Chapter 1 Road Transport Vehicles
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, licensing figures for taxi and private hire cars and their drivers and numbers of wheelchair accessible taxis. 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.
1.2 The main changes in this edition are:
- two time-series tables have been added, having been produced by extracting the time-series parts of the main tables on these topics:
- Table 1.17 - people who hold a full driving licence by sex and age; and
- Table 1.20 - households with a car available for private use;
Subsequent tables have been renumbered to take account of these changes.
- Table 1.4 now also shows the number of wheelchair-accessible taxis;
- Table 1.14 now shows nine more driving test centres than before.
2. Main Points
2.1 The total number of motor vehicles registered for the first time in 2005 was around 251,000, about 12,000 (4%) less than in the previous year. The 2005 total was 45% more than the figure for 1995, and was the fourth highest number ever recorded. ( Table 1.1)
2.2 New registrations of cars in 2005 numbered around 202,900, about 7% less than in the previous year, but 38% higher than the figure for 1995. Of all new registered vehicles in 2005, 142,000 (57%) were petrol-propelled, and 108,600 (43%) were diesel-propelled, the latter being the largest number ever recorded. ( Table 1.1)
2.3 The total number of vehicles licensed was over 2.5 million in 2005, 3% more than in the previous year and 33% higher than in 1995. The number of private and light goods vehicles in 2005 was just over 2.2 million, which is 3% more than in the previous year, and 32% higher than in 1995. ( 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 2005 was Glasgow with 223,600, followed by Fife (182,500) and Edinburgh (179,600). The effect that the registration of some company car fleets has on the statistics can be seen: two councils (Glasgow 46,000; and Edinburgh 11,100) 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 (0.50) closely followed by Scottish Borders, Perth and Kinross, Orkney Islands and Angus (all 0.46). Several regions follow at 0.45. Glasgow (0.25) had the lowest figure; Dundee (0.32), Edinburgh (0.32) and West Dunbartonshire (0.34) also had low values. (Figure 1.3)
2.6 There were 10,311 taxis and 10,244 private hire cars licensed in Scotland at May 2006 representing an increase in numbers of 2.7% and 1.8% respectively over the previous year. The information has been extended this year to include figures detailing the supply of accessible taxis within council areas. These show that there were known to be 4,253 wheelchair accessible taxis in the 29 (out of 32) council areas for which figures were available for May 2006. ( Table 1.4)
2.7 The average age of private and light goods vehicles in 2005 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 2005, the average age of these vehicles in Great Britain was 6.4 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 more than doubled in number from 1,916 in 1995 to 3,928 in 2005. In contrast, public transport vehicles with 49-56 seats have declined in number from 2,641 in 1995 to 2,031 in 2005, a decrease of around 23%. ( Table 1.9)
2.9 There were 8,502 licensed operators of heavy goods vehicles in Scotland in 2004-05. Most operators had few (if any) vehicles specified on the licence: 5,820 had 0-2 vehicles, 1,217 had 3-5 vehicles and 705 had 6-10 vehicles. Only 378 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 2005 was the Renault Megane with a market share of 6.43%. The top 20 most popular models had a total market share of 49.8%. ( Table 1.11)
2.11 In 2005, about 29% of cars tested in the Road Vehicle Testing Scheme ( MOT) were unsatisfactory, as were 17% of motor cycles. (In these statistics, vehicles are counted once for each time they are tested). About 18% of cars tested had unsatisfactory lights, 17% had unsatisfactory brakes and 8% had unsatisfactory tyres (a vehicle with more than one type of fault is counted against each of them). 10% of motorcycles tested had unsatisfactory lights, 5% had unsatisfactory brakes and 3% had unsatisfactory tyres. ( Table 1.12)
2.12 The number of driving licence practical tests concluded in 2005 was 133,000, an increase of 11% over the previous year. The pass rate remained the same at 45%. The test centre at Cupar had the highest pass rate (59%) while the lowest was at Glasgow (Mosspark) (32%). (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 2004/05. 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 2004/05. Over the same period, the percentage of men with a driving licence rose from 68% to 78%. 80% of all people aged 40 to 49 held a driving licence in 2004/05. 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 2005 show that the difference between the sexes in the percentage holding a full driving licence increases with age, from about 7-13 percentage points for those aged 17-49 (30% of men and 23% of women aged 17-20 hold full driving licences, as do 84% of men and 74% of women aged 30-39) through 22 percentage points for those aged 50-59 (men: 85%; women: 63%) to 38 percentage points for those aged 70+ (men: 64%; women: 26%). ( 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 2005, 92% of adults aged 17+ living in households which had an annual net income of over £40,000 held a full driving licence. In contrast, only 44% 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 2005, 58% of adults aged 17+ living in large urban areas held a full driving licence compared with 78-80% 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 62% in 1995 to 69% in 2004. In 2004, 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 1.18)
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 2005, the household types for which the percentage of one or more cars available for private use was highest were the 'small family' (89%), 'large family' (88%), and 'large adult' (88%). In contrast, only 30% of 'single pensioner' households had a car. 20% of 'large adult' households had three or more cars available for private use. Only 38% 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. 58% of households in large urban areas had cars, compared with 84-85% of households in rural areas. ( Table 1.20)
2.18 There were 242,239 Blue Badges on issue at the end of March 2006. 116,473 were issued to recipients of allowances or grants which provide an automatic entitlement to a Blue Badge, 121,207 were issued on a discretionary basis to other people with a permanent or substantial disability, and 3,418 were issued to institutions. ( Table 1.21)
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 2005/06 was 374,325, a decrease of 11% on the 2004/05 total, but 20% higher than in 1996/97. Between 1996/97 and 2005/06 there had been no noticeable sustained trend in the number of offences recorded: the annual average figure in this period was 363,564, and the numbers fluctuated between about 311,000 and around 427,000. However, numbers rose in 2003/04, and this can be attributed to the rollout of the Scottish Safety Camera Programme, which is delivered through local partnerships involving the police, local authorities and the trunk roads network. The Programme has allowed safety camera enforcement to be targeted at roads with a history of both speeding and accidents causing injury, and so has contributed to a reduction in the number of road accident casualties. ( Table 1.22)
2.20 Between 2004/05 and 2005/06 there were decreases in 18 of the 28 motor vehicle offence categories shown, and a 11% decrease overall; changes in these figures may arise because of changes in the level of enforcement or police deployment. The largest decrease was for speeding in restricted area offences, where there was a 25% decrease from about 124,000 to approaching 93,500. Speeding offences recorded in 2005/06 represented 45% of all motor vehicle offences recorded in 2005/06. ( Table 1.22).
3. Notes and Definitions
3.1 Motor Vehicles: There are two types of classification of motor vehicles:
(a) " 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
(b) " 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 2005/06, the police recorded 25 crimes of causing death by dangerous driving, 1 crime of causing death by careless driving when under the influence of drink or drugs and 6 crimes of reckless driving (common law). In 2004/05, there were 25 convictions where the main offence was causing death by dangerous driving, all but 2 of which resulted in a custodial sentence. There were 5 convictions for causing death by careless driving while under the influence of drink or drugs, 4 of which resulted in a custodial sentence. There were no prosecutions in 2004/05 with reckless driving (common law) as the main offence.
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 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 1.18)
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, 1.17, 1.19 and 1.20)
Mairi MacAskill, Scottish Executive Transport Statistics branch (Tel: 0131 244 1457)
Blue Badge Statistics ( Table 1.21)
Ruth Currie, Scottish Executive Transport Division 2 (Tel: 0131 244 7279)
Motor vehicle offences ( Table 1.22)
Miss Fiona Wherrett, Scottish Executive Justice Statistics Unit (Tel: 0131 244 2229).