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TRANSPORT:
LIGHTENING THE LOAD

The Department for Transport's
Simplification Plan

December 2006
Contents:
Part 1 - Overview ...................................................................................................... 3

Introduction and Summary...................................................................................... 3
Background to the Plan .......................................................................................... 5
The Department for Transport's responsibilities ..................................................... 6
The changing context of transport regulation.......................................................... 6
Work we have already done to lighten the load ...................................................... 8
Key principles underpinning the Plan...................................................................... 8
Consultation on the Simplification Plan................................................................... 9
Administrative Burdens......................................................................................... 10
Table 1 - Cost of administrative burdens from DfT regulation, broken down by
origin of regulations ............................................................................... 10
Table 2 - Highest Cost Information Obligations (over £10 million) ........................ 11
Table 3 - Estimated gross reduction in administrative burdens from measures
currently in the Simplification Plan......................................................... 12
Major Simplification Measures .............................................................................. 12
Hampton Review .................................................................................................. 14
Davidson Review .................................................................................................. 15
Limiting Future Legislation Internationally............................................................. 16
Taking the Plan Forward....................................................................................... 18

Part 2 - Simplification Measures in Detail ............................................................ 19

Category A Simplification Measures - Table 4 ...................................................... 21
Category B Simplification Measures - Table 5 ...................................................... 28
Category C Simplification Measures - Table 6...................................................... 30

Part 3 - New Regulatory Burdens.......................................................................... 48

New Regulatory Burdens...................................................................................... 48
Table 7 - Key regulations made between May 2005 and June 2006 .................... 49
Table 8 - Key regulations to be made up to 2010 ................................................. 52
Contact details ...................................................................................................... 60

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TRANSPORT: LIGHTENING THE LOAD

The Department for Transport's Simplification Plan

PART 1 - OVERVIEW

Introduction and Summary
1. This Simplification Plan sets out how the Department for Transport (DfT) plans
to reduce the burdens imposed by current transport regulations. The
Department's overall aim is to ensure that regulation is only applied where
necessary, that it is proportionate and targeted at the risks it aims to address, is
clear and easy to understand, and is simple to comply with. Where regulation is
needed, we aim to reduce both the policy costs and administrative burdens1
which it imposes on stakeholders, including businesses, citizens, voluntary
groups and other organisations delivering or using transport.
2. This Plan includes over 50 actions being taken between now and 2010, in a
range of areas, to address ways of simplifying existing regulation. The measures
will together deliver over £280 million of economic benefits a year for our
partners and stakeholders through, for example, reductions in administrative
burdens, reduced compliance costs for businesses, and savings in the time
spent on meeting regulations for both business and private citizens. Key
measures include:
- promoting the options of increased flexibility for routine vehicle inspections by
commercial vehicle operators (HGVs) (Table 5, 3.1) which could save the
road haulage industry up to £100 million a year.
- the roll-out of Electronic Vehicle Licensing (Table 4, 1.1) which will save
businesses which licence vehicles £15 million a year in administrative costs,
and provide private motorists time savings of some £20 million a year.
- the introduction of digital tachographs (Table 4, 2.1) for all new HGVs, with
potential administrative savings for HGV operators of some £15 million in
2009 and £25 million in 2010.
- providing online access for car rental companies to check driver licence
details more quickly than by telephone (Table 4, 2.2). Early estimates point
towards up to £20 million per year in administrative savings.
- the streamlining of HGV and Public Service Vehicle operator licensing
regulations (Table 6, 5.6) will deliver significant savings for the industry and
with at least £2 million per year administrative savings.
- measures to tackle key irritants reported to us by stakeholders, including
removing the requirement for Harbour Authorities to seek the Secretary of

1
'Administrative burdens' are the "red tape" costs such as form filling, keeping records or responding
to information requests, and complying with inspections. "Policy costs" are all other costs associated
with regulation for example the cost of fitting new equipment or training staff to use it.

3
State's approval to change harbour bye laws (Table 6, 5.14) and replacing
criminal prosecution of train operators for breach of access regulations with a
civil enforcement procedure (Table 6, 5.28).
- measures which benefit small and medium sized businesses. For example, a
range of measures to reduce burdens on PSV and HGV operators which will
particularly benefit small operators, the development of simplified assessment
processes to reduce direct burdens for smaller Air Travel Organisers Licence
holders (Table 6, 5.32) and the removal of the need for some Vehicle Special
Orders permits (Table 6, 5.15).
3. The full list of actions, with further detail about each, is set out in Part 2 of this
Plan and ranges widely across transport sectors and interests. Further
measures are already under development, including consultations in 2007 on
the MOT testing regime and road operator licensing financial standing
requirements, both of which have been have been agreed as part of the
Department's work with the Davidson Review.
4. Within the overall annual benefits of £280 million the Plan will also deliver
specific savings in the administrative burdens ('red tape' costs) imposed by
regulations on business. A major exercise was conducted in spring 2006, to
assess these burdens. This estimated that the total annual administrative burden
imposed on business by transport regulations was nearly £490 million (against
the transport sector's total contribution to the economy of £49.5 billion).
5. The Department has set itself the target of delivering a 25% saving in these
administrative burdens. This will be done by 2010 for regulations of domestic
origin and regulations of international origin where we have national discretion
over their implementation, and by as soon as possible thereafter for regulations
of international origin where we will need to work with international organisations
to reduce burdens. A timescale to achieve reductions in this area will be
announced once the European Council have approved the Commission's Plan to
achieve 25% savings against EU regulation. Achieving the target will be on a
"net" basis, taking into account any additional administrative burdens from new
regulations. This Plan already identifies some £80 million of administrative
burden savings to be achieved by 2010 as set out in Table 3 on page 12.
6. This Plan reflects the work that has been done, in conjunction with our
stakeholders, to review the existing stock of regulation to see what can be
removed, simplified or reduced in cost, and sets out action to achieve this. We
will continue to review existing regulations to identify further ways of reducing
burdens and to ensure we meet our administrative burdens reduction target in
full. Updates to this Plan will therefore be published on an annual basis. In
addition, we are committed to thoroughly scrutinising all proposals for new
regulation, whether domestic or international, and to looking first at alternatives
to regulation, such as the provision of guidance and the use of voluntary
agreements.
7. We and our independent regulators will work with the European Union and other
international organisations to ensure that the importance of the better regulation
agenda informs our dealings with them. We will ensure that despite growing
pressures on international bodies to regulate, new proposals for regulations from
Europe or elsewhere are only taken forward where they are clearly necessary
and proportionate. Where appropriate we will resist new regulation and negotiate

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to avoid it or minimise its adverse effects. We will continue to engage early at
working level with the Commission and in all cases we will consult closely with
business to ensure that the potential impact of regulations is correctly
understood and quantified and effective measures are taken to minimise
burdens.
8. In drawing up the Plan, we have consulted widely with partners, stakeholders
and others. We set up a monitoring group of key stakeholders to help by
contributing to and commenting on the proposals. Many of the measures have
been worked up jointly with business or proposed by them, including through
making suggestions through the Better Regulation Executive's simplification
portal. A draft of our Plan has been available on our web site since July and was
sent to a wide range of stakeholders to consider.
9. This initial Plan reflects work in progress, and we recognise that more needs to
be done. We will consult closely with stakeholders in developing the Plan and
seeking to incorporate new ideas, including measures to achieve the target for
reducing administrative burdens. We continue to encourage and welcome new
ideas on all aspects of regulatory simplification. In doing so we regard the active
engagement of our stakeholders as essential.

Background to the Plan
10. The background to this Plan is the publication of a number of reports and
reviews on the theme of improving the regulatory framework and reducing the
burden of Government demands:
• the Better Regulation Task Force report "Less is More" called on Departments
to adopt programmes of simplification measures
(www.brc.gov.uk/downloads/pdf/lessismore.pdf)
• an exercise led by the Better Regulation Executive measured the cost to
business of administrative burdens ("red tape" costs - filling in forms,
keeping records, complying with inspections) with a view to setting targets to
reduce them
• the Hampton Report "Reducing administrative burdens: effective inspection
and enforcement" set out proposals for improving regulatory inspection and
enforcement (www.hm-treasury.gov.uk/media/A63/EF/bud05hamptonv1.pdf).
• the Davidson Review has recently reported on its scrutiny of existing EU-
derived legislation, in particular for evidence of over-implementation in the UK
http://www.cabinetoffice.gov.uk/regulation/documents/davidson_review/davidson_rev
iew.pdf.
11. The Better Regulation agenda is at the heart of what the Government wants to
deliver in terms of driving up UK productivity, modernising public services and
influencing economic reform in Europe. It is about ensuring that we engage with
stakeholders and deliver the Government’s policies in the best possible way.
12. This Simplification Plan provides the Department's initial response to these
challenges.

5
The Department for Transport's responsibilities
13. The Department's purpose is to meet the country's transport needs by
• tackling congestion
• supporting the economy
• reducing casualties
• respecting the environment and
• improving accessibility
14. We describe below how the central department, our executive agencies2 and
independent transport regulators (the Civil Aviation Authority (CAA) and the
Office of Rail Regulation (ORR)) contribute to our aim of better regulation.
15. Our Annual Report
http://www.dft.gov.uk/stellent/groups/dft_about/documents/page/dft_about_611668.hcsp
gives more detail about the responsibilities of the different elements of the
Department.
16. Our business plan
http://www.dft.gov.uk/stellent/groups/dft_about/documents/page/dft_about_611419.hcsp
sets out in more detail our objectives, and makes clear that our business
planning process includes specific key measures to ensure that we meet our
objectives on better regulation.
17. The transport industry is significantly affected by other regulations for which the
Department is not directly responsible, e.g. on health & safety, employment or
environmental matters. These can have a greater impact on the transport sector
than our regulations. We work closely with the rest of Government to ensure that
different regulatory regimes operate together effectively without duplication.

The changing context of transport regulation
18. There has been a major change from the time when a great deal of transport
was provided by nationalised bodies and heavily regulated transport providers.
Earlier deregulation initiatives and privatisations removed the controls the
Department used to exercise over many transport industries. Nowadays in the
UK, transport services are provided through a wide range of bodies, mostly
private sector, but also through local and city-wide authorities and Government
agencies. The Department's role is to set the strategic framework in which
transport providers operate, provide support for core parts of the infrastructure,
shape provision where market forces alone will not meet the wider needs of
society, and ensure that people can travel safely and securely. The areas in
which we regulate have therefore changed accordingly.
19. The source of regulation is also changing. There is growing pressure in
international bodies including the EU, the International Maritime Organisation
(IMO) and the International Civil Aviation Organisation (ICAO) for new regulation

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Driver & Vehicle Licensing Agency (DVLA), Vehicle and Operator Services Agency (VOSA), Driving
Standards Agency (DSA), Vehicle Certification Agency (VCA), Highways Agency (HA), Maritime &
Coastguard Agency (MCA), and the Government Car and Despatch Agency (GCDA). The first four of
these comprise the Department's "Driver, Vehicle and Operator Group" (DVO).

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to tackle issues such as safety, security and the environment on an international
basis. In the EU there is pressure for concerted action to develop the single
market. Our approach to regulation has to be shaped by the need to think on an
international basis
20. It is central to our way of working to engage closely with our domestic and
international stakeholders and influence them, as the best means to achieve our
transport aims. Our key values as an organisation reflect this close engagement.
They include being open, outward looking and professional, and working well
with our delivery partners, in all aspects of our business. We consult our
business stakeholders from an early stage, and design policies which reflect a
good understanding of their concerns and their business3.
21. Here and internationally we aim to use alternatives to regulation whenever
possible4. And where existing regulatory requirements have costs which
outweigh the benefits we will remove or amend them. We also seek to identify
and head off unnecessary regulation from an early stage: our work
internationally on this is explained more fully in paragraphs 54-61.
22. Some level of regulation nevertheless remains essential if we are to have safe,
secure and sustainable transport networks that meet people’s needs. For
example our road safety legislation is a key contributor to our having one of the
best road safety records in the world. But where regulation is needed, we will
observe best practice5, and seek to make compliance as easy as possible,
minimising the administrative burdens.
23. All this means that we have a strong culture of challenge to new legislation. At
all levels officials are well used to scrutinising the case for new regulation and
assessing whether it is necessary, both internationally and domestically. Better
regulation is also championed by Transport Ministers and at Board level, with
regular reports from the Board level champion to the Board on progress being
made. Our Business Plan includes specific measures to drive better regulation.
We are increasing the level of economic scrutiny and expertise applied to the
impact assessment process. We continue to improve understanding of better
regulation principles amongst all those responsible for developing policy and
services, and for enforcement. This includes offering training, coaching and

3
Officials frequently attend joint forums such as the Vehicle Industry Policy and European Regulation
(VIPER) Group, the Road Haulage Forum, and many other formal and informal stakeholder groups.
As an example, we worked closely with DEFRA (the lead Department) on the Commission's CARS21
programme, aiming at reducing burdens in vehicle regulations.
4
Alternatives include guidance on best practice; publicity and persuasion; and voluntary agreements
with industry (e.g. we supported the European Commission's voluntary agreements with the
automotive industry to improve fuel efficiency in new cars; and we support use of financial incentives,
e.g. fuel duty and graduated road tax, to encourage use of low carbon vehicles and cleaner fuels).
Non-legislative measures include action during the UK Presidency when the Transport Council
unanimously agreed a voluntary arrangement to encourage young people to take up employment in
the maritime sector as an alternative to legislation to achieve this end. This represented a successful
conclusion to considerable efforts by the UK over the period from 2003, including providing assistance
to the Commission in developing the agreement. Only where necessary do we use regulation; and for
example we may seek to use goal-based regulation which can allow operational flexibility in meeting a
regulatory requirement, as in much of our transport security regulation.
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In keeping with best practice we aim to observe the five principles of good regulation -
proportionality, accountability, consistency, transparency, and targeting (focusing regulation only on
the problem).

7
advice to staff on Better Regulation; we are also developing training and
consultancy support to help officials identify and cost the administrative burdens
that regulations place on business.

Work we have already done to lighten the load
24. The Department, through its executive agencies, provides a number of services
direct to business and the public, such as vehicle and operator licences. We
have taken a lead in modernising these services, designing them around
customer needs and offering greater choice of how to access them including
online access (e-enabling), in line with the strategy for Transformational
Government.
25. Many of the Department's regulations affect the road haulage and public service
vehicles industries, where a number of the main administrative burdens fall, and
much work is being done to simplify the requirements we place on these critical
businesses. One example was introducing self service e-licensing for operators
of heavy goods and public service vehicles. This was recognised by an award
for better regulation in the Public Servant of the Year awards 2006.
26. Another example is our Electronic Vehicle Licensing service for motorists (Table
4, 1.1) which has seen a high rate of take up (and won the gold award in the
Technology in the Public Sector category of the MCA Management Awards last
year). This allows customers to pay vehicle excise duty online or by phone 24/7,
with MOT and insurance checked electronically, avoiding a trip to the post office.
27. Measures referred to in the following sections are set out more fully in a series of
tables in this Plan. Cross references to those tables are marked against the
various items.

Key principles underpinning the Plan
28. As noted earlier, where regulation is necessary, we aim to make compliance as
easy as possible and to minimise the administrative burdens. The following are
key principles.
- Structure our services around customers' needs, e.g. replacing paper
forms with electronic services
This is more convenient for both business and private citizens, and cuts the costs
to them and to taxpayers. Examples are the e-licensing services (Table 4, 1.1).
- Use technology to simplify processes and cut costs
Examples include promoting digital tachographs across the HGV and PSV fleets
(Table 4, 2.1) and e-navigation for ships (Table 4, 2.3).
- Share data between government agencies
It reduces lost time, inconvenience and costs for customers. Examples include
sharing data between the Passport Service and DVLA to simplify and speed up
identity checks for passports and driving licences (Table 4, 1.4) and allowing
DWP to share information with DVLA to facilitate electronic relicensing for
disabled drivers (Table 4, 1.5).
- Have a risk-based approach to inspection and enforcement
We reduce the frequency of inspections, for example by promoting flexibility in
HGV and PSV vehicle inspections (Table 5, 3.1).

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- Consolidate and simplify
For instance car transporter safety railings that comply with HSE regulations are
exempt from separate DfT regulations (Table 6, 5.2). We will also extend the
scope of exemptions from Goods Vehicle Operator licensing for specialist
vehicles (Table 6, 5.17), remove the requirement for Harbour Authorities to seek
Ministerial approval for bye laws (Table 6, 5.14), and abolish the requirement for
certain shipping vessels to have duplicate certificates (Table 6, 5.12).
- Improve guidance
For example guidance for local authorities to help them work with the retail and
logistics industry to reach acceptable arrangements on night delivery restrictions
applying to retail developments (Table 6, 5.23).
- Applying the same principles to international regulations
We work to simplify existing international regulation, for example by seeking to
establish a standard format in Europe and worldwide for safety assessments for
transport packaging for radioactive material (Table 6, 5.25).

Consultation on the Simplification Plan
29. We established a monitoring group to take an overview both of work to reduce
administrative burdens and the simplification agenda more generally. This
involves a cross-section of the Department's key stakeholders6 who have helped
by contributing to and commenting on our proposals. Proposals have been
discussed with members of the Monitoring Group over the spring and summer. A
draft version of the Simplification Plan was published on the Department's web
site on 28 July, and sent to a wide range of stakeholders.
30. We are also holding a series of workshops with representatives of different
business sectors to consider the burdens that most affect them. The first two
workshops, covering aviation and the transport of dangerous goods, were held
in the spring. We plan further workshops over coming months, and the results
will feed into updating our Plan next year.
31. We have paid particular attention to inviting new proposals to reduce burdens
and to identifying any "major irritants" that business is concerned about. Many
measures in the Plan were proposed by stakeholders outside the Department in
the routine course of business. We also received a number of suggestions via
the Government and DfT Simplification portals. Two of these measures
suggested will reduce burdens on the hire car industry by allowing them to
transfer fines from London congestion charging, and the use of bus lanes, to the
clients who incurred the charges (Table 6, 5.3 & 5.5).
32. We are keen to identify further opportunities to simplify and deregulate but to do
so without creating unacceptable risks to safety, security and the environment.
We will continue to tackle this pro-actively and engage with our partners,
stakeholders and others in developing new approaches. It is of central

6
Bodies represented on the Group are: Confederation of British Industry, British Air Transport
Association, European Low Fares Airline Association, Freight Transport Association, Road Haulage
Association, Confederation of Passenger Transport, National Joint Utilities Group, Chamber of
Shipping, Society of Motor Manufacturers and Traders. Members have agreed that their organisation
will continue to be represented in the ongoing work. We are reviewing membership of the group with a
view to widening representation.

9
importance to us that we hear the views of all of our stakeholders in identifying
where to direct our efforts, so that they can help us think innovatively about how
we deliver our services.

Administrative Burdens
33. This section deals with the cost of administrative burdens ("red tape" costs such
as form filling, keeping records, and complying with inspections) imposed by
Government regulation, and proposed savings (paragraphs 41 to 42 below give
an overview of proposed savings including savings against wider policy costs).
34. The Department, like others in Government, carried out a major exercise
through autumn 2005 and spring 2006 to measure the total cost of the
administrative burdens it imposes. The measurement focused on information
obligations (IOs) which businesses have to meet. PricewaterhouseCoopers
(PwC) as agents made as full a measurement as possible7 of the costs of over
2,100 individual IOs, consulting businesses and other stakeholders.
35. The exercise assessed the total administrative burdens imposed by transport
regulations at £487 million per year (against the transport sector's total
contribution to the economy of some £49.5 billion). Figures broken down by the
origin of the Regulation are shown below.

Table 1 - Cost of administrative burdens from DfT regulation, broken down by
origin of regulations

Number of
Information Cost
Origin of Regulation Obligations (£ million)
A - International, no domestic discretion 580 198
B - International, domestic discretion 244 37
C - Domestic 1295 253
Total 2119 487

36. Within the total administrative burden, some 50% of costs are driven by just 8
Information Obligations with a cost of over £10 million each. These are set out,
along with action being taken to simplify them in the following table:

7
The results represent a good indication of where burdens lie, rather than a statistically robust
measurement of all costs.

10
Table 2 - Highest Cost Information Obligations (over £10 million)
Information Obligation Net Cost Simplification Action
[Regulation Name] (£ million)
Recording information on the tachograph for one year by a 104 Item 2.1 (Table 4) in the Simplification Plan. This is a requirement of a European Regulation.
manual entry. This burden arises from the requirement for HGV drivers to record data manually on
[Drivers' Hours and Tachograph Rules for Goods Vehicles in tachographs. Under the new EU Regulation on drivers’ hours, the use of digital tachographs
the UK and Europe] became mandatory in any in-scope vehicles put into service for the first time from 1 May 2006.
This is expected to substantially reduce the administrative burdens this obligation places on
business, by some £25 million by 2010. We will be looking at this in more detail as part of a
wider consultation exercise later this year on the introduction of digital tachographs.
Providing information specified by the Secretary of State 40 Item 1.1 (Table 4) in the Simplification Plan. We are aiming to save business £15 million per
when applying for a vehicle licence. year.
[Vehicle Excise and Registration Act 1994 (vehicle licensing)]
Keeping a record of hours work by the driver of the vehicle on 28 This burden arises from the requirement for drivers of goods vehicles to keep a weekly time
a weekly time sheet. sheet under the domestic drivers’ hours rules. There is a White Paper commitment to review
[Drivers' Hours and Tachograph Rules for Goods Vehicles in these rules. We intend to undertake this work once we have completed the forthcoming review
the UK and Europe] of the UK's implementation of the European Road Transport Working Time Directive.
Retaining information relating to packages, packaging, 19 Preliminary consultation with industry identified a potential reduction through more specific
'special form' radioactive material, or low dispersible regulation. This is currently being consulted upon.
radioactive material.
[Radioactive Material (Road Transport) Regulations 2002]
Providing notice to the mobile worker of the intention to apply 18 This is a requirement of a European Directive. This burden arises from the requirement for
the 17 week reference period, this being the period where the employers to provide notice to the mobile worker of the intention to apply the 17 week
average time worked should not exceed 48 hours per week. reference period. Our review of the UK’s implementing Regulations due to commence later
[Road Transport (Working Time) Regulations 2005] this year will provide an opportunity to better understand the underlying administrative costs of
the Regulations, and to assess whether they can be reduced.
Notifying vehicle insurers of any changes in information 15 These regulations were introduced to meet the EU 4th Directive on Motor Insurance. They
relating to open cover contracts (where the vehicles covered ensure that liability under open contracts can be quickly established with benefits for
are not specifically identified in the contract). insurance companies, individuals involved in accidents and the police. The regulation requires
[Motor Vehicles (Compulsory Insurance) (Information Centre insurance companies to inform the Motor Insurer's Bureau of all new policies of motor
and Compensation Body) Regulations 2003] insurance and any changes to existing policies. This information is captured on the Motor
Insurance Database (MID). An efficient and effective means of notifying such changes and
additions to the database is already in place, with all changes notified online, and there is little
scope to reduce this admin burden.
Providing for inspection by the enforcement authorities or 14 This is a requirement of a European Regulation. This burden arises from the requirement for
police, records of hours driving, other work, breaks and rest HGV and PSV drivers to provide enforcers with tachograph records on request. Under the
periods through the use of tachograph records and if digital, new EU Regulation on drivers’ hours, the use of digital tachographs became mandatory in any
the driver card. in-scope vehicles put into service for the first time from 1 May 2006. Digital tachographs
[Drivers' Hours and Tachograph Rules for Goods Vehicles in should make it easier to produce such data thereby reducing the administrative burden.
the UK and Europe] Although there will be some start-up costs for operators, in the longer term, digital
tachographs should help reduce this burden.
Fixing a legible disc in a waterproof container to a licensed 13 Item 5.6 (Table 6) in the Simplification Plan. This relates to the requirement to place licence
motor vehicle. discs on HGV windscreens. This will be abolished under current O licence reform proposals
[Goods Vehicles (Licensing of Operators) Regulations 1995] and provide savings of £1 million to business.

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37. These regulations principally affect the haulage industry and public service
vehicles and the Plan therefore gives considerable attention to reducing burdens
in these sectors. However, the Plan also addresses lower cost burdens that
impact disproportionately on small and medium sized business, or which are a
particular irritant for business.
38. The Department is committed to delivering a 25% saving in these administrative
burdens. This will be done by 2010 for regulations of domestic origin or where
we have national discretion over their implementation, and as soon as possible
thereafter for regulations of international origin where we will need to work with
international organisations to reduce burdens. A timescale to achieve reductions
in this area will be announced once the European Council have approved the
Commission's Plan to achieve 25% savings against EU regulation. Achieving the
target will be on a "net" basis, taking into account any additional administrative
burdens from new regulations introduced since May 2005.
39. Measures already contained within this first Plan are currently estimated to
reduce administrative burdens by some £3.5 million in the first year of the Plan
(2005-06), rising to some £80 million in the final year (2009-2010). This will
represent progress towards a burdens reduction of 66% of the Department's
target figure, £120 million.

Table 3 - Estimated gross reduction in administrative burdens from measures
currently in the Simplification Plan

2006 2007 2008 2009 2010

Estimated saving per year £4m £45m £54m £70m £80m

Percentage of target 3% 37% 44% 58% 66%

40. The forecast trajectory towards the target does not currently take into account
new administrative burdens created since May 2005 and expected to be created
by 2010. We have gathered where possible information on the nature of the new
burdens and their broad impacts (as set out in tables 7 and 8). We are carrying
out further work across the department to quantify the new burdens and will
report on this in future editions of the plan. DfT is committed to delivering its
administrative burdens reduction target in full and we are working to develop
further simplification measures to achieve this.

Major Simplification Measures
41. The following paragraphs give an overview of all savings proposed in this Plan
including both administrative burden and policy cost savings (i.e. wider
economic benefits from measures). Total savings to the economy amount to
over £280 million annually (of which some savings to business amount to some
£250 million). The figures reflect estimated savings in direct costs through: time
saved by business from better directed enforcement and inspection activity;
simplification of regulatory regimes and administrative processes; and by both
business and private individuals from faster and more convenient services.

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Some 85% of the actions envisaged have clear milestones for delivery (or in
some cases have already been put in place).
42. Key measures in this initial Simplification Plan include:
- checking that HGV operators have the right approach to routine vehicle
inspections (Table 5, 3.1). A revised version of VOSA's "Guide to
Maintaining Roadworthiness", will help to encourage operators to review
whether or not they are carrying out routine vehicle checks at the right
frequency. For more modern vehicles - and for more lightly used vehicles - a
somewhat less demanding approach may be possible without compromising
vehicle roadworthiness and road safety. It could save the industry up to £100
million a year;
- the roll-out of Electronic Vehicle Licensing (Table 4, 1.1) which is now
widely available with all vehicles to be included by March/April 2007. It is
estimated that this will reduce administrative costs for business by around
£15 million a year, and offer private motorists time savings equating to some
£21 million per year. It also provides added convenience for customers and
will lead to administrative cost savings and greater choice;
- the introduction of digital tachographs (Table 4, 2.1) for all new vehicles
from 1 May 2006 as part of a Europe-wide initiative, which will greatly
facilitate the collection, analysis and storage of data by HGV operators.
Savings are likely to come on stream in 2009, with potential administrative
savings estimated at £15 million in 2009, and £25 million in 2010;
- providing online access for car rental companies to check driver licence
details more quickly than by telephone (Table 4, 2.2). The full benefits are still
to be assessed, but early estimates point towards up to £20 million per year
in administrative savings;
- the streamlining of HGV and Public Service Vehicle operator licensing
regulations (Table 6, 5.6). Proposals for the reform of the Operator Licensing
regime for heavy goods and public service vehicles will streamline the
licensing process, delivering significant savings for the industry and the
taxpayer while maintaining the existing high standards. The full benefits are
still to be quantified, but administrative savings for the industry are expected
to be at least £2 million per year;
- measures to tackle key irritants reported to us by stakeholders, including
removing the requirement for Harbour Authorities to seek the Secretary of
State's approval to change harbour bye laws (Table 6, 5.14), and replacing
criminal prosecution of train operators for breach of access regulations with a
civil enforcement procedure (Table 6, 5.28);
- measures which benefit small and medium sized businesses. For
example, a range of measures to reduce burdens on PSV and HGV operators
which will particularly benefit small operators, the development of simplified
assessment processes to reduce direct burdens for smaller ATOL holders
authorised for up to 5,000 passengers a year (Table 6, 5.32), and the removal
of the need for some Vehicle Special Orders permits (Table 6, 5.15).
43. Details of these measures are included in the tables on pages 20 to 46.

13
Hampton Review
44. The Hampton Review “Reducing administrative burdens: effective inspection
and enforcement” published in March 2005 considered how to reduce
administrative burdens through more efficient approaches to regulatory
inspection and enforcement. The Government accepted in full the Review’s
recommendations which included regulators taking a risk based approach to
enforcement activity.
45. The Plan includes several measures (Table 5 - Section 3) that will deliver the
better targeted enforcement that is a key theme of the Hampton agenda. These
include the better targeting of HGV vehicle inspections which may result in
savings to the road haulage industry of up to £100 million a year, and the
Maritime and Coastguard Agency's use of targeted enforcement when carrying
out its Port State Control responsibilities.
46. While the Hampton Review did not identify any need to consolidate DfT
regulatory bodies with others, an example of simplification in the Plan along the
same lines is the transfer of rail safety matters from the Health and Safety
executive to the Office of Rail Regulation (Table 6, 4.1), which reduces the
number of bodies with which rail companies have to deal and, with economic
and safety regulation both under the control of the ORR, ensures the two types
of regulation do not impose conflicting pressures.
47. A strong theme of the Hampton report dealt with how regulators give out and
gather in information. Regulators should make advice to business easily
accessible, and should minimise data requests. The Department and agencies
use a variety of media to communicate with stakeholders, including
comprehensive websites, leaflets, electronic newsletters, and personal visits.
We have developed many e-enabling strategies to reduce data requests and
streamline transactional functions such as licensing, and we are continuing to
develop these further. An example of this is DVO's "Transport Office" website
which went live in November 2005. This works to complement DirectGov by
providing greater information to HGV and PSV vehicle drivers and operators,
and by facilitating the e-enabling of a number of transactional activities, such as
Operator Licensing Self Service and booking driving instructor theory tests. The
website has been well received since its launch, and DVO is planning to add to
its functionality as a result of positive feedback received through its monitoring of
information uptake (Table 4, 2.6).
48. The Department is committed to developing its working practices in order to
streamline its work, and reduce costs to business; we will continue to assess our
compliance with the Hampton recommendations ensuring that any advice and
guidance on legislative changes is easily available in advance of the change
taking effect. We will develop our working methods to take account of the need
for inspection and enforcement activity to be risk-based and for the impact of
enforcement work on business to be reduced. This will both cut costs to
stakeholders and enable us to use more efficient working methods. Many
working practices in DfT enforcement agencies are already in line with the
Hampton agenda, for example the Vehicle & Operator Services Agency's
development of data-sharing and communication systems to facilitate informed
and targeted roadside checks (Table 5, 3.2). The Department's in house security

14
regulator, Transport Security and Contingencies Directorate, has adopted a risk-
based approach to its compliance programme for many years.
49. The Civil Aviation Authority, as independent regulator for the aviation sector,
took part in the work carried out for the Hampton Review, and is taking forward
this agenda within the Authority, in parallel with the Department's own actions.
CAA assessed the Hampton recommendations and found that many of the
principles and recommendations were already fully incorporated into the CAA's
policies and working practices. The remaining Hampton recommendations that
are appropriate for the CAA are being implemented through its continuous
improvement strategy. Steps being taken include a review of the regulatory
oversight methods for approved companies in order to increase efficiencies and
reduce overall costs to the affected organisations and further development of the
CAA's safety risk framework.

Davidson Review
50. The Davidson Review has been scrutinising areas of existing EU-derived
legislation for evidence of over-implementation in the UK or smarter
implementation by other Member States. The review looks at three areas of
potential over implementation: extending the scope of European legislation or
bringing EU derived obligations into force earlier than required (gold-plating);
failing to streamline the overlap between existing legislation in force in the UK
and new EU sourced legislation (double-banking); or uncertainty created by lack
of clarity about the objectives or status of regulations and guidance (regulatory
creep).
51. Stakeholders were invited to comment during a ‘call for evidence’ which ran
between 3 March and 25 May 2006. An interim report was published on 19 July
summarising the responses received, covering specific allegations of over
implementation as well as stakeholders’ concerns about how European
legislation is implemented and their ideas on how the process could be
improved. The DfT believes it has a strong record on the smart implementation
of EU legislation as, for example, in incorporating the maximum allowable
flexibility in transposing the Road Transport (Working Time) Directive 2005 to
avoid excessive costs on industry, and in arguing for, and implementing, a range
of derogations in the Amendment to the Motor Vehicles (Wearing of Seat Belts)
Regulations 1993. The need to avoid 'gold plating' is also a key element of the
transposition 'tool kit' used by all sections of the Department in implementing EU
legislation. As part of its initial response to the Review, the Department has
however begun a programme of examining areas of its own legislation to identify
possible areas of over-implementation. This is continuing, with a view to
considering how to eliminate any burdens arising from over implementation.
52. The interim report of the Davidson team listed four transport issues:
• Directive 96/26/EC on road transport operator licensing (including financial
requirements and need for an off-street depot).
• The ‘Second Railway Package’ of directives (including safety regulations and
powers of the RAIB).
• EC Drivers’ Hours Regulations 3820/85 and 3821/85 (including period for
retaining records and application to vehicles under 7.5 tonnes).

15
• European Aviation Security Regulation 2320/2002 (including segregation of
arriving and departing passengers and 100% hold baggage screening).
53. Following the publication of the interim report the Department has worked in
conjunction with the BRE to examine the transport issues in detail, and identify
what actions can be taken. In some cases it may be necessary to take action
with the European Commission and other Member States, particularly if the
steps needed require changes to the European legislation itself. The final report
made two main recommendations in respect of transport issues:
• MOT testing: to review the MOT testing regime and, by spring 2007, to
consult on a move towards the EU minimum standards, and
• Road Operator Licensing: to review the interpretation of the proof of financial
standing as set out in the EU directive, identify any unnecessary regulatory
burdens on business and consult on revised guidance on the financial
standing criteria by the end of 2007.
The Department intends to accept these recommendations and will be taking
them forward as soon as practicable. We are also examining some other
comments from stakeholders that were not included in the interim Davidson
report. We will apply any general lessons from the Davidson review to ensure
that future UK implementation of European law avoids the problems of over-
implementation.

Limiting Future Legislation Internationally
54. In addition to simplifying the stock of existing legislation, we are also very alive
to the concerns of business over the continuing flow of new transport regulation
from the EU, and the need to make sure that the Community institutions
consider all available alternatives as well as the impact on business and only
regulates where absolutely necessary.
55. Better regulation was a strong theme of the UK Presidency in the second half of
2005 and is important to both the Finnish and German Presidencies. The UK
continues to try to ensure that European Commission initiatives are taken
forward without legislation where appropriate, are accompanied by a satisfactory
impact analysis and that necessary legislation is as simple and flexible as
possible.
56. The UK and DfT approach to regulation is already gaining ground within Europe.
For example the European Commission’s mid-term review of its White Paper on
transport (Keep Europe moving – sustainable mobility for our continent,
published in July 2006) notes the role of the Commission to “promote the
exchange of best practice and to provide better regulation, including
simplification”. We engage at a high level with the Commission to build on their
commitments in this area, as well as working closely with other member states.
The Department does not (e.g. in the EU) generally have a veto, and we
therefore lay great emphasis on building our global influence and negotiating
successfully, often behind the scenes.
57. Our officials work intensively with others in international bodies to identify and
head off unnecessary regulation from an early stage. For example we opposed
EU blanket measures for reflective tape on vehicles, and for daytime running

16
lights; and when EuroNCAP testing of cars was originally introduced we were
able to ensure that it was based on UK domestic methods. In some cases our
intervention has led to withdrawal of Commission proposals that would have
imposed unnecessary burdens - e.g. a proposed Port Services Directive.
58. We argued strongly over a long period that the Directive was over-complex and
failed to take into account the competitive market in the UK; and that opening up
of the European ports market could be better achieved through other, e.g. non-
legislative, means. The UK insisted that the Commission produce an impact
assessment on the same lines as the UK Regulatory Impact Assessment. This
clearly demonstrated the adverse impacts of the proposal. As a result we were
able, using the impact assessment and with support from like-minded Member
States and the European Parliament, to persuade the Commission to abandon
the proposed Directive. It is now consulting on other ways to take forward ports
policy.
59. The department also continues to work hard to limit the regulatory impact of
Commission proposals at all stages of their preparation. For example, in
discussion of the Impact Assessment that accompanied the mid-term review of
the White Paper we emphasised to the Commission the need for more detailed
Impact Assessments to be carried out on specific measures to implement the
general policies set out in the review. In respect of proposals currently being
discussed by the Council examples of our approach include:
• Seeking to ensure that the proposed Regulation on enhancing supply chain
security is focussed on areas where there is a demonstrable problem to be
resolved and that any secure shipper regime is voluntary and consistent with
international standards.
• Ensuring that a proposed Directive on safety of road infrastructure does not
impose detailed mandatory standards for all roads, but is targeted on areas
where Community action is appropriate, e.g. cross-border links, and promotes
sharing of best practice rather than detailed regulation.
• Opposing a proposed Regulation on Flag State Control that would not
contribute to improved shipping safety standards, but would risk imposing
additional bureaucracy.
60. As well as working in relation to specific proposals, the department has regular
dialogue with the Commission to emphasise our general commitment to better
regulation. The Secretary of State regularly raises the issue in discussion with
Transport Commissioner Barrot. The department’s Board-Level Better
Regulation Champion has regular discussions in the Director General both in
relation to our general objectives for reducing regulation and on specific
proposals. Finally, the UK’s permanent representation in Brussels (UKRep) and
departmental policy officials maintain a regular dialogue with their counterparts
throughout the Commission.
61. The Department is also building its links with Governments and regulators in
other countries to enable the sharing of best practice and learn from the way in
which other countries have implemented programmes to reduce regulatory
burdens, including simplifying the existing stock of regulation, as well as to
achieve a consistent approach to the implementation of new regulation.

17
Taking the Plan Forward
62. This initial Plan reflects work in progress. We believe it shows a strong start, but,
we recognise that more needs to be done.
63. We will be continuing to develop the Plan to incorporate further ideas, including
measures to achieve a target for reducing the total administrative burden we
impose (see paragraph 38 above). We will consult closely with stakeholders as
we develop it further. We continue to encourage and welcome new ideas on all
aspects of regulatory simplification, including new ideas for savings and for
tackling irritants.
64. The engagement of our stakeholders in this process is absolutely essential. As
noted earlier, we welcome their continuing help in identifying where to direct our
efforts.
65. Comments and suggestions for new simplification measures can also be fed in
to regular DfT contacts in the course of business, sent to the Department
through our simplification email portal: simplificationDFT@dft.gsi.gov.uk or our web
response page:
http://www.dft.gov.uk/stellent/groups/dft_about/documents/page/dft_about_613209.doc.
Comments and ideas can also be sent to the Government's central simplification
portal: www.betterregulation.gov.uk. The Department will update its Simplification
Plan on an annual basis to include the further measures it intends to take
forward. It will include in the updated plan a report on progress made.

18
PART 2 - SIMPLIFICATION MEASURES IN DETAIL

66. The measures within this Plan fall into 3 broadly themed categories and within
those categories are further set out in 7 sections. These reflect who will benefit
from the simplification or reduced burdens proposed and the way in which the
measures will be delivered. The categories and sections are detailed below.
67. For each measure the Plan provides details of who the measure will benefit and
the nature of the benefit, an estimate of the potential savings that it might
generate, including reductions in administrative burdens on business, and an
indication of the timeline for delivery.

Category A Simplification Measures - Table 4:

Measures benefiting citizens (estimated at around £35 million) and business
(estimated at £100 million) through streamlining data requirements and the
introduction or greater use of electronic communications and technology:
Section 1 - Benefiting citizens and business.
Section 2 - Benefiting business.
Category B Simplification Measures -Table 5:

Measures benefiting business (estimated at £100 million) through better targeted
enforcement:
Section 3 - Benefiting business through better targeted enforcement.
Category C Simplification Measures - Table 6:

Measures benefiting business (estimated at some £45 million), the third sector and
local authorities through the deregulation, consolidation and rationalisation of
regulations and regulatory bodies:
Section 4 - Benefiting business through the rationalisation of regulatory bodies
Section 5 - Benefiting business through deregulation etc.
Section 6 - Benefiting the third sector through deregulation etc.
Section 7 - Benefiting local authorities through deregulation etc.

19
Category A Simplification Measures - Table 4:

Measures benefiting citizens (estimated at £35 million) and business (estimated at
£100 million) through streamlining data requirements and the introduction or greater
use of electronic communications and technology:
Section 1 - Benefiting citizens and business.
Section 2 - Benefiting business.
68. This section of the Plan includes a range of measures to streamline data
requirements and provide for the introduction of electronically enabled services
with benefits for both private citizens and business. For example, licensing
drivers and registering vehicles, both commercial and private, is an essential
measure in ensuring road safety, general law enforcement and the collection of
taxation (VED). But applying for licences and registering vehicles takes time and
effort and costs individuals and business money. Against this background the
Department is delivering an extensive e-business development programme to
make it easier for customers, including most of the UK’s adult population and a
wide spectrum of business interests in the vehicle trade, manufacture and freight
industries, to comply easily with these regulatory requirements.

Case study 1:

The Department's Driver Vehicle and Operator (DVO) Group, comprising the Driver
and Vehicle Licensing Agency (DVLA), the Vehicle and Operator Services Agency
(VOSA), the Driving Standards Agency (DSA) and the Vehicle Certification Agency
(VCA) has developed measures to simplify and speed up the services provided to
citizens and businesses by using e-transactions built around the needs of customers.
This involved mapping key motoring "life events" for private citizens, to see where
most benefit could be achieved, and led directly to the provision of online services for
booking driving tests and relicensing vehicles.

Case study 2:

A similar analysis of the needs of businesses resulted in extensive work by the
VOSA on a self-service facility for heavy goods and public service vehicle operators.
The Operator Licensing Self Service Project was initially rolled out to the industry in
Autumn 2004. It allowed licensed operators of goods and public service vehicles to
notify the Traffic Commissioners of any changes to their vehicle fleets on-line,
removing the need for paperwork to be submitted to each Traffic Area Office. The
services offered to customers on line were further extended in December 2005. The
new services have been hailed as a complete success and have also received
national recognition by being nominated for numerous awards, most notably winning
the Public Servant of the Year Award 2006, in the category of Better Regulation. This
success was recognised in a personal letter from the Prime Minister Tony Blair,
congratulating the Agency on its achievement.

20
Category A Simplification Measures - Table 4

Table 4 (Section 1). Benefiting citizens and business through streamlining data requirements and the introduction or greater use of electronic
communications and technology
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery
delivered (including sector/s) to benefit

1.1 Introduction of Administrative Allows vehicle owners to relicense DfT An initial estimate suggests that Service is now widely available
Electronic Vehicle burden. their vehicles via the internet and responding to savings in administrative burdens for for all vehicles. Those
Licensing. telephone, saving time and effort for public business could be in the region of subjected to MoT testing can
private citizens and some businesses pressure. some £15 million per year. In addition, use it as soon as they have an
(e.g. those not already served by assuming DVLA's target of 15% take-up electronic MoT test certificate.
DVLA's Fleet Relicensing Scheme). of EVL in 2006/7 is met and assuming All vehicles will be included by
30 minutes are saved by not completing March/April 2007.
transactions in the Post Office, it is
estimated that time savings for private
motorists may equate to some £20
million per year.
1.2 Amend legislation Irritant. Motorists, Enforcement Authorities, European Current costs to the insurance industry Measure included in clause 48
to allow the exchange of Motor Trade and Insurance Trade will Commission. are about £330 million per year - 10- in the Road Safety Bill. Bill
driver and vehicle benefit from more secure car 15% of the 330k vehicles stolen should receive Royal Assent
registration details purchasing and reduction in criminal annually in England & Wales are by end of year with clause 48
between various European car imports. shipped abroad at an average cost of becoming legislation in Spring
states. £10k per vehicle. The exchange of 2007.
Road users will benefit from an details has the potential to prevent a
This will permit electronic increased detection of drivers proportion of this traffic. A 10%
checking of imported disqualified by another member state reduction in traffic would mean savings
vehicles being registered trying to obtain a UK licence in order of over £30 million per year for the
and overseas driving to continue to drive. Also driving insurance industry, and benefits for
licences being exchanged. licence fraud will be detected at an car owners from reduced car theft. Initial
earlier stage. savings may increase as more Member
States ratify the Treaty.

21
Table 4 (Section 1). Benefiting citizens and business through streamlining data requirements and the introduction or greater use of electronic
communications and technology
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery
delivered (including sector/s) to benefit

1.3 Allow MoT partial Policy cost. Better focused MoT retests for DfT. 7 million vehicles currently fail the test Expected to be in place in
retesting for partial fee. garages. Cuts fees for MoT annually. It is not clear how many full re- October 2006.
customers. tests would become partial re-tests, but
there will be fee savings for customers
and less time waiting for MoT test to be
completed. However working on 2004/5
data for MOTs and failure rates and
assuming the time taken for a partial re-
test is half the time of a full re-test the
estimated value to business is
around £2 million per year and to
private motorists around £12 million
per year.
1.4 Changes to Burden on DVLA to be able to confirm identity of DfT / Passport Extra convenience and time saving for Initial aspects of service went
regulations to allow individuals to driving licence applicant electronically Service. motorists of not having to provide live in July 2005, allowing an
electronic sharing of provide rather than by requiring physical sight passport. Facilitates online applications. applicant to provide their
information between documents. of passport. For electronic applicants, Assuming the proportion of first passport number rather than
Identity and Passport they will also be able to request that applications that will be made online is the actual document. From
Service (formerly the UK the image and signature held on their 10% and that 90% of these have a April 2006 this has been
Passport Office) and DVLA passport record be further used on machine-readable passport; that without extended to allow electronic
to simplify and speed up their driving licence. such a passport it would take 20 applicants the option to re-use
ID checks. minutes to complete the form and 30 the image and signature
minutes to complete the transaction by already held on their passport
using a Post Office, the estimated time record. The process relies on
saving for private individuals is the consent of the applicant.
approximately £1 million per year.
1.5 Amending Burden on Disabled motorists eligible for DfT. Assuming 15% take-up of electronic A link to check entitlement to a
regulations to allow individuals exemption from vehicle excise duty services and 30 minutes saved by not qualifying benefit has been set
electronic links between (VED) able to have entitlement visiting a Post Office, time savings for up with VA and those
DVLA and DWP to allow confirmed electronically, facilitating up to 1 million disabled motorists are customers have been able to
electronic re-licensing for vehicle licensing. estimated at around £1 million per relicense online since
disabled drivers. year. December 2005. This service
Regulations allowing the was made available to DWP
disclosure of information to customers in March 2006.
DVLA by the Department for

22
Table 4 (Section 1). Benefiting citizens and business through streamlining data requirements and the introduction or greater use of electronic
communications and technology
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery
delivered (including sector/s) to benefit

Work and Pensions (DWP)
and the Veterans Agency,
were laid on 4 October 2005
and came into force on 31
October 2005.
1.6 Allow customers the Administrative Customers of DVLA Personalised DfT. Industry and private customers benefit On-line facility expected to be
option of applying on-line burden. Registrations will have the choice of from service improvement, greater completed by early Autumn
for certain registration making and paying for post-sale convenience and reduced administrative 2007.
mark services, by transactions electronically burden. If 40% of the 325,000 V750
removing the current transactions per year are performed
requirement to surrender electronically, saving 5 minutes per
the V750 Certificate of transaction, the estimated to customers
Entitlement to is £180,000 per year (of which £40k is
personalised marks in postage). Furthermore, this proposal is
relation to these services. expected to realise an annual staff
In addition, enable saving for DVLA of approx £70,000 in
payment for these respect of electronic transactions.
services to be made on-
line via payment card.
1.7 Provide the option There is no type of For the customer who wishes to DfT. Industry and private customers benefit Completion expected Autumn
for personalised number burden with this maintain their entitlement to a from service improvement, greater 2007.
plate customers to entry as the personal registration number over the convenience and a reduction in
purchase multiple service is purely longer term, this measure provides the administrative burden. Exact numbers
extension periods in one elective. choice of buying several extension not yet identified but would be a
go. periods at the same time, reducing proportion of some 202,000 extension
the need for the annual extension transactions per year. There would be
application. modest time savings for the private
customer, and cost savings to industry,
through fewer annual applications. If
10% of transactions affected and 15
minutes time saved per application, the
total saving for all customers could be
some £70,000 per year.

23
Table 4 (Section 1). Benefiting citizens and business through streamlining data requirements and the introduction or greater use of electronic
communications and technology
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery
delivered (including sector/s) to benefit

1.8 Provide the option Administrative Allows the entitled person the choice Industry - Industry and private customers benefit Completion expected in
for personalised number burden. of a ‘two in one’ transaction to make, Cherished from service improvement, greater Autumn 2007
plate customers to make add or change nominee application at Number choice and convenience
concurrent nominee the nearest DVLA Local Office and Dealers Administrative burden cost saving to
change and assignment assign the mark to that nominee's Association. industry as fewer applications needed to
applications. vehicle at the same time and at no effect assignment. Exact numbers not
extra cost. Assignment is completed 2 yet identified, but would be a proportion
to 3 weeks sooner than via two of the total 43,000 nominee transactions
separate transactions. per year. If 10% of transactions affected
and 15 minutes time saved per
application, the total saving for all
customers would be some £14,000 per
year.
1.9 Change legislation Public sector Motorists have fewer documents to DfT in Potential time savings for police during Power to abolish counterpart
to abolish paper administrative keep. Police have easier access to consultation the several thousand roadside checks included in Road Safety Bill,
counterpart to driver burden/Irritant to information currently stored on paper with police. carried out per year. Police currently currently before Parliament.
licence. individuals. counterpart, such as endorsements, make 8 million inquiries of DVLA data
during roadside checks. per year. Savings for motorists in not
having to make extra trips to provide
paper counterpart when checks are
required.

24
Table 4 (Section 2). Benefiting business through streamlining data requirements and the introduction or greater use of electronic
communications and technology
Description of the Type of Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will burden proposal delivery
be delivered (including sector/s) to benefit

2.1 Introduction of Admin burden The move from analogue to digital Europe wide Initial estimate of administrative saving of around Digital tachographs were
digital tachographs. of data entry tachographs for all new vehicles from 1 initiative. £15 million in 2009, rising to £25 million in 2010, required to be fitted to all
on paper May 2006 will reduce the costs of will be tested during a forthcoming consultation new vehicles from 1 May
tachograph making records of drivers' hours and process. 2006.
discs and greatly facilitate the collection, analysis
collection, and storage of data by HGV operators. Consultation taking place
analysis and early 2007.
storage of
data.
2.2 Provide online Administrative Car rental companies can check driver DfT and car Could have significant benefits for car rental The initiative is part of a
access for car rental burden. licence details more quickly using an rental industry - to be assessed, but an early estimate wider Drivers Re-
companies to check online link, compared to the current industry. indicates up to £20 million per year in engineering Project. This
customers’ driver dedicated phone line. administrative savings. phase of the project will be
licence entitlement. made available by the end
of 2006. Car rental
companies will access the
system using the transport
office portal (see entry
2.6).
2.3 Promoting at the Compliance Facilitating through IMO the transition to DfT. Substantial savings potential in longer term from Formulation of framework
international level a burden. a fully electronic global navigation phasing out some physical aids to navigation, over 5 years, subject to
streamlined, integrated system for shipping fleets and coastal reduced training costs and improved flow capacity progress in the IMO.
'e-navigation' states, to make best use of new in congested seaways. Possible opportunity to
framework for technologies; will accelerate reduced release some valuable radio spectrum.
navigational aids. reliance on expensive traditional aids to
marine navigation such as buoys,
beacons and lights around British Isles
coasts and elsewhere.
2.4 Changes to Compliance Using AIS as an aid to navigation as General Some savings in Light Dues levied on all vessels Regulations in place July
regulations enabling burden well as for ship identification. This will Lighthouse calling at UK (and Irish) ports. Saving estimated at 2006.
full use to be made of improve safety and in the longer term Authorities. £7 million per year compared with estimated costs
Automatic Identity reduce light dues levied on industry to over the next 5 years.
Systems (AIS) for pay for existing navigational safety aids
ships. such as lighthouses.

25
Table 4 (Section 2). Benefiting business through streamlining data requirements and the introduction or greater use of electronic
communications and technology
Description of the Type of Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will burden proposal delivery
be delivered (including sector/s) to benefit

2.5 Internet enabled Administrative Introduction of new electronic services DfT with Estimated minimum administrative savings to the Operators have been able
HGV Operator burden. to allow HGV operators to carry out industry HGV sector of £120,000 per year. Local Authorities to notify changes to
Licensing. most licensing transactions on the support. (enforcement agencies) will also benefit from on vehicles on line for over a
internet. line access to the database. year (around 50% of
changes are now notified
in this way). Facilities to
complete additional
licensing transactions on-
line introduced at the end
of last year and further
facilities will be rolled out
by March 2007. Operators
will access the system
using the transport office
portal (see entry 2.6).
2.6 Provide Reduces All the information and services DfT. The savings to the customer will be in the ability to Online portal launched in
commercial customers admin burdens currently held on the DSA, DVLA, VOSA access information and services online and at a November 2005 with
(such as HGV and PSV by simplifying and VCA websites has been brought time that suits their business needs. information and hyper-
operators, vehicle procedures together on a single website at linked services. Services
dealerships and vehicle and reducing www.transportoffice.gov.uk. Over time it The quantifiable savings will be achieved through will be added over time,
hire companies) with a cost of will provide all services under a single the delivery of online services. new services are expected
single point of access compliance. registration and logon. This site will to be available later in
to online information make it easier for customers to find the 2006.
and services required information and services they require.
for their business.
2.7 Change Administrative Regulated transport operators will be DfT and The saving to industry will be the ability to access 31 March 2007.
legislation to allow the burden - able to access directions, instructions industry. information on-line. TRANSEC issues thousands of
DfT to serve security carrying and other security-classified documents pieces of communication to industry per year which
directions or documentation via a secure web-page. Thus it will will now be accessible via a secure web site rather
instructions by & keeping facilitate faster, more efficient and than issuing of a hard copy via post. Issuing
electronic means rather records. effective communications with documentation on-line rather than hard copy will
than hard copy stakeholders will save resources. have some administrative savings for industry,
documents. however, until the two methods can be compared, it
is not possible to measure these savings.

26
Category B Simplification Measures - Table 5:

Measures benefiting business (estimated at £100 million) through better targeted
enforcement:
Section 3 - Benefiting business through better targeted enforcement.
69. Better targeted enforcement using, in particular, clear and comprehensive risk
assessments was a primary recommendation of the Hampton Report ‘Reducing
administrative burdens: effective inspection and enforcement’ published in
March 2005. With this in mind, the DfT Plan includes steps to better target safety
inspections for goods and passenger transport, other aspects of vehicle operator
enforcement, and inspections of shipping in UK ports.
70. This approach reflects the Chancellor's concern that the modern model of
regulation should reflect a light touch, risk based approach which reflects trust in
responsible companies, allowing Government to focus its attention where it is
needed.

Case study 3:

DfT has become aware that some heavy goods and public service vehicle operators
may be carrying out routine vehicle checks more frequently than is strictly required.
This results in extra costs to the operators, for no additional benefit. We are therefore
agreeing new guidance with the industry on the frequency of vehicle inspections.
This will allow high standards of safety to be maintained while reducing costs - there
is a potential for a £100 million per year saving for industry.

27
Category B Simplification Measures - Table 5
Table 5 (Section 3). Benefiting business through better targeted enforcement
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
3.1 Better targeted Inspection burden. Potential reduction in the number of DfT. This measure primarily benefits HGV A revised “Guide to
safety inspection times some more modern vehicles operators. There are about 400,000 Maintaining
requirements for goods need to be given vehicle inspections heavy goods vehicles in GB. Some Roadworthiness” is being
vehicle and passenger (other than annual ‘MoT’ tests), saving 25% of the fleet will benefit from this prepared. Proposal to be
transport (HGV and PSV) time and costs for some operators. change by having newer and more implemented by end 2006 if
operators. compliant vehicles. Assuming each agreed by the trade.
vehicle needs two fewer safety
inspections a year, and each safety
inspection costs £500 in lost
productivity (i.e. 2 hours downtime)
this means Approx £100 million a
year saving to industry.
3.2 Improve targeting of Accords with Target high risk HGV/PSV operators - DfT in consultation VOSA undertook spot checks on Process already underway
enforcement action in Hampton other operators will benefit from less with haulage about 62,000 vehicles in 2005. and continuing.
areas of Vehicle Excise principles, and inspection and enforcement. Police industry. Assuming 25% of vehicles are from
Duty evasion, HGV/PSV reduces key irritant will have the most appropriate and up- compliant operators and each check
operator licensing, to business and to-date information on uninsured takes about 20 minutes. Initial
HGV/PSV roadworthiness individuals. vehicles, untaxed vehicles, incorrectly estimate of up to £1 million total
and drivers’ hours. registered vehicles, and in the future savings for the most compliant
those with no MOT, for law hauliers from more targeted
enforcement purposes. enforcement. Savings in time for
police from improved information.
3.3 Better targeted Port Policy/inspection More effective use of limited PSC EU plus DfT Compliant operators may face New targeting regime
State Control (PSC) burden. inspection resources through better responding to reduced costs due to less frequent agreed within EU to be
inspections of vessels targeting of highest risk ships. Quality industry concerns. inspections. More effective use of introduced by January 2009.
visiting UK ports. end of industry likely to benefit. £1 million enforcement cost incurred
by Maritime and Coastguard Agency
through more precise targeting of
ships that are most likely to be
substandard. Any savings likely to be
seen from 2009/2010 financial year.

28
Category C Simplification Measures - Table 6:

Measures benefiting business (estimated at around £45 million), the third sector and
local authorities through the deregulation, consolidation and rationalisation of
regulations and regulatory bodies:
Section 4 - Benefiting business through the rationalisation of regulatory bodies
Section 5 - Benefiting business through deregulation etc.
Section 6 - Benefiting the third sector through deregulation etc.
Section 7 - Benefiting local authorities through deregulation etc.
71. The Hampton Review made a range of specific recommendations for
consolidation of regulatory bodies. Although this did not include any DfT
regulators, DfT has worked on similar lines and has put in place a streamlined
regulatory framework for the railways, with responsibility for rail safety matters
having transferred from the Health and Safety Executive to the Office of Rail
Regulation (ORR).
72. In simplifying regulation or aspects of regulatory regimes, we have worked
closely with business and other stakeholders to develop proposals that address
their concerns, often acting on their suggestions. This collaboration continues.

Case study 4:

Car hire companies are currently unable to transfer liability for London congestion
charges and for London bus lane Penalty Charge Notices to customers who incur
these charges. This is a key irritant for the industry. The Department is working to
change regulations in order to ensure a fair approach to liability for these charges,
which could save the industry some £8 million per year.

Case study 5:

A number of specialist small businesses will benefit from the exemption of vintage
steam buses from regulatory requirements on bus exhaust position. This new
exemption will mean that the existing businesses can operate their vintage buses
commercially, and may encourage new businesses to set up.

Case study 6:

Harbour Authorities expressed concerns about the need for them to seek the
Secretary of State's approval to change their harbour bye laws. In response, the
Department is consulting on amending the procedure to remove this requirement.
While cost savings will not be high, this will address a key irritant experienced by
these bodies.

29
Category C Simplification Measures -Table 6

Table 6 (Section 4). Benefiting business through the rationalisation of regulatory bodies
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for delivery
initiative and how it will be proposal (dates subject to
delivered (including sector/s) to benefit change/confirmation)
4.1 Transfer of rail Operational Streamlined regulatory structure with DfT in consultation Direct cost savings are not a The transfer of responsibility took
safety regulation from the complexity arising rail industry required to deal with only with stakeholders primary objective of this effect on 1 April 2006.
Health and Safety from the number of one regulatory body. during the 2004 rail change.
Executive to the Office of bodies previously review.
Rail Regulation. involved in rail
safety.

Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for delivery
initiative and how it will be proposal (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.1 Revision of the Financial and The 25 passenger franchises in Developed by DfT The measure will reduce The Thameslink and Great
passenger rail franchise administrative existence at the time of the rail review in consultation with administrative and Northern franchises were replaced
map, reducing the number burden on train will be reduced to 19. stakeholders during operational costs for train by the new Thameslink franchise
of separate franchises. operating the 2004 rail operating companies and on 1 April 2006.
companies, arising This will reduce bidding costs for train review. others in the supply chain. The
from the number of operating companies. It will also Department aims to achieve The Great Western, Great Western
franchises for reduce their operating costs and overall cost savings rising to Link and Wessex franchises were
which they are improve efficiency, as the number of £6 million and £15 million replaced by the new Greater
asked to bid and companies interacting on each other's per year respectively across Western franchise on 1 April 2006.
the interaction of performance over shared sections of the supply chain by the time
track is reduced. The South West and Island Line
companies on the changes have been fully franchises are due to be replaced
each other's implemented, with a saving of by the new South West franchise in
performance. £2 million per year for the February 2007.
Department from handling
fewer franchise bids. The Central, Silverlink, Midland
Mainline and Cross Country
franchises are due to be replaced
by the new East Midlands, West
Midlands and Cross Country
franchises in October 2007.

30
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.2 Exempt HSE- Key stake holder Exemption removes the need for the DfT and industry - With a saving of approx £2,250 per Earliest entry into force March
compliant car transporter irritant. And road haulage industry to find a more Road Haulage vehicle and perhaps 3,000 affected 2008.
safety railings from the notable policy complex and hence costly solution than Association & vehicles in the car transporter fleet,
permitted maximum width burden. would otherwise be the case in order to Freight Transport the cost savings to the road
requirement, by amending satisfy both HSE and Construction and Association via the haulage industry are estimated to
The Road Vehicles Use requirements. DfT’s Road be £7 million as a one-off fleet
(Construction and Use) Haulage Forum replacement cost, at current prices,
Regulations 1986 (subject when the HSE requirement takes
to agreement with effect.
Europe).
5.3 Amendments to Administrative Vehicle leasing companies to be able to Vehicle rental and Estimated total benefits for Initial Public consultation
London Road User burden. transfer liability for London congestion leasing companies. business: £6 million per year completed; responses under
Charging Regulations to charges to offending customers. Where administrative saving (industry review. Work should be
ensure fair approach on the hire or lease period is greater than estimate). completed by Spring 2007 if
liability for charges six months, at present vehicle leasing legal concerns are
incurred for hired/leased companies have to act as the go surmountable.
vehicles. between, transferring penalty charge
notices to customers for London
congestion charge on an individual
basis.
Vehicle rental sector benefits.
5.4 Changes to Policy burden Operators able to self certify the DfT Possible benefit of £250 from Proposals need change to
legislation to allow self- rectification of minor prescribed failure productivity gains (saved time), primary legislation, possibly
certification of rectifying items such as missing side reflectors, plus saved fees of approx average through RRO procedure.
actions following minor saving operators time and costs £75, per vehicle affected. Possible Implementation unlikely before
test failures for HGV/PSV involved in retesting. overall savings for industry of end 2008
operators. between £350,000 - £4 million
(this will be determined following
further work on impact).

31
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.5 Amendments to Admin & Policy Vehicle leasing and rental companies to Vehicle rental and BVRLA estimates cost of current Consultation expected 2007,
London Local Authorities burden be able to transfer liability for London leasing companies. legislation is £2.million per year to and regulations in place 2008,
Act 1996 to ensure fair bus lane Penalty Charge Notices to their members of most of which is as implementation of Part 6 of
approach on liability for customers. administrative. the Traffic Management Act
bus lane Penalty Charge 2004; bus lanes and moving
Notices incurred by traffic contraventions.
hired/leased vehicles.
5.6 Streamlining of HGV Administrative Introduction of single virtual licences Industry working The introduction of single virtual Consultation paper issued on
and Public Service Vehicle burdens relating with a single point of contact for with DfT. licences will reduce the volume of 19/12/05. Conclusions
Operator Licensing to applying for national HGV and PSV operators to work connected with licence announced December 2006.
regulations. and replace requirement for multiple licence applications for HGV and PSV Single virtual licence to be
administering applications. operators, particularly the 3,000 implemented in 2007. Fee
the licensing national operators with more than restructuring in2008. Abolition
process and Simplification of fee structure with one licence. Work to quantify of windscreen discs dependent
displaying existing complex system replaced by savings ongoing. May be modest in on progress with implementing
evidence of single fee payable at time of annual test total but substantial for individual new technology.
licence through reducing number of transactions and large firms.
windscreen disc. size of fees for smaller operators.
The latter will be The administrative savings in
Abolition of windscreen discs for respect of simplified fees and
eliminated and HGVs removing requirement for
the others abolition of discs expected to be at
operators to request, display and return least £2 million annually from
reduced. paper discs with changes being easily 2008/9. (Based on 100,000 vehicle
notified online. changes a year and a cost of £10
to process vehicle fee and £10 to
display disc). This is a very rough
initial estimate and is probably
understated although savings will
be reduced by additional costs of
linked changes to the system. More
detailed assessment currently in
hand.

32
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.7 Improving the rail Information Elimination of unnecessary information DfT. The Department aims to achieve Will be used for all franchise
franchise bidding obligation on requirements from rail franchise overall administrative cost competitions from now on.
procedure. bidders for rail Invitations to Tender and focusing of the savings of about £2 million per
franchises. bids on pertinent information will reduce year across the supply chain,
administrative burdens for train with a saving of £700,000 per year
operating companies and DfT for DfT, from now on.
evaluation costs.
5.8 Standardising the Information Standardisation of the rail franchise DfT. The Department aims to achieve Will be used for all franchise
rail franchise agreement. obligation on agreement will simplify franchising overall administrative cost competitions from now on.
bidders for rail procedures thereby reducing savings of about £2 million per
franchises. administrative costs for bidders and DfT. year across the supply chain,
with a saving of £1 million per year
for DfT, from now on.
5.9 Standardise rail Information Rail industry will no longer need to DfT. The Department aims to achieve By 2008.
industry financial obligation on rail produce long form reports. overall administrative cost
information templates with industry bodies. Administrative benefits will accrue for savings of at least £1 million per
common definitions. train operating companies and DfT. year across the supply chain,
with a saving of £700,000 per year
for DfT, from the first full year,
2009/10.
5.10 Mutual recognition Administrative Reduced burden on radioactive material DfT. An application to a primary Instigated September 2005
of Certificates for burden. transport industry. A single application Competent Authority is estimated at and delivered March 2006.
Radioactive Material will result in certification in both UK and up to £500,000 using the standard
Transport Packages France. cost model. The repeat application
between UK and France. to a second authority is assumed to
be about 10%. There are between
5 and 10 UK and France approvals
each year. Total administrative
burdens savings based on
standard cost model are between
£250,000 and £500,000.
Programme savings to industry are
likely to be higher and will be
subject to an estimate later.

33
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.11 Amendment of the Reduces Admin The changes will assist harbour DfT responding to Up to 100 harbour authorities will Seeking inclusion in 2008/09
Pilotage Act 1987 & port Burden. authorities to discharge their safety harbour authorities' be able to reduce costs through legislative programme.
legislation. obligations more efficiently. concerns. improved operational efficiency.
Saving £100,000 per year, based
on estimated sum of £10,000 per
harbour authority.
5.12 Publication of a Primarily a Four existing Codes of Practice will be Maritime and Abolishing the requirement for A third consultation paper will
Merchant Shipping Notice policy burden reduced to one through consolidation. Coastguard Agency duplicate certificates for dual coded be issued in October 2006.
simplifying and and stakeholder This will remove the requirement for responding to vessels should save industry Implementation expected to be
consolidating the safety irritant. vessels to have multiple surveys and industry concerns. around £65,000 per year (1300 completed by April 2007.
and operational regulation certificates. dual coded vessels x £50 duplicate
of vessels in commercial certificate cost) from May 2007.
use for sport or pleasure.
5.13 Exempt certain Irritant for a few Exemption removes burden of meeting DfT in consultation The measure allows such buses to In force December 2005.
steam buses from the small exhaust requirement from a few small with the relevant be operated on a commercial basis.
exhaust position businesses. businesses. Effectively permits use of small businesses. Initially, only one or two small
requirement, by changes Effectively a vintage steam lorries - re-worked as businesses affected - to the tune of
to the Public Service prohibition on replica steam buses - on a commercial perhaps £10,000 per year in
Vehicles (Conditions of operation. basis (e.g. in tourist locations and for profits. But the law change may
Fitness, Equipment, Use private hire). encourage more businesses to set
and Certification) up.
Regulations 1981.
5.14 Amendment of Key stakeholder Removal of need for Harbour Authorities DfT responding to C250 harbour authorities will be Proposal is included in port
Harbour bye law irritant and to seek Secretary of State approval for harbour authorities' able to change their bye laws more policy review consultation. If
confirmation procedure. significant policy Harbour bye laws, leading to increase in concerns. speedily as and when required. favourable response received,
burden. speed of bye law changes. implementation likely to follow
Savings: £7000 per year in 2007.
including an administrative
element. Based on an estimated
saving of £1000 per authority
with 7 authorities in any year
needing to update their byelaws.

34
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.15 Subject to findings Admin burden - Continuous instead of temporary orders DfT. Full savings will be assessed upon Stages I & II planned for Spring
of internal study, simplify mainly for certain special vehicles, and completion of VSO simplification 2007. Stages III and IV
administrative procedures Information elimination of orders for other certain plan; but stages I and III of the four (requiring amendments to The
and remove the need for Obligation. special vehicles once added to The stage plan are expected to remove Road Vehicles (Authorisation
certain Vehicle Special Road Vehicles (Authorisation of Special the need for 100 orders per year of Special Types) (General)
Orders (VSO); permits for Types) (General) Order 2003. (30% of VSO throughput), saving Order 2003) may be in place
special vehicles that due an estimated administrative by Summer 2008.
to special operational Benefiting from the reduced regulatory burden of around £4,000 per year
needs, cannot comply with requirement will be various small in total. If stages II and IV proceed
mainstream vehicle businesses and charities operating this may bring further savings.
construction standards. special vehicles.

5.16 Amend Regulation Policy burden. Exempting pre-1979 Class VI public DfT. Over a 5 year period from 2005-06 Hope to conduct public
61 of the Construction & service vehicles from smoke tests would to 2009-10, owners of pre-1979 consultation on exemption
Use Regulations to bring these vehicles into line with all Class VI vehicles would be proposals from August -
exempt pre-1979 Class VI other pre-1979 vehicles which benefit expected to save at least £16,000 October 2006. Amending
public service vehicles from such an exemption. from smoke test fees. Such savings regulations should be in force
from smoke tests. would be spread evenly over each by March 2007.
year (over £3000 per year). About
50% of the savings may accrue
to business, based on vehicle
ownership.
5.17 Extending scope of Administrative Abolition of significant legislative burden DfT. Exemption will save the one off Changes to come into force by
exemptions from Goods burdens relating from operators of specialised vehicles application fee per operator of early 2007.
Vehicle Operator to applying for where the normal risks associated with £215, the five yearly fee per
licensing. and road haulage operations are greatly operator of £336 and
administering reduced. administrative burdens
the licensing associated with licence process.
process. Significant burden for individual
operators. Information on the total
Also financial number of operators and vehicles
burden of affected is not yet available but
licence fees. likely to be small. Savings will
accrue from 2007/8.

35
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.18 Simplify and widen Administrative Easier and quicker administrative Industry - Time (administrative) savings to Bill introduced under 10 minute
system of selling burden. process for selling registration numbers Cherished Number number plate dealers in the rule procedure 20/7/05.
personalised registration for cherished number plate dealers and Dealers 618,679 transactions taking place Unfortunately the bill did not
numbers by enabling individual motorists without Association. per year. This figure is for April 05 - receive a second reading. It is
entitlement to a number to compromising the current legislative march 06 and reflects the 189,890 therefore intended to put
be passed directly to a safeguards against cherished number retention applications, 293,324 forward as a further handout
third party at the point of fraud. transfer applications and 135,375 bid in 2006-2007.
retention as well as assignment applications. It is not
assignment. This measure reduces the possible to estimate cost savings
administrative burden on businesses as the retention process is elective.
and enables the seller of a registration
number to conclude the transaction
more quickly.
5.19 National regulations Both policy and Alternative, proportionate means of DfT and industry. National schemes will significantly Expected to be in force July
for small series and admin burden. obtaining approval for first use in UK. reduce the cost of approval for 2008.
individual whole vehicle The major those manufacturers supplying the
type approval (WVTA) of burden is the market after the extension of
large passenger and cost of research ECWVTA to buses, coaches,
goods vehicles, including and goods vehicles and trailers.
trailers, as an alternative development to Savings estimates to be assessed
to harmonised ECWVTA. meet more upon receipt of business case,
stringent expected September 2006.
European
standards.
5.20 Simplification of the Administrative Harmonisation of the way in which time Aviation Industry/ Measure will allow all operators to Amending Statutory Instrument
Civil Aviation (Working burden. spent on standby duty is apportioned and Civil Aviation reduce costs through simplification expected to enter into force
Time) Regulations 2004 against an individual's annual working Authority. of data recording systems and during Autumn 2006.
governing the treatment of time limit. This will avoid the need to aircrew roster arrangements,
standby duty for aircrew maintain two separate records of time especially where aircrew spend
under UK aviation spent on standby duty. significant time on standby (e.g.
legislation. search and rescue operations). The
MCA Search and Rescue service
will reduce costs by around
£500,000 per year.

36
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.21 Simplification of Potentially Strategic Review DfT and Civil Estimates of savings will emerge as Review now completed and
the regulatory regime for various burdens. Aviation Authority. the review recommendations are work commenced on
the General Aviation There is a need for more effective implemented. implementing
Sector (individual and dialogue between GA and CAA and recommendations. DfT/CAA
leisure flying etc.) through Government and steps are to be taken considering simplification
a wide-ranging review of to set up a quarterly GA Strategy measures and Implementation
the sector's contribution Forum. This will enable all parties to timescale.
to the economy and its work better together to influence
cost base. legislative changes emanating from
Europe. The Forum’s first meeting will
The strategic and regulatory be held on 20 October.
reviews of General Aviation
(GA) have now been Regulatory Review
concluded and the During the review, the Review Group
respective reports were identified a need for a process that
published in July. The would capture issues and ideas for
reports made a number of improving regulatory policies and
wide-ranging processes. An Issues Log has been
recommendations, including created that will enable current and
some that fall under the future industry concerns and ideas to be
‘simplification’ heading. taken forward via the General Aviation
Consultative Committee (GACC).
The Review Group also recommended
that GA considers further devolution
and/or delegation, in conjunction with
the CAA, in respect of the issue or
renewal of Permits to Fly and
Certificates of Airworthiness and the re-
issue of Certificates of Validity for non-
EASA aircraft.

37
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.22 Amendment to the Policy burden. A consistent legislative basis for harbour Responding to Changes will reduce risk of Public consultation on the
Water Resources Act 1991 authorities and others involved in salvage operators prosecution for salvage operators Pollution at Sea Regulatory
to provide a defence for salvage operations covering the release and harbour acting appropriately to deal with Reform Order expected to
the intentional release of of pollutants into the sea where this is to authorities pollution incidents and speed and commence early 2007.
pollutants into the sea in avoid greater pollution. concerns. simplify the response to pollution
order to prevent further with potential cost savings
pollution. (including on insurance premiums)
for the shipping and salvage
industry and for the wider
community. It is too early to
estimate cost savings.
5.23 To produce a guide, The additional The guide should assist local authority Cabinet Office's Will depend on extent of dialogue New guidance to be issued by
in collaboration with retail operating costs transport and planning officers when Better Regulation and collaboration between industry early Autumn.
and logistics industry and incurred by making decisions as to what, if any, Executive / DfT, and local authorities.
local government, on night industry from not delivery restrictions should be placed on responding to
delivery curfews. being able to new retail developments. proposals from the Full benefits to be quantified.
make deliveries The guide should also help the retail logistics and retail
during the late and logistics industries engage with industry.
evening, night or local authorities to arrive at mutually
early morning. acceptable arrangements to relax
delivery restrictions at existing retail
sites. Depending on individual
circumstances this could enable more
deliveries to be made outside peak
hours, potentially increasing the
efficiency of vehicle use.
5.24 Create a single Removes a key Will be easier and less costly for EGA European This is one of 12 Regulations Regulations should take effect
market in measuring irritant for manufacturers to sell their equipment in Commission. needed to transpose the Measuring from October 2006.
instruments for the benefit manufacturers of other European markets as they will no Instruments Directive into UK law.
of exhaust gas analyzer this equipment longer have to obtain separate type- The other 11 Regs are the
(EGA) manufacturers and is a approvals. responsibility of DTI. It is not
across Europe. simplification possible to determine the cost
measure. savings and other impacts of this
Regulations to transpose measure separately from the other
EC Directive on Measuring 11 measures.
Instruments.

38
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.25 Common Administrative Reduced burden on radioactive material DfT, industry, EC Cost savings will not be clear until Initial draft Sept 2006. In
application format in burden. transport industry. Applications to and other EU Nov/Dec 2006. operation Sept 2007. Possible
Europe for Radioactive competent authorities are large complex member states. extension to a worldwide
Material Transport documents. The idea is to establish a standard.
Package safety standard format for this document
assessment. throughout Europe and to establish a
common language.
5.26 Introduction of Main burden is Streamlined system for dealing with DfT. Ensures all offenders treated To be introduced through Road
Fixed Penalties for unfair treatment offences. Equal treatment for UK and equally and, so far as commercial Safety Bill currently in
roadside traffic/ of UK offenders overseas offenders. operators are concerned, a level Parliament. Detailed
roadworthiness offences compared with playing field for all operators implementation will require
and deposit payments those from allowing fair and effective further consultation and
from overseas operators. overseas which competition with increased secondary legislation following
gives the latter a business opportunities. Royal Assent to Bill. Changes
competitive Fixed penalties will mean savings to be introduced by Autumn
advantage. in traffic examiner time from not 2007.
Proposals will having to prepare for and attend
reduce burden court hearings. VOSA estimate
of court savings will be approximately
proceedings for £180,000 a year from 2008/9.
offenders, VOSA Fixed penalties will also save costs
and courts. of court proceedings.

5.27 Introduction of a Complex Public sector bodies funding rail Developed by DfT Direct cost savings are not a Consultation on the statutory
new, streamlined administrative services will be able to initiate closures in consultation with primary objective of this change. guidance closed on 21 April
procedure for approval of procedure to be and modifications, through a process stakeholders during 2006. The intention is to
rail line and station followed by which will be conducted in accordance the 2004 rail implement the change as soon
closures and those proposing with statutory guidance. review. as possible during 2006.
modifications. rail closures.
The new arrangements will be simpler
and less time-consuming than the
existing ones. The full cost-benefit
assessment should lead to better
decision making and allocation of
resources.

39
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.28 Streamlining Stakeholder Change to civil enforcement instead of DfT in consultation Direct cost savings are not a Measures included in the
elements of rail access Irritant disproportionate criminal prosecution of with stakeholders primary objective of these changes. Disability Discrimination Act
provisions in the Disability (Enforcement & operators for breach of access including train The provisions will reduce the risk 2005.
Discrimination Act and Compliance regulations. Increased security from operating of operators receiving financial
Rail Vehicle Accessibility Certification) prosecution for compliant operators. companies and penalties for breaches of Consultation on draft
Regulations (RVAR). Provision for heritage and tourist heritage/tourist accessibility regulations and regulations is taking place
Information & railways and tramways systems to be railways and criminal sanctions will be removed. through Summer 2006.
Regulatory exempt from RVAR. tramways. Compliance certification will also
Obligation Regulations should be in force
reduce the risk of operators running by early 2007.
(Heritage & non-compliant vehicles. Impact and
Tourist benefits to be assessed in
operators). consultation with stakeholders.
Provisions for heritage and tourist
operators will exempt them, in
certain circumstances, from the
requirements of accessibility
regulations. The costs cannot be
adequately assessed since they will
vary depending on the type of rail
vehicle operated. It would be
impossible for some rolling stock to
be brought up to full compliance.

40
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.29 Reduce the Over- Unanimous support was given to the The UK CAA This proposal represents an annual The proposal has reached the
frequency of medical proscriptive proposal from industry and national medical saving to UK industry of final phase of the JAR
examinations and regulation. authorities. There will be significant representative on approximately £1 million and amendment process and is
associated investigations economic benefit for the commercial the Licensing Sub- corresponding savings for other due to be discussed by the
for pilots aged 40-59 years aviation sector. Sectorial Team JAA Member States proportionate JAA Committee on 19
undertaking multi-pilot (Medical) of the to the size of their commercial September 2006. Subject to
commercial air transport Joint Aviation aviation sector. adoption by the Committee the
operations. Authorities (JAA) required information
put forward the technology changes will be
Multi-pilot operations in proposal based on developed and the changes
themselves provide effective changes to the implemented early in 2007.
risk mitigation, as the International Civil
handover of control in the Aviation
event of an incapacitation of Organisation
one pilot in the modern medical provisions.
cockpit environment is a The UK had
situation for which pilots are participated in the
routinely trained. The Working Group that
proposal was agreed and had reviewed the
passed through the JAA ICAO provisions
consultation process for and had
Joint Aviation Requirement substantially
amendment. influenced the
recommendations
of the group.

41
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.30 Review the Policy burden. Aerodromes where flight training Recommendation The licensing criteria, particularly An industry-wide consultation
requirements for light (except for gliders and microlight from the Light the costs of personnel, competence is being conducted with a
aviation aerodromes aircraft) and public transport operations Aviation Airports training and equipment associated deadline of 6 October 2006.
licensed by the CAA. take place currently have to hold an Study Group (a with RFFS, were considered by the Consultation responses will be
aerodrome licence. Operators of such joint CAA/Industry Study Group and work by the considered by the Study
This should result in easing aerodromes have regarded the cost of group). Group revealed annual RFFS costs Group, which will then decide
the burden on licence obtaining and maintaining a licence to of up to £28,000 for light aviation how to progress the
holders and, as a be overly burdensome, especially in aerodromes. The review of RFFS recommendation. This is
consequence, easing the respect of the provision of a Rescue and requirements may lead to a expected to lead to a formal
burden on flight training Fire Fighting Service (RFFS). reduction in these costs. proposal and consultation,
organisations. Furthermore, the UK is unusual in Aerodromes currently pass the cost together with an associated
Europe in that it requires flight training of obtaining their licences to their Regulatory Impact
to take place at a licensed aerodrome. resident operators meaning that Assessment, being carried out
there would be a commensurate in early 2007.
This initiative will review the RFFS saving for flight training
requirements at light aviation organisations.
aerodromes and will investigate the
potential to remove the requirement for
flight training to take place at licensed
aerodromes. Flight training
organisations could either relocate to
unlicensed aerodromes, or, in those
cases where there are no public
transport operations, the host
aerodrome would not require a licence.
The requirement to hold a licence could
be replaced by an appropriate Code of
Practice.

42
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.31 The CAA is Commercial – If adopted, the main advantage to CAA internal review CAA costs of implementing this fare An industry-wide consultation
proposing a change in its the price UK airlines would be the removal of of its regulatory regulation are estimated at less is being conducted with a
policy on the regulation of airlines can uncertainty and restrictions over their policy. than £10,000 per year. Airline costs deadline for responses of 31
excessive air fares. charge for a fully pricing policy. UK airlines operating in terms of seeking approval for October 2006. If the proposal
flexible ticket in long-haul routes would be freed from fare changes are likely to be less is adopted, the necessary
An internal study concluded economy class any constraint on the very few fares that than this as the process is largely changes to the CAA’s policy
that continued regulation is potentially remain subject to CAA regulation, and automated. The main advantage to and airlines’ route licences
appeared to be capped on up to from seeking prior approval for fare airlines would be the removal of would be likely to be in place
disproportionate to the risks 39 long-haul changes. uncertainty and restrictions over by the end of 2006.
arising from not regulating. routes from their pricing policy, to which it is
The proposal, if London. There is difficult to attribute a cost.
implemented, would remove also a minor
what limited fare regulation administrative
remains in two stages. The burden from
first stage would remove airlines having to
regulation from all routes seek CAA
other than UK/US. The approval for fare
second stage would extend changes.
this to UK/US routes, once
government-imposed
restrictions constraining the
UK/US market are
liberalised. UK airlines would
no longer be required to
seek prior approval for the
small number of fares that
are currently subject to
potential regulation.

43
Table 6 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
5.32 Reduction in the Compliance & The requirements for obtaining and CAA internal review Direct savings: There are at SBAs were introduced in 2004.
compliance requirements Financial. maintaining an ATOL were of smaller ATOL present 1,290 SBA holders. SBA
for Air Travel Organisers disproportionately onerous for small, holders and their renewal fees are currently £330
Licence (ATOL) holders usually start-up, travel firms. Since risk of failure. lower than standard ATOL fees, Simplified assessments for
below a certain size. 2004, ATOL holders who are authorised and they are not required to pay the ATOL holders authorised for
for 500 passengers a year or less can 11.26p per passenger charge, up to 5,000 passengers is
This will be done by creating hold an SBA. The CAA does not carry saving up to a further £56 per
the Small Business ATOL being introduced in stages:
out the full financial assessments on ATOL holder.
(SBA) for licence holders these ATOL holders. This reduces the March 2006 for ATOL holders
authorised for up to 500 workload for ATOL staff (which is Indirect savings: The cost of authorised for up to 1,500
passengers a year and reflected in lower fees for SBAs than for audited accounts and the value of passengers;
developing simplified ‘full’ ATOLs) and saves SBA holders the Management time saved vary
assessment processes for between ATOL holders. September 2006 for ATOL
cost of providing audited accounts. holders authorised for up to
those authorised for up to
5,000 passengers a year. To extend this proportionate, risk-based, Without the streamlined processes, 3,000 passengers;
approach to other ATOL holders, a the CAA would require
approximately 10 additional staff March 2007 for ATOL holders
simplified financial assessment has authorised for up to 5,000
been developed for those who are members to process the increasing
number of ATOL renewals, costing passengers.
authorised for between 501 and 5,000
passengers. This will further allow the the CAA (and ultimately ATOL
CAA to process the increasing number holders) an estimated additional
of ATOL licences without increasing its £500,000.
headcount (which is important as the
CAA’s costs are met from the industry).
The CAA will also be looking at ways to
pass on the benefits of the simplified
processes by reducing the direct burden
on ATOL holders.
When fully implemented, 70% of ATOL
holders will benefit from these simplified
processes.

44
Table 6 (Section 6). Benefiting the third sector through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
6.1 Identify and remove Policy burden. Allow expansion of community transport DfT also DEFRA Not applicable. Objective is to Implementation in 2008 or
barriers to the further (voluntary) sector. Benefits to that sector and stakeholders. create opportunities for community 2009 depending on legislative
expansion of the and its client groups and to local transport operations by removing opportunities.
community transport authorities. barriers rather than delivering cost
sector, by reviewing savings.
legislation on voluntary
sector transport.

45
Table 6 (Section 7). Benefiting Local Authorities through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
7.1 Amendments to Administrative Removal of unnecessary burdens and Bus operators / Will reduce administrative Implementation expected by
Transport Act 1985 to burden duplicate controls governing the use of Local Authorities / burdens. Savings to Local end-2006.
simplify legislation (applications for buses, with benefits for Local Authorities DfT. Authorities and bus operators from
concerning the operation authorisation). and bus industry. not having to register certain local
of buses. school bus services estimated at
around £200,000 a year. This
figure assumes 3% of the 3837 bus
registrations (at about £763) and
2757 cancellations (at about £355)
are affected school bus services. In
addition it assumes that 6% of the
7682 variations (at about £83) and
informing local authorities (at about
£85) involve a school bus services.
7.2 Simplification of Administrative Local Authorities able to establish single Local Authorities / Likely to be few cases each year. DCLG’s Local Authority
approval mechanisms for burden taxi licensing zone over local authority ODPM and DfT. Reduced administrative burden Consent Regime RRO to be
amalgamation of taxi (applications for area without requiring central and small cost savings from introduced to Parliament in
licensing zones. authorisation). government involvement and approval. 2006/07 for Local Authorities 2006.
(estimated £1200 pa) and DfT
(£1200 pa). This figure is based on
the average of 2 cases per year. It
assumes that four days work within
the licensing authority will no longer
be required and four days within
the DfT will no longer be required;
each day assessed at £300.
7.3 Regulations to Policy burden. Local authorities able to reclaim Local Authorities / Detail of Orders and cost/benefit Statutory Instrument to be
enable local authorities to associated costs from the beneficiaries DfT - undertaking information is sensitive on security made as soon as possible,
reclaim from beneficiaries of works, such as foreign embassies, of Minister during grounds. following consultation.
costs of Traffic carried out as part of Anti-Terrorism passage of Civil
Regulations Orders made Traffic Regulation Orders. Contingencies Act
for specific anti-terrorist 2004.
purposes. Regulations to
be made under Local
Government and Housing
Act 1989.

46
Table 6 (Section 7). Benefiting Local Authorities through the deregulation, consolidation and rationalisation of regulations
Description of the Type of burden Outcome Source of Estimated cost savings Milestones/deadlines for
initiative and how it will be proposal delivery (dates subject to
delivered (including sector/s) to benefit change/confirmation)
7.4 Giving the Vehicles Admin burden Currently VOSA has to seek powers to DfT. The reduction in administration The new measure will be
and Operators Services for VOSA and stop vehicles from Chief Police Officers and the saving in police manpower included in Home Office Bill for
Agency ‘direct’ powers to Police of having and the powers do not extend to are still to be quantified. 2006-07.
stop vehicles and to to secure Scotland (where the police must be
extend these powers to individual present to stop vehicles). The measure
Scotland. accreditation of will bring benefits to VOSA front line
officials. service delivery, and to police, in
reduced administration requirements
and enforcement costs.

47
PART 3 - NEW REGULATORY BURDENS

New Regulatory Burdens
73. The simplification measures in the Plan cannot be seen isolation. While the
Department is working hard to reduce the burdens from current regulation, other
policies are under development both within the Department and, perhaps more
significantly, in the EU and in other organisations that provide an international
regulatory framework for global industries such as aviation and shipping.
74. The following section draws together the most significant regulatory
development that the Department is either carrying out itself, or is involved in
internationally:
• Table 7 shows the key regulatory changes that have been brought in between
the end of the previous Administrative Burdens Measurement Exercise, up to
June 2006.
• Table 8 shows the key regulatory changes being developed now, and
expected to be brought into force by 2010.

New regulations
75. The Administrative Burdens Measurement Exercise included all current
regulations that had been made up to May 2005. A separate collation has been
carried out of regulation made between June 2005 and June 2006. During this
period the Department made one Act of Parliament (Merchant Shipping
(Pollution) Act 2006) and over 100 Statutory Instruments. The majority of the
statutory instruments have negligible impact and did not require Regulatory
Impact Assessments (for example Statutory Instruments dealing with temporary
road closures and speed restrictions). The following table lists some of the more
significant items. Over the next few months we will be calculating the
administrative cost of the regulations more fully so that this can be taken into
account when tracking progress towards our net administrative burdens
reduction target.

48
Table 7 - Key regulations made between May 2005 and June 2006
Title/Policy area/ initiative Type of burden Description of new regulatory burden Outcome (inc. Estimated cost burden
sectors impacted)
The Disability Discrimination Applications for an Provisions to replace the exemption for the Rail and Buses. The regulations will not result in any
(Transport Vehicles) Regulations exemption. providers of transport services in Part 3 of the significant new burdens or costs on the
2005 (SI No.3190). Disability Discrimination Act 1995 (DDA). affected sectors. Indeed, the majority of
transport service providers have
The Disability Discrimination Code of indicated that they are already
Practice (Supplement to Part 3 Code complying with the spirit of the
of Practice) (Provision and Use of legislation.
Transport Vehicles) (Appointed Day)
Order 2006 (SI No.1094).
The Merchant Shipping (Accident Cooperating with Requirements for reporting accidents and the Shipping We are investigating the administrative
Reporting and Investigation) audits/inspections publication of reports and summaries. companies and costs of this regulation.
Regulations 2005. (SI No.881). Returns and reports. ports.
The Merchant Shipping (Oil Carrying Ship owners will be required to maintain Ship owners. Indications from industry are that most
Pollution) (Bunkers Convention) documentation. insurance to meet their liability. responsible UK ship owners already
Regulations 2006. (SI No.1244). UK ship owners (and any other ship owner maintain insurance for third party
wishing to enter a UK port) will be required to liabilities so no additional cost expected.
obtain State Certificate attesting that insurance Annual cost of £30 per vessel for
is in place. certification under the Bunkers
Convention. The EU average is
approximately £90.
The Merchant Shipping (Oil Keeping records. A potential cost associated with Ship owners. In practice there will be no additional
Pollution) (Supplementary Fund implementation of the Supplementary Fund burden in obtaining an annual report of
Protocol) Order 2006 (SI No.1265). Protocol is the administrative cost of obtaining United Kingdom oil receipts.
an annual report of United Kingdom oil receipts
which must be provided to the Director of the
Supplementary Fund each year. However, this
information is already obtained each year and
provided to the Fund (which is administered by
the same Secretariat and Director as the
Supplementary Fund) so in practice there will
be no additional burden.

49
Table 7 - Key regulations made between May 2005 and June 2006
Title/Policy area/ initiative Type of burden Description of new regulatory burden Outcome (inc. Estimated cost burden
sectors impacted)
The Merchant Shipping (Prevention Keeping records. This regulation implements EC regulations Ship owners. It is not possible to estimate total cost of
of Oil Pollution) (Amendment) dealing with the accelerated phasing in of compliance.
Regulations 2005. (SI No.1916). double hulled oil tankers and the phasing out
of single hulled tankers. This will in many instances reduce the
anticipated service life of single hull oil
tankers and reduce the choice of cargo
available to be carried with an adverse
impact on owners' anticipated revenue.
Ship builders, repairers and re-cycling
facilities will benefit from the increased
work created.

The Merchant Shipping (Training Keeping records. Modifies the procedure under which Member Seamen. The measure modifies an existing
and Certification and Minimum States may recognise certificates of procedure and involves no new
Standards of Safety competency of non-EU countries. administrative costs.
Communications) (Amendment)
Regulations 2006. (SI No.89).
The Non-Road Mobile Machinery Applications for To meet emission standards for non-road Engine We are investigating the administrative
(Emission of Gaseous and permission or engines across the EC. Manufacturers. costs of this regulation.
Particulate Pollutants) (amendment) exemption.
Regulations 2006. (SI No.29). Cooperating with Policy costs are likely to be £147 million
audits/inspections. per year falling to £120 million once fuel
Keeping records. storage costs amortised.
Providing statutory
information for third
parties.
Returns and reports.
The Railways (Accident Investigation Returns and reports. The manner in which RAIB will investigate Rail companies. We are investigating the administrative
and Reporting) Regulations 2005. accidents or incidents and the content of its costs of this regulation.
(SI No.1992). accident reports.
For the time being, the railway industry body
will have to make separate notification to the
safety authority under RIDDOR and to RAIB
under these Regulations.

50
Table 7 - Key regulations made between May 2005 and June 2006
Title/Policy area/ initiative Type of burden Description of new regulatory burden Outcome (inc. Estimated cost burden
sectors impacted)
The Railways and Other Guided Returns and reports. To meet EC rail safety provisions. Rail and tram We are investigating the administrative
Transport Systems (Safety) companies. costs of this regulation.
Regulations 2006 (SI No.599).
Policy costs are likely to be £5 million -
£10 million per year.
The Transport and Works, Applications for Applicants required to provide fuller information The changes are Impact of these measures on applicants
(Applications and Objections permission. at the outset of the process but this should expected to should, in cost terms, be broadly
Procedure) Rules 2006. (SI reduce the need for follow-up questions by the produce a quicker neutral.
No.1466). Department. decision-making
process.
Measures to cut bureaucracy in the process
e.g. by providing for electronic transmission of Public and private
documents and for limiting the amount of sector bodies will
documentation that needs to be circulated. be affected.
The Travel Concession (Extension of Applications for Administrative burdens on bus operators from Bus companies. Schemes are required to be cash flow
Entitlement) (England) Order 2005. subsidies or grants the introduction of free off-peak local bus travel neutral in the long term.
(SI No.3224). Keeping records for people aged 60 and over and disabled
Providing statutory people.
information for third
parties
Returns and reports.
The Vehicles Crime (Registration of Cooperating with The objective is to simplify the regulation by Vehicle plate Expect the costs to business to be
Registration Plate Suppliers) audits/inspections. removing unnecessary burdens on motor suppliers. relatively low.
(England and Wales) (amendment) Entry in a register. dealers and fleet operators with respect to
Regulations 2005. (SI No.2981). Keeping records. administrative requirements and the recording
of number plate sales.
Suppliers would need to modify their record
keeping systems to implement the proposed
changes and to ensure that employees are
briefed. Larger businesses will need to
cascade new guidelines to all retail outlets.

51
Key regulations to be made up to 2010
76. In future any regulation we need to make will be measured to assess policy compliance and administrative costs separately, so
that we can see clearly the interaction with our simplification programme, and track the effect on our progress towards our
target to reduce administrative burdens. Our future programme to deliver on our aims and objectives includes much work
stemming from international bodies such as the EU, International Civil Aviation Organisation and International Maritime
Organisation. We aim to take forward all our work, and to negotiate and implement international policy, so as to minimise any
new administrative or policy burdens on business or other groups. The following table lists, to the best of our knowledge, those
policies currently under development which may nevertheless have a significant impact. We will continue to develop this.

Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
EU Driver CPC Directive Policy Costs: In addition to holding the Improved safety for all road Unlikely to be Project is now in
The Directive introduces the (Training). relevant vocational users as the skills of professional significant implementation phase.
Certificate of Professional driving licence, drivers are enhanced through administrative costs Key external
Administrative Burdens: professional drivers additional training, both as as operators are not stakeholders are
Competence (CPC) for professional (Keeping Records).
drivers of PCVs (buses and must also hold a CPC. preparation for the initial CPC obliged to undertake actively involved. GB
coaches) and LGVs (lorries). Following consultation, assessments and on-going onerous duties. implementing legislation
GB has decided to adopt professional development is due to be laid later
the implementation (Periodic Training). Higher Early indications this year. First initial
model whereby drivers driving standards will also result suggest gross annual CPC tests will be
obtain an initial CPC in less damage to the policy (training) costs introduced Sept 2008
through qualifying tests, environment, through reduced of around £45 million (PCV) and Sept 2009
rather than completing a vehicle emissions, and fewer (PCV) and £117 (LGV).
specified number of collisions. million (LGV).
training hours. Drivers
will be subject to 5 The passenger carrying and
yearly periodic training freight logistics sectors will be
cycles. directly affected, as will the PCV
and LGV training sectors.

52
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Emission standards: Euro V and Policy Costs: Vehicles will have to Reduced emissions from Administrative costs Euro 5 estimated date
VI Light Duty Vehicles (developing new meet tighter emission vehicles contributing to achieving are insignificant as 2010/11.
emissions control standards. agreed air quality targets and this does not impose
To further reduce exhaust emissions technology and improving health. additional burdens Euro 6 estimated date
from light duty vehicles to address retooling factories). beyond existing 2015/16.
continuing health and environmental Manufacturers of light duty duties.
concerns, while maintaining the Administrative Burdens: vehicles and manufacturers of
single market in the EU for these (Applications for exhaust treatment systems will Policy costs could be
vehicles. permission or for be affected. up to £640 million per
exemption, Cooperating year for Euro 5 and
with audits/inspections, Euro 6.
Keeping Records).
EU Regulation on enhancing ship Policy Costs: (purchase Imposition of new Improved security for travellers We are investigating Consultation on final
and port facility security of equipment, hiring security procedures and more holistic maritime the administrative phase of
staff, training). which may require new security regulation which reflects costs of this implementation will
This gives legal effect to the equipment, additional the assessed security risks. regulation. close end of September
International Ship and Port Facility Administrative Burdens: staff and training. 2006. Regulations will
Security (ISPS) Code in the EU and (Cooperating with Domestic passenger shipping Policy costs are likely be made during the first
extends the scope of the IMO audits/inspections, carrying over 250 passengers to be under £5 million. quarter 2007 and come
requirements to domestic ships and Keeping records, will be affected as will 5 coastal into effect on 1st July
associated port facilities. Returns and reports). tankers. 2007.
Extension of EC Whole Vehicle Policy Costs: (Applying Vehicles will have to Creation of a single market, We are investigating Agreement expected
Type Approval (ECWVTA) to vans, for type approval for comply with the type improved safety and the administrative soon in European
lorries, trailers and buses. each model of vehicle approval process. environmental protection. costs of this Council Working Group.
Extending the type approval process built). regulation. Second Reading in
will complete the Single Market for Manufacturers of Vans, Lorries, European Parliament
these vehicles, thus removing Administrative Burdens: Trailers and Buses will be Policy costs are expected to commence
internal trade barriers and ensuring a (Applications for affected. estimated to be over in November 2006.
level playing field for manufacturers permission for or £20 million, a study is
and harmonised high levels of safety exemption, Cooperating underway to confirm
and environmental protection for with audits/inspections, this.
consumers. Keeping Records).

53
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Mobile Air Conditioners Directive Policy Costs: Vehicle MACs must be Reduction in greenhouse gas Administrative costs Directive 2006/40/EC
(developing new units built to improved emissions. are likely to be low as has been agreed
EC Directive 2006/40/EC will control and retooling factories). standards to reduce it will only involve a between the European
the use of fluorinated gases in road f-gas leakage. Then Manufacturers of air conditioning slight extension to Commission and
vehicles. This measure aims to Administrative Burdens: f-gases with a global units for vehicles will be affected. existing forms. Member States.
reduce leakage of f-gases from (Keeping Records). warming potential over Transposition started
Mobile Air Conditioner (MAC) 150 will be banned for Policy Costs consultation likely to be
systems and to phase out those with new vehicles from 2011. (developing new units around March 2007.
a global warming potential that is Retrofitting of MAC and retooling factories
over 150 times higher than CO2. systems using such range between £18
All new vehicles & their components gases for all vehicles will million and £67
must be type approved, confirming be banned in 2017. million.
that they meet required construction
standards, before entering service.
But only one test of a sample is
required for clearance.
Free Bus Travel Bill Administrative Burdens Bus companies will have Improved access to transport for Minor impact on Bill expected to be
(Applications for to monitor passenger elderly and disabled passengers business. Companies introduced to Parliament
Giving entitlement to free bus travel subsidies or grants, activity and apply for a will be reimbursed. Nov 2006.
on any local bus in England for over Keeping records, refund of fares. Local Authorities and bus Expected to be cost Task groups looking at
60s and disabled people after Returns and reports). companies will be affected. neutral. implementation issues
9.30am and before 11pm during the Implementation target
week and all day weekends and on April 2008.
bank holidays.

54
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Inclusion of intra-EU air services Policy Costs: Airlines will have to The proposal is designed to Administrative costs This is being negotiated
in the EU emissions trading (paying for emission purchase permits to meet the 'polluter pays' principle, are not expected to at the European
scheme permits). cover emissions made and addresses the fact that be high. Commission.
by aircraft. current analysis suggests a
The Air Transport White Paper set Administrative Burdens: social cost of £1 billion per year Policy costs will be in
out the Government's intention to (Applications for rising to £4 billion per year in excess of £20 million.
press for the inclusion of intra-EU air permission for or 2030 from the climate change
services in the EU emissions trading exemption, Cooperating This is dependent on
impacts of UK aviation (including the proposal that
scheme from 2008 or as soon as with audits/inspections, flights from the UK by non-UK
possible thereafter. This will mean Keeping Records). emerges from the EC.
airlines). The proposals could
that airlines (who will probably be the pave the way for a global
trading entities in the aviation sector) emissions trading system.
will be required to surrender permits
each year to cover their CO2
emissions. This is not a regulation, it
is an economic instrument.
Reducing emissions from heavy Policy Costs: Heavy duty vehicles will Reduced emissions from Administrative costs The Directives have
duty vehicles - Euro IV (developing new have to meet emission vehicles contributing to achieving will be insignificant as been adopted. Expected
Completion engines, retooling standards when in agreed air quality targets and this does not impose to come into effect from
factories, operators' service. improving health. additional burdens 9/11/06.
EC proposals to reduce the costs. beyond existing
emissions from engines used in Manufacturers of Heavy duty duties.
heavy duty vehicles. This reinforces Administrative Burdens: vehicles, manufacturers of
the earlier Directive 1999/96/EC (Applications for exhaust treatment systems and Policy costs will be
which introduced three stages of permission or for operators of heavy vehicles will £16 million per year.
successively tighter limits for engine exemption, Cooperating be affected.
emissions. To reinforce these with audits/inspections,
measures the new proposals require Keeping Records).
the emissions control systems of Compliance is part of
heavy vehicles to meet specified existing general type
"useful life" durability requirements approval process).
and to incorporate a system of on-
board diagnostics for emissions in
order to detect degradation or failure
of the emissions control equipment.

55
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Renewable Transport Fuel Policy Costs: Transport fuel suppliers Reduction in Carbon dioxide We are investigating Bill due to be introduced
Obligation (Proposals for (fuel production) to ensure that, on emissions the administrative to Parliament.
Promotion and Use of Biofuels) aggregate, a specified costs of this Obligation will be set at
Administrative Burdens: percentage of their fuel Fuel producers and retailers will regulation. 5 per cent in 2010.
An obligation would require transport (Keeping records, is from a renewable be affected.
fuel suppliers to ensure that a certain Providing statutory source. Policy costs are likely
percentage of their fuel was from a information for third to be over £20 million.
renewable source. In the short term parties, Returns and
that means biofuels, in the longer run reports).
possibly hydrogen.
Secondary Surveillance Radar Policy Costs: The general aviation Improved safety through We are investigating Public Consultation
(Mode S) Transponders in UK (paying for transponder, community may have to electronic conspicuity for ATC the administrative ends summer 2006.
Airspace - Phase 2 plus fitment, WTA purchase, or upgrade to and ACAS. costs of this
licence and Mode S transponders. regulation.
We are modernising the Secondary maintenance). General Aviation (this
Surveillance Radar system incorporates many different Policy costs may be
throughout all airspace in the UK. Administrative Burdens: types of small business and between £5 million
The implementation strategy aims to (Cooperating with private fliers) will be affected. and £20 million.
deliver safety and capacity benefits audits/inspections,
to the aviation sector in the short to Keeping Records).
medium term while providing a
mechanism with which to satisfy the
medium to long-term ATC airspace
surveillance requirements in UK. It
will also ensure that the UK complies
with international standards for the
carriage of transponders.

56
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Traffic Management Act - Control Policy Costs: Applying for permits to Improved traffic flow, reduced We are investigating Number of new
of Street works (buying permits (where undertake streetworks congestion (and hence reduced the administrative Regulations
adopted), paying (where adopted by emissions). There will be a costs of this Notices/FPNs/S74
Improving the coordination and penalties for over runs highway authority), fixed financial impact on streetworks regulation. charges consultation
management of Streetworks. (existing provision); penalties for offences undertakers, this is minor Aug/sep 2006; complete
Strengthening enforcement powers fixed penalties for under New Roads and compared with the potential Policy costs are likely Oct 2006; Regulations
for Local Authorities. offences). Street Works Act; financial benefits to business to be in excess of £20 laid Spring 2007;
Requalification of and communities as a whole. million. effective Autumn 2007.
Administrative Burdens: operators and There is potential to reduce Permits consultation
(Keeping records, supervisors every five administrative burdens by with industry autumn
Providing statutory years. simplification of system, focus on 2006 due to end in
information for third getting works right first time; December 2006.
parties, Returns and permit schemes will be Regulations will be laid
reports). consistent across country; in late 2007 & in force
exchange of information on early 2008. Training &
works delivered electronically. accreditation of
Those effected: operators and
supervisors consultation
Statutory undertakers (mainly spring 2007 and laid in
utility companies) and Local autumn 2007; in force
Authorities will be affected. spring 2008.
Other regulations under
development (for which
we have no timetable at
present) include:
Inspections
Reinstatement
Diversionary works
Records of apparatus
Safety Code.

57
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Disability Discrimination Act 2005 Policy Costs: Older rail vehicles Improved access to rail services This will not impose Consultation on draft
- Railway provisions (Applying accessibility introduced prior to for disabled travellers. new administrative regulations will be
regulations to older rail RVAR will be required to costs undertaken in autumn
A range of measures designed to vehicles). meet RVAR when Rolling stock leasing companies 2006. Regulations likely
implement both the Disability Rights refurbished New trains and train operating companies Policy costs for to be in place early
Task Force recommendations on rail Administrative Burdens: and refurbished vehicles will be affected refurbishment are 2007.
vehicle accessibility and other (Cooperating with will require independent likely to be in excess
measures amending the current Rail audits/inspections). verification that they are of £20 million.
Vehicle Accessibility Regulations compliant with the
(RVAR) regime. regulations prior to being
introduced/re-introduced
into service.
Civil Aviation Bill Policy Costs: Applying for noise Reduced noise and pollution Any administrative Bill is before Parliament.
(Paying Charges). certification, paying around airports. costs will be
The Civil Aviation Bill aims to fulfil a charges for emissions. insignificant.
number of commitments contained in Administrative Burdens: Airports and Airlines will be
''The Future of Air Transport White (Cooperating with affected. Policy costs are likely
Paper' it brings together a number of audits/inspections, to be below
strands that aim to deliver Keeping records, £5 million.
sustainable and safe air transport Providing statutory
and protect consumer interests. information for third
parties, Returns and
reports).

58
Table 8 - Key regulations to be made up to 2010
Title/Policy area/ initiative Type of burden Description of new Outcome (inc. sectors Estimated cost Milestones/deadlines
regulatory burden impacted) burden for delivery
(dates subject to
change/confirmation)
Third EC Rail Package Policy Costs: There is a risk that Increased competition in Administrative costs Package is being
(upgrading equipment) harmonised systems of passenger rail market, are estimated at £65k developed by co-
This is a package of measures passenger rights could improvements in interoperability per year. decision between
designed: Administrative Burdens: place a cost burden on European Commission
(Cooperating with industry, partly through General rail industry - chiefly Policy costs are likely and Parliament.
to revitalise the international rail audits/inspections, railway undertakings and to be between
passenger market through extending the need to adapt
Keeping records, systems to enable infrastructure managers will be £5 million and
competition in that market and Providing statutory affected. £20 million.
establishing a harmonised system of revised ticketing
information for third arrangements and to
minimum passenger rights, parties, Returns and Recognition from all
addressing also the particular needs address the needs of Member States of the
reports). PRMs, partly through
of persons with reduced mobility potential regulatory
(PRM); new rules on customer burden of the freight
compensation. quality proposal has
to contribute to the interoperability of led to its rejection.
the European rail system by
facilitating the movement of train Negotiations in
drivers between undertakings and Council have
across national borders. substantially reduced
the potential burden
of the remaining three
elements.
UK industry now
believes the
remaining burden to
be manageable.
Early Availability of Sulphur Free Policy Costs: (increased All diesel and super Reduced emissions from We do not expect any Expect to make
Fuel Regulations refinery operating costs grade petrol sold at >3 vehicles contributing to achieving administrative costs. regulations October
to remove fuel sulphur, million litres per year agreed air quality targets and 2006. Effective date
To transpose EU requirements to no capital costs). throughput filling stations improving health. Policy costs could be most likely to be
make sulphur free fuels available on will have to be sulphur between £17 million November 2007, but
a widespread geographic basis in Administrative Burdens: free). Fuel refiners and importers will and £240 million in may be as early as April
advance of 2009. (None). be affected. 2008. Probably at low 2007.
end of range.

59
Contact details:
77. This document was produced by the Department for Transport’s Better
Regulation Unit. If you have any comments about the content of the plan or
suggestions for further measures to be included you can contact us as follows:

Better Regulation Unit
Information and Better Regulation Division
Department for Transport
Zone 9/9 Southside
105 Victoria Street
London
SW1E 6DT

Tel: 0207 944 5933
E-mail: SimplificationDFT@dft.gsi.gov.uk