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SCOTTISH TRANSPORT STATISTICS: No 21

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, and seating capacity of public transport vehicles. 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 Orange/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 2001 was around 241,200, about 21,000 (9%) more than in the previous year. The 2001 total was 57% more than the figure for 1991, and was the highest number ever recorded. (Table 1.1)

2.2 New registrations of cars in 2001 numbered around 205,500, over 10% more than in the previous year and 61% higher than the figure for 1991. Of all new registered vehicles in 2001, 73% were petrol-propelled and 27% were diesel-propelled. (Table 1.1)

2.3 The total number of vehicles licensed was over 2.2 million in 2001, 3.4% more than in the previous year. It is estimated to be about 27% higher than the number in 1991 when account is taken of the effect of the change in the source of the statistics after 1992, which is described in section 4 "Sources". The number of private and light goods vehicles in 2001 was over 1.9 million, which is 3.6% more than in the previous year, and is estimated to be 25% higher than in 1991. (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 2001 was Edinburgh with 199,000, closely followed by Glasgow (193,000). Third was Fife (160,000). The effect that the registration of some company car fleets has on the statistics can be seen: three councils (Edinburgh: 39,500; Glasgow: 34,400; and Stirling: 18,000) together account for over half of all the company cars whose registered keepers are in Scotland.

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 (0.44) closely followed by Perth and Kinross, Scottish Borders and East Renfrewshire (0.42). Glasgow (0.21) had the lowest figure; Dundee and West Dunbartonshire also had low values (both 0.30). (Table 1.3, figures 1.3 & 1.4)

2.6 There were 18,443 taxi and private hire cars licensed in Scotland early in 2001, of which slightly more than half were taxi vehicles. As there were 24,776 taxi drivers' licences on issue, there were almost 3 people licensed as taxi drivers for every taxi licensed. Glasgow had the highest number of taxis and private hire cars licensed (3,428), more than double Edinburgh's 1,640, mainly due to Glasgow's large number of private hire cars. (Table 1.4)

2.7 The average age of private and light good vehicles in 2001 was 5.8 years, 0.1 less than the previous year. However, when account is taken of changes in the methods of estimating average ages (described in the "Notes and Definitions"), it appears that there has been an increase in the average age of these vehicles over the past ten years. First, the average age obtained from the DVLA annual census rose from 5.3 years in 1991 to 5.4 years in 1992. The change in the source of the statistics in 1993 seems to have affected the calculation of the average age: the Vehicle Information Database's figure was 6.0 years for 1993. Since then, the average rose and stood at 6.4 years (on the old basis) in 1998, before what is now the Department for Transport (DfT) introduced a new method of estimating average ages for 1999. 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 2001, the average age of these vehicles in Great Britain was 6.6 years (on the new basis). (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 1,490 in 1991 to 3,115 in 2001, an increase of 109%. In contrast, larger public transport vehicles, with 49-56 seats, have declined in number from 2,861 in 1991 to 2,153 in 2001, a decrease of around 25%. (Table 1.9)

2.9 There were 9,015 licensed operators of heavy goods vehicles in Scotland in 2000, with a total between them of 36,155 vehicles specified on the licences. Most operators had few (if any) vehicles specified on the licence: 657 had no vehicles, 4,478 had just one and 1,401 had two. Only 543 operators had 11 or more vehicles each specified on the licence - but, together, they accounted for 53% of all the vehicles specified on the licences. The total number of vehicles specified on the licence differs from the numbers of HGVs shown in Table 1.8; for reasons given in section 3. (Table 1.10)

2.10 The most popular new car sold in Scotland in 2001 was the Renault Clio with a market share of about 5.9%. The top 20 most popular models had a total market share of 58%. (Table 1.11)

2.11 In 2001, about 33% of cars tested in the Road Vehicle Testing Scheme (MOT) were unsatisfactory, as were 20% of motor cycles. (In these statistics, vehicles are counted once for each time they are tested). About 16% of cars tested had unsatisfactory lights, 16% had unsatisfactory brakes and 15% had unsatisfactory steering (a vehicle with more than one type of fault is counted against each of them). 8% of motorcycles tested had unsatisfactory lights and 8% had unsatisfactory steering. (Table 1.12)

2.12 There were 83,000 driving licence theory tests conducted in 2001, of which 69% (57,000) resulted in passes. The pass rate has been around that level (between 65% and 69%) for the period 1997 to 2001. In contrast, the number of driving licence practical tests concluded in 2001 was much higher, at 96,000. The number of applications received each year for the practical test may be higher because it has a lower pass rate (between 47% and 51% over the period 1997 to 2001) and therefore more attempts may be required. (Table 1.13)

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 1998/2000. 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 1998/2000. Over the same period, the percentage of men with a driving licence rose from 68% to 78%. About four fifths of all people aged 30 to 49 held a driving licence in 1998/2000. 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 1.14)

2.14 The Scottish Household Survey has a much larger sample, and therefore provides more detailed and more reliable results. The SHS results for 2001 show that the difference between the sexes in the percentage holding a full driving licence increases with age, from about 9 percentage points for those aged 17-20 (37% of men and 28% of women hold full driving licences) through 12 percentage points for those aged 30-39 (men: 84%; women: 72%) and 24 percentage points for those aged 50-59 (men: 84%; women: 60%) to 42 percentage points for those aged 70+ (men: 63%; women: 21%). (Table 1.15)

2.15 SHS results also show that the percentage holding a full driving licence increases with annual net household income. In 2001, 89% of adults aged 17+ living in households which had an annual net income of over £30,000 held a full driving licence. In contrast, under half the 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. 56% of adults aged 17+ living in large urban areas held a full driving licence compared with over three-quarters of those living in rural areas. (Table 1.15)

2.16 The percentage of Scottish households with the regular use of a car (or a van) has increased from 57% in 1990 to 66% in 2000. In 2000, an estimated 44% of Scottish households had the regular use of one car, 19% had two cars, and 3% had three or more cars. (Table 1.16)

2.17 Scottish Household Survey 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 2001, the household types for which the percentage of one or more cars available for private use was highest were the 'large family' (87%), 'small family' (88%) and 'large adult' (86%). In contrast, only 26% of 'single pensioner' households had a car. 15% of 'large adult' households had three or more cars available for private use. Only just over a third of households whose net annual income was up to £10,000 had one or more cars available for private use, whereas more than 19 out of 20 households whose annual net income were above £25,000, had at least one car available for private use. Just over half the households in large urban areas had cars, compared with about four-fifths of households in rural areas. (Table 1.17)

2.18 There were almost 196,000 Orange/Blue Badges on issue at the end of March 2001. Just over 83,000 were issued to recipients of allowances or grants which provide an automatic entitlement to an Orange/Blue Badge, almost 76,000 were issued on a discretionary basis to other people with a permanent or substantial disability, and about 2,900 were issued to institutions. The reason for issue was not reported for over 34,000 badges. (Table 1.18)

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, traffic wardens or City Councils by means of police fixed penalty notices (mainly parking offences). The total number of motor vehicle offences recorded in 2000 was 345,772, a decrease of 2% on the 1999 total, but 9% higher than in 1995. In recent years, motor vehicle offences have accounted for a growing proportion of all crimes and offences recorded by the police. In 2000 they represented 37% of all crimes and offences recorded compared with 34% in 1995. (Table 1.19)

2.20 Between 1999 and 2000 there were decreases in 16 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. Decreases were recorded for dangerous driving (down 5% to 2,015), careless driving (down 13% to 10,287) and speeding (down 7% to 116,750). In the overall drunk driving group there was a decrease of 1% to 10,712 offences. However, within the group there was an increase for the offence of being in charge of a vehicle with excess blood alcohol (up 26% to 349) and for being in charge of a vehicle while unfit through drink or drugs (up 13% to 125). Increases were recorded for all but one category in the group of documentation offences, including vehicle excise licence offences (up 19% to 23,775), no test certificate (up 8% to 13,658), driving licence offences (up 5% to 14,391) and third party insurance offences (up 7% to 25,236). (Table 1.19)

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, private heavy goods vehicles, and some vehicles which before 1 July 1995 were taxed in a specialised taxation class but which now fall into the PLG group.

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 both the now-discontinued formerly separate "Farmers Goods" and "General Goods" groups, which were shown separately in some of the previous editions of "Scottish Transport Statistics".

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’, ‘Vehicles now over 25 years of age previously in PLG, motorcycle or tricycle tax groups’, and ‘Personal export and direct export vehicles’.

3.7 Special Concessions: this group of vehicles pays Vehicle Excise Duty (VED) at £40 per annum, and includes agricultural tractors, combine harvesters, and mowing machines. This taxation class also includes electric vehicles, gritting vehicles and snow ploughs, and steam powered vehicles.

3.8 Special Vehicles: this group consists of vehicles over 3,500 kgs which do not pay VED 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.

3.9 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.

3.10 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. The total number of vehicles specified on the licences differs from the total number of heavy goods vehicles licensed shown in Table 1.8 because the two sets of figures are compiled from different licensing sources. Examples of reasons why these figures differ are: some of the vehicles specified on the goods vehicle operator's licence may be registered outwith Scotland; some operators may be licensed to operate more vehicles than they actually have; operators may have licences specifying the same vehicles in more than one Traffic Area.

3.11 DVLA 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.

3.12 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.

3.13 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 motor vehicles are normally available for private use by members of the household. For the purpose of this analysis only cars (including four wheeled drives and Land Rovers) are counted

3.14 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.

3.15 Annual net household income and SHS urban / rural classification: notes on these classifications appear in Chapter 12.

3.16 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 1998, the police recorded 39 crimes of causing death by dangerous driving, 3 crimes of causing death by careless driving when under the influence of drink or drugs and 19 crimes of reckless driving (common law). In 1998, there were 17 prosecutions where the main offence was causing death by dangerous driving, 14 of which resulted in a conviction including 9 custodial sentences. There were 3 prosecutions for causing death by careless driving while under the influence of drink or drugs, all of which resulted in a conviction and a custodial sentence. There were no prosecutions for reckless driving (common law) in 1998.

4. Sources

4.1 Numbers of vehicles: DVLA Vehicle censuses and DfT Vehicle Information Database

4.1.1 Censuses based entirely on the records of licensed vehicles at the Driver and Vehicle Licensing Agency (DVLA) began on 31 December 1978 and subsequent counts were taken on the last day of each year up to and including 31 December 1992. The statistics were a by- product of the administration of vehicle licensing and the classes shown in the tables correspond in the main to taxation classes. In 1992 the source of this information changed to the Vehicle Information Database (VID) held by what is now 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.

4.1.2 The net effect of the change to the VID as the main source of statistics on currently licensed stock was to produce a small reduction in the estimated levels of licensed stock. The difference between the two sources can be broadly estimated from statistics for 1992 which are available from both the old and new sources. The VID figures for all vehicles licensed at the end of 1992 are 2.4% lower for Scotland, and 3.1% lower for England and Wales, than the DVLA figures for the same date. For example, the VID figure for Scotland for 31 December 1992 is 1,840,000 compared with the DVLA figure of 1,884,000. To estimate the growth in the number of licensed vehicles over the longer term, these changes should be used to adjust the apparent vehicle growths calculated from figures which are on different bases pre- and post-1992.

4.1.3 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 From 1 October 1990, goods vehicles up to 3,500 kgs gross vehicle weight were transferred from the "Goods Vehicle" taxation class to the "Private and Light Goods" class. Farmers’ and showmen’s goods vehicles of more than 1,525 kgs unladen weight, but not over 3,500 kgs gross vehicle weight were transferred to the "Light Goods Farmers" and "Light Goods Showmen’s" taxation classes.

4.2.2 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.

4.2.3 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 the PLG 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).

4.2.4 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.

4.2.5 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.

4.2.6 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 2000. This is due primarily to legislation which came into effect in 1999 allowing 6-axled lorries to run at up to 41 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.

4.3 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 DVLA test receipts

4.9.1 Figures for both driving licence theory and practical tests are obtained from the Driver and Vehicle Licensing Agency (DVLA).

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 Orange/Blue Badges

4.12.1 The Scottish Executive requested details from Local Authorities of the number of badges awarded under the Orange Badge Scheme of Parking Concessions for Disabled and Blind People. The EU Blue Badge, which was introduced on 1 April 2000, is replacing the Orange Badge. Over the period until 31 March 2003, Blue Badges will be issued as existing Orange Badges come up for renewal or new applications are processed.

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 offences dealt with under the vehicle defect rectification scheme and the number of "stationary" offences dealt with by the issue of a fixed penalty notice by the police, traffic wardens or City Councils. 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".

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'.

5.2 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 Scott Brand, Scottish Executive (Tel: 0131 244 7255)

Goods vehicle operators by licence type & number of vehicles specified on the licence (Table 1.10)
Mr David Crooks, 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)
Mrs Marjorie Dugan, Vehicle Inspectorate (Tel: 01792 454 217)

Driving licence tests and DVLA receipts (Table 1.13)
Applications, tests concluded & passes: (theory) David Shepherd or (practical) Gez Stevenson, Driving Standards Agency Driving Standards Agency (Tel: 0115 955 7600)

Receipts from vehicle licences - Mary O'Kane, DVLA (Tel: 01792 783 087)

Receipts from driving licences - Ms Karen Sherwood, DVLA (Tel: 01792 783 602)

National Travel Survey figures for Driving licence holders and Households with regular use of a car (Tables 1.14 and 1.16)
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 1.15 and 1.17)
Frank Dixon, Scottish Executive Transport Statistics branch (Tel: 0131 244 7254)

Orange/Blue Badge Statistics (Table 1.18)
John Stirling, Scottish Executive Transport Division 2 (Tel: 0131 244 0869)

Motor vehicle offences (Table 1.19)
Mr Fred Thorne, Scottish Executive Justice Statistics Unit (Tel: 0131 244 2227).

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