.2
Private and Light Goods Vehicles: the bulk of this
group consists of private cars (whether owned by
individuals or companies) and vans and light goods vehicles
(goods vehicles which do not exceed 3,500 kgs gross
weight). The group also contains a number of other types of
vehicle including private buses and coaches.
3.3
Motorcycles: no distinction is made between
motorcycles, scooters and mopeds for taxation purposes, and
therefore "motorcycles" includes all two wheeled
vehicles.
3.4
Public Transport: all vehicles classified for
taxation in class 34 - Bus (introduced 1 July 1995). These
are vehicles used for public conveyance, with more than 8
seats. Prior to 1 July 1995 public transport vehicles were
taxed in class 35 Hackney, used similarly for public
transportation but with no lower limit on seating capacity.
Buses and coaches not licensed for public conveyance, and
operated and used privately, are excluded and are
classified for excise licensing with private and light
goods. Taxis and private hire cars are now included in the
private and light goods group.
3.5
Goods Vehicles: the totals for this group (goods
vehicles which exceed 3,500 kgs gross weight) for the
earlier years include the now-discontinued formerly
separate "Farmers Goods", "General Goods" and some vehicles
which before 1 July 1995 were taxed in a specialised
taxation class but which now fall into the Goods Vehicle
class groups, which were shown separately in some of the
previous editions of "
Scottish Transport Statistics". Goods vehicles
that are used unladen, privately or for driver training
purposes are licensed in the Private
HGV taxation class.
3.6
Crown and Exempt Vehicles: the 'exempt' vehicles
include a number of distinct sub-groups and classes, of
which the most important are: 'Emergency vehicles',
'Disabled driver and disabled passenger carrying vehicles',
'All vehicles, except buses and goods vehicles used
commercially if they were constructed before 1 January
1973', and 'Personal export and direct export vehicles',
and vehicles formerly in the 'Special Concessions' class
i.e. agricultural tractors, combine
harvesters, and mowing machines, electric vehicles,
gritting vehicles and snow ploughs, and steam powered
vehicles.
3.7
Special Vehicles: this group consists of vehicles
over 3,500 kgs which do not pay Vehicle Excise Duty as
heavy goods vehicles nor qualify for taxation in the
special concessionary group. Vehicles in this group include
road rollers, work trucks, digging machines and mobile
cranes.
3.8
Average ages of vehicles: with effect from the
estimates for 1999, the then Department of the Environment,
Transport and the Regions (
DETR - now the Department for Transport
[DfT]) improved its method of estimating the age of the
vehicle fleet. The estimated ages on the new basis are
therefore not directly comparable with the estimated ages
on the old basis. For the years 1993 to 1998 inclusive,
DETR estimated vehicles' ages by
counting them as being one year old at the end of the
calendar year in which they were first registered, as being
two years old at the end of the calendar year following the
year in which they were first registered, and so on. So,
the old method counted a vehicle that was first registered
in 1998 as being one year old at the end of 1998. For 1999,
DETR estimated vehicles' ages by
counting them as being 6 months old at the end of the
calendar year in which they were first registered, as being
18 months old at the end of the calendar year following the
year in which they were first registered, and so on. So,
the new method counted a vehicle that was first registered
in 1999 as being 0.5 years old at the end of 1999. Overall,
therefore, the change in
DETR's method
reduced the estimated averages of vehicles' ages
by 0.5 years.
3.9
Goods vehicles licensed by operator size: To
operate a goods vehicle (over 3,500 kgs gross weight) in
GB (England, Scotland and Wales) in
connection with a trade or business or for hire or reward
you need to hold a goods vehicle operator's licence. The
aims of operator licensing are basically road safety and
fair competition. All operators undertake to keep their
vehicles in a fit and serviceable condition and to ensure
their drivers meet the statutory requirements regarding
drivers' hours and records legislation. Operator licensing
is the responsibility of the Traffic Commissioners. Each is
responsible for a Traffic Area, of which there are 8 in
GB. Where an operator has an operating
centre(s) (
i.e. the place(s) where vehicles are normally
kept) in a Traffic Area, a licence must be held in that
Traffic Area. Some of the larger operators will have more
than one licence. Some operators have licences with no
vehicles specified, relying solely on short term hire
instead.
3.10
Driving tests: The theory test was introduced on 1
July 1996, so 1997 is the first full year for which figures
are available. A person who has passed the theory test must
sit the practical test within two years. If the person
fails the practical during this period then he/she can
re-sit the practical without having to take the theory test
again.
3.11
Households With the Regular Use of a Car: In the
analysis of the results of the National Travel Survey, the
term "car" is used for all three or four wheeled vehicles
with a car body type, and also light vans, land rovers,
dormobiles and motorcaravans. Such vehicles are regarded as
household cars if they are either owned by a member of the
household, or available for the private use of household
members. Vehicles used only for the carriage of goods, as
public service passenger vehicles, or solely for hire by
other people are excluded. Company cars provided by an
employer for the use of a particular employee (or director)
are included, but cars borrowed temporarily from a company
pool are not.
3.12
Households with Cars Available for Private Use: In
the analysis of the results of the Scottish Household
Survey (
SHS), the term "car" is used
only for cars: vans are
not included in the analysis. The
interviewer asks whether any cars are normally available
for private use by members of the household. Cars normally
kept or owned by someone outside the household are
excluded, but company cars available for private use are
included.
3.13
Household types: the following categories are used
in the analysis of the
SHS results:
A
single pensioner household consists of just one
adult of pensionable age (60+ for women, and 65+ for men)
and no children
A
single parent household contains an adult of any
age and one or more children.
A
single adult household consists of an adult of
non-pensionable age and no children.
An
older smaller household contains
either (a) an adult of non-pensionable age and an
adult of pensionable age and
no children
or (b) two adults of pensionable age and
no children.
A
large adult household has three or more adults and
no children.
A
small adult household contains two adults of
non-pensionable age and
no children.
A
large family household consists of
either (a) two adults and three or more children
or (b) three or more adults and one or more
children.
Small family households consist of two adults and
one or two children.
3.14
Annual net household income and
SHSurban / rural classification: notes on these
classifications appear in
Chapter 12.
3.15
Motor Vehicle Offences: those offences classified
as motor vehicle offences in the Scottish Executive Justice
Department's classification of crimes and offences. Certain
crimes related to motor vehicles, namely causing death by
dangerous driving, causing death by careless driving while
under the influence of drink or drugs and reckless driving
(common law), are excluded primarily because information on
these crimes is not collected on the same basis as other
motor vehicle offences. In 2003, the police recorded 37
crimes of causing death by dangerous driving, 10 crimes of
causing death by careless driving when under the influence
of drink or drugs and 5 crimes of reckless driving (common
law). In 2003, there were 10 prosecutions where the main
offence was causing death by dangerous driving, all of
which resulted in a conviction with custodial sentence.
There were 2 prosecutions for causing death by careless
driving while under the influence of drink or drugs, both
of which resulted in a conviction and a custodial sentence.
There were no prosecutions in 2003 with reckless driving
(common law) as the main offence.
4.
Sources
4.1
Numbers of vehicles
4.1.1 The source of this information is the Vehicle
Information Database (
VID) held by the Department for
Transport (DfT). The results conform to the same
definitions as earlier vehicle censuses, but, for technical
reasons, are considered slightly more reliable than earlier
estimates. Some vehicles have complicated licensing
histories, that may include incidents such as cheques
failing to clear, changes of taxation status, late
payments, and one or more valid or invalid refund claims.
The
VID undertakes a more detailed
examination of licensing history than earlier vehicle
census analyses and is therefore able to provide better
estimates of licensed stock. The figures include all
vehicles which pay tax and certain vehicles which are
exempt. The exempt vehicles are described in section 3.6.
The figures exclude vehicles registered by the armed
forces, or as personal or direct export and trade licences
issued to manufacturers, repairers of and dealers in motor
vehicles.
4.2
Number of Vehicles: Taxation class changes in the
period covered by the tables
4.2.1 In 1995 there were major reforms of the vehicle
taxation system. The bulk of the changes came into
operation on 1 July 1995, but some additional changes were
introduced on 29 November 1995. The intention was to remove
many of the complications in the existing taxation
structure, using a strategy to link Vehicle Excise Duty (
VED) rates for many directly to the rate
for the private and light goods group (
PLG), or the basic minimum rate for
heavy goods vehicles (
HGVs). One measure to help achieve this
was the creation of three "umbrella" taxation groups:
An emergency vehicles group - exempt from
VED.
A special concessionary group, including
agricultural machines, snow ploughs, gritting vehicles,
electric vehicles and, later, steam powered vehicles,
paying
VED at one quarter of the annual
PLG rate.
A special vehicles group, limited to
vehicles over 3500 kgs, including mobile cranes, works
trucks, digging machines, showmen's vehicles, etc, paying
VED at a rate equivalent to the basic
minimum rate for
HGVs.
From 1 April 2001, vehicles licensed in the special
concessionary group were exempted from the payment of
VED.
4.2.2 In addition, the goods vehicle taxation system was
itself considerably simplified by the abolition of separate
goods vehicle classes for farmers and showmen. All
remaining goods vehicle taxation classes were also
abolished and vehicles in those groups transferred to an
appropriate tax class. At the same time, the basis for
calculation of excise duty for goods vehicles was amended
to "revenue weight". Revenue weight means either "confirmed
maximum gross weight" as determined by plating and testing
regulations, or "design weight" for vehicles not subject to
plating and testing (formerly known as Restricted
HGVs).
4.2.3 The process also included further simplifications
and "tidying" arrangements. These included cases in which
vehicles not over 3,500 kgs gross weight were removed into
the private and light goods taxation class rather than
remaining in specialised taxation classes and groups, and
the re-allocation of some tax classes into more appropriate
groups. One key change of a similar type was to abolish the
separate taxation of public transport vehicles with eight
seats or fewer, and tax all such vehicles in the
PLG class. From start of July 1995
bigger public transport vehicles were taxed in a new "bus"
taxation class. The changes were completed by the
introduction in the November 1995 budget of a new exempt
class for vehicles over 25 years of age previously in the
private and light goods or motorcycle groups. In 1998 the
exemption for vehicles over 25 years of age was replaced
with one applying to all vehicles, except buses and goods
vehicles used commercially if they were constructed before
1 January 1973.
4.2.4 In general, the process of implementing these
changes was gradual, and vehicles were allowed to remain in
their current class until a new tax disk was required,
whereupon they were transferred into other groups and
classes as appropriate. Since tax disks may run for up to a
year, some vehicles remained legitimately taxed in
abolished groups at the end of 1995. That process was
effectively complete by the end of 1996, but users of
taxation and stock statistics for 1995 and later years
should take special care to ensure they are aware of the
changes and the methods by which vehicles were re-allocated
to other groups.
4.2.5
Heavy Goods Vehicles: there is a large increase in
the "over 38 tonnes" category, and a large decrease in the
"32.1 to 38 tonnes" category, between 1998 and 1999, and
continuing in later years. This is due primarily to
legislation which came into effect in 2001 allowing 6-axled
lorries to run at up to 44 tonnes. This has led to many
lorries 'up-plating'
i.e. the lorries do not necessarily physically
change, but are simply taxed differently so that they may
carry greater loads.
4.2.6 A further reform to the tax class structure for
vehicles weighing up to 3,500kg was announced in 1998. In
1999 a two banded system based on engine size was
introduced for the
PLG class. In March 2001 four new tax
classes were introduced. The Petrol Car, Diesel Car and
Alternative Fuel Car taxation classes were introduced for
passenger vehicles weighing up to 3,500kg registered on or
after 1 March 2001. The Light Goods Vehicles tax class was
introduced for goods vehicles weighing up to 3,500kg
registered on or after 1 March 2001.
4.3
Numbers of vehicles: Analysis by local government
areas
4.3.1 The only such information easily obtainable from
vehicle records held by
DVLA is the postcode of the registered
keeper of the vehicle. Until 1995 this information was used
by
DVLA to allocate the vehicle to the
local government region in which the registered keeper
lived. With the 1996 re-organisation of local authorities
in Scotland, local government area analyses required major
revisions. This was achieved by use of the most recently
available postcode directory, which, when used in
conjunction with the Vehicle Information Database, allowed
vehicle stocks to be estimated for the areas covered by new
local authorities.
4.4
Numbers of new registrations of vehicles
4.4.1 The numbers of new registrations of vehicles of
various taxation class types have been obtained by DfT from
DVLA. Unfortunately, in recent years, a
number of factors, such as changes to taxation classes and
local government reorganisation, have affected the
DVLA computer system that is used to
produce these figures, and it cannot provide the exact
numbers of new registrations for each taxation class for
Scotland for 1995 and later years. The Scottish figures
that appear here were estimated by DfT, using post town
area data, and are therefore subject to a small percentage
margin of error.
4.5
Taxis licensed
4.5.1 These figures are based on a survey conducted by
COSLA on behalf of the Scottish
Executive and represent the taxi fleet size/driver numbers
at the time of replying to the survey.
4.6
Goods vehicles operators by licence type and number of
vehicles specified on the licence
4.6.1 These figures were produced from information taken
from the Traffic Commissioners administrative records.
4.7
Most popular car sold
4.7.1 These figures are supplied by Society of Motor
Manufacturers and Traders (
SMMT). They are based on postcode
location derived from form V55 which is completed by the
car dealer. The figures do not include sales from non
SMMT dealers, such as overseas
dealers.
4.8
MOT tests
4.8.1 These figures are supplied by the Vehicle
Inspectorate and are collected from a 2% sample of all
tests conducted in the Scottish Traffic Area.
4.9
Driving test receipts
4.9.1 Figures for both driving licence theory and
practical tests are obtained from the Driving Standards
Agency (
DSA).
4.10
National Travel Survey
4.10.1 Information about the National Travel Survey is
given in
chapter 12.
4.11
Scottish Household Survey
4.11.1 Information about the Scottish Household Survey
is given in
chapter 12.
4.12
Numbers of Blue Badges
4.12.1 The Scottish Executive requested details from
Local Authorities of the number of badges awarded under the
EU Blue Badge scheme, which was
introduced on 1 April 2000, and replaced the Orange Badge
scheme.
4.13
Motor Vehicle Offences
4.13.1 The statistical return from which the figures on
recorded motor vehicle offences in this publication are
taken is a simple count of the numbers of crimes and
offences recorded by the police. The 8 Scottish forces are
included; other police forces, such as the British
Transport Police, are not. One return is made for each
council area in Scotland and these are aggregated to give
the national total. The return is submitted quarterly and
gives the information as known at the end of each quarter.
Thus amendments (such as the deletion of incidents found on
investigation not to be criminal) which arise at the end of
the year are not incorporated.
4.13.2 Most motor vehicle offences are discovered and
recorded as a result of police activity rather than by
being reported to the police by the public. Hence the
numbers of such offences recorded are mainly determined by
the strength and deployment of the police forces.
4.13.3 Separate statistical returns to The Scottish
Executive are made by the police forces for the number of
"stationary" offences dealt with by the issue of a fixed
penalty notice by the police or traffic wardens. The
relevant local authorities also submit returns for civil
penalty charge notices issued for parking infringements.
These are normally submitted once a year and one return is
made for each police force area.
5.
Further Information
5.1 Further information on
GB motor vehicle licensing statistics
can be found in the annual DfT publications "
Transport Statistics Great Britain", and "
Vehicle Licensing Statistics".
5.2 Further information on motor vehicle offences
recorded by the Police can also be found in the Scottish
Executive Statistical Bulletin
'Motor Vehicle Offences in Scotland'. From 2001
onwards, information on motor vehicle offences was no
longer published in a separate statistical bulletin. It is
now included in the Scottish Executive Statistical Bulletin
'Criminal Proceedings in Scottish Courts'.
5.3 Enquiries regarding the statistics should be
directed as follows:
Motor vehicle licensing (
Tables 1.1 to 1.3 and
1.5 to 1. 9)
Mr Mike Dark, Department for Transport, (
Tel: 020 7944 6386)
Taxi and Private hire cars licensed by Local Authority
area (
Table 1.4)
Mr Dave Williamson, Scottish Executive (
Tel: 0131 244 0866)
Goods vehicle operators by licence type & number of
vehicles specified on the licence(
Table 1.10)
Mr David Dumbleton, Department for Transport, (
Tel: 020 7944 2135)
Cars sold in Scotland by make and mode (
Table 1.11)
Mr Paul Kingston, Society of Motor
Manufacturers and Traders (
Tel: 0207 235 7000)
Road vehicle testing scheme (
MOT) (
Table 1.12)
Mr Stephen Hacker,
VOSA (
Tel: 0117 6543 382)
Driving licence tests and
DVLA receipts(
Tables 1.13 &
1.14)
Applications, tests concluded & passes: (theory)
Juliet Cotton (Tel 0115 901 2651) or (practical) Gez
Stevenson (Tel 0115 901 2871), Driving Standards Agency
Receipts from vehicle licences - Mary O'Kane,
DVLA (
Tel: 01792 783 087)
Receipts from driving licences - Ms Lynne Harris,
DVLA (
Tel: 01792 788 088)
National Travel Survey figures for Driving licence
holders and Households with regular use of a car (
Tables 1.15 and
1.17)
Spencer Broadley, Department for Transport, (
Tel: 020 7944 3097)
Scottish Household Survey figures for Driving licence
holders and Households with a car available for private
use. (
Tables 1.16 and
1.18)
Frank Dixon, Scottish Executive Transport Statistics
branch (
Tel: 0131 244 7254)
Blue Badge Statistics (
Table 1.19)
Mrs Sally Belford, Scottish Executive Transport
Division 2 (
Tel: 0131 244 0861)
Motor vehicle offences (
Table 1.20)
Miss Fiona Wherrett, Scottish Executive Justice
Statistics Unit (
Tel: 0131 244 2229).
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