Better Regulation-Department for Transport

8/14/2019 Better Regulation-Department for Transport

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TRANSPORT:LIGHTENING THE LOAD

The Department for Transport's

Simplification Plan:Update 2009

Do you have any ideas on how to improve regulation?

Then help us by visiting our website (www.betterregulation.gov.uk) andtelling us how we can make life easier for you. Even the smallest ideas canmake a big difference.

December 2009


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Contents:

Foreword................................................................................................................... 3

Part 1 Overview ..................................................................................................... 4

Introduction and Summary...................................................................................... 4

Administrative Burdens Measures to be delivered before May 2010...................... 4

Highlights................................................................................................................ 5

EU Better Regulation including Measures to Help Small Businesses..................... 5

Public Sector........................................................................................................... 7

Third Sector ............................................................................................................ 8

Wider better regulation agenda .............................................................................. 9

Part 2 - Background to Administrative Burdens.................................................. 11

Administrative Burdens Measurement and Reduction.......................................... 11

Adjustments to the 2005 baseline......................................................................... 11

Administrative Burdens target............................................................................... 11

Trajectory of expected administrative burdens savings ........................................ 12

Delivery so far....................................................................................................... 12

New measures...................................................................................................... 13

New burdens......................................................................................................... 13

Part 3 - The Simplification Plan in detail .............................................................. 14

Table 1 Delivered Measures..............................................................................15

Table 2 New Proposals...................................................................................... 38

Table 3 Items still in progress ............................................................................ 43

Part 4 - New Regulatory Burdens.......................................................................... 60

New regulations .................................................................................................... 60

Table 4 - New Regulations introduced from June 2006 to May 2009 ................... 62

Table 5...................................................................... 68

Key regulatory burdens from regulation that may be introduced betweenJune 2009 and May 2010

Table 6: - Information requests made to Local Authorities.................................... 69

Contact details:..................................................................................................... 70

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Foreword

Regulations in transport are essential to ensure safety, promote security anddeliver environmental objectives, as well as provide protection for consumers.At the same time it is important to ensure that regulations do not imposeunacceptable administrative or financial burdens and this Simplification Plandemonstrates that we are trying to reduce these burdens.

This year I am delighted to report an overall reduction of nearly 512 million incosts imposed on business and the public since 2005 and we continue to seekpotential new reductions across a wide range of activity. This is an importantpart of the better regulation agenda and we will be given challenging newtargets to apply from 2010 to 2015.

You can assist with this essential work by letting us know where specifictransport policies impose unnecessary costs. Ideas can be suggested via theBetter Regulation website: http://www.betterregulation.gov.uk.

Andrew Adonis

Secretary of State for Transport

December 2009

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TRANSPORT: LIGHTENING THE LOAD

The Department for Transport's Simplification Plan Update 2009

Part 1 Overview

Introduction and Summary

1. The Department for Transport (DfT) is committed to ensuring that policy costsand administrative burdens of regulation are kept to the minimum required tomaintain policy goals including safety, security and environmental protection.

2. This Simplification Plan is the latest update of the DfT plan launched inDecember 2006. It aims to demonstrate our commitment to minimising costsimposed on business and others and supporting the economic prosperity of theUK. The Plan includes measures which deliver:

Total gross savings of over 600 million a year including 144 millionadministrative burdens reductions; and

Highlights over 512 million a year already delivered including 118million administrative burdens reductions.

Administrative Burdens Measures to be delivered before May 2010

3. The most significant measure which we are aiming to complete before May 2010will be:

Enabling insurance companies to issue certificates electronically savingbusiness up to 12m per year (Item 1.10)

4. Measures will benefit stakeholders across the full range of DfTs responsibilities,including business drivers and private motorists, manufacturers and shippers ofgoods, the aviation, shipping and rail sectors.

5. This Plan also summarises measures likely to introduce new burdens andnotes that we estimate that new administrative burdens will be kept to below 5million. On current assessments when fully implemented measures in this planwill deliver over the 146.3m required to meet the 25% administrative burdenstarget. However, due to the economic downturn, it may be the case thatbusinesses are not in a position to take full advantage of some of thesemeasures by the target deadline of May 2010. We will continue to evaluate ourpolicies and work with business stakeholders to ensure effective take upwherever possible.

6. A brief background to the Administrative Burdens Measurement and ReductionExercise and details of the target and our progress towards achieving it are inpart two of the plan.

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Highlights

7. In the past twelve months since publication of the 2008 Plan significant newmeasures include:

Improved enquiry handling and customer management project at DVLAsaving over 1m a year for business drivers and another 1m a year for the

public. (Item 1.13).

Improved guidance and less frequent record returns for drivers hours haveenabled savings of 21.31m a year to freight hauliers (Item5.38 and 3.4)

UK led work to agree common application paper work for radioactivepackaging will deliver administrative savings of 1.4m a year tocompanies involved in the transport of radioactive materials (Item 5.25)

Case study: Dangerous Goods Instructions in Writing

DfT removed the requirement for companies involved in the transport of dangerous goods toproduce instructions on safe handling of products being transported in the languages of all thecountries through which the shipment travels. Dr Andy Holton, Product Stewardship Manager withExxonMobil Chemical Ltd praised the effective cooperation with the police and the pragmaticapproach to the format of instructions in writing ("IIW").

If the information (IIW) is there, in the driver's possession, and it is legible, that is fine to the UKauthorities so long as that information has not been misrepresented in any way. Thus, a differingformat (e.g. photo-reduction) is not misrepresentation. This is an example of the broader attitudethat industry welcomes, whereby the mildly creative approach is accepted, in the UK at least.

8. Alongside the continuing take up of existing measures the total reduction incosts to business and members of the public has increased by an additional 12million per annum since the last update.

EU Better Regulation including Measures to Help Small Businesses

9. The Department for Transport also continues to work closely with stakeholdersand to negotiate at the EU level to avoid unnecessary costs to business andensure that small business interests are taken into account. In the last twelvemonths the department has:

Successfully negotiated a directive on insurance requirements for shipowners1 which avoided proposals for disproportionate administrativeburdens requirements and protected the interests of City of Londoninsurance brokers.

Ensured that the new directive promoting use of energy efficient vehicles2by the public sector is proportionate and environmentally effective.

Worked closely with small and specialist vehicle manufacturers andniche importers to enable effective use of derogations from EU typeapproval legislation thereby avoiding over 30 million potential additionalcosts to these businesses.

1 http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2009:131:0128:0131:EN:PDF2 http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2009:120:0005:0012:EN:PDF

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10. DfT is also engaged with the European Commission and other member states inseeking to identify opportunities for simplification and administrative burdensreduction as part of the EU Administrative Burdens Reduction Programme.

DRAFT Case study : Individual Vehicle Approval

The UK has used the small-series and individual approval derogations set out in the Directive inorder to introduce National Small Series Type Approval (NSSTA) and Individual Vehicle Approval(IVA). These national schemes are available to manufacturers building vehicles for sale only in theUK. IVA is also available to independent importers of vehicles from outside the EC. These nationalschemes will be significantly cheaper than the cost of applying for approval under the EC scheme.

As the Stakeholder responsible for North American Left Hand Drive vehicles and after using the newBasic IVA regulations on many occasions since they became effective, I wanted to write to you onbehalf of the American Imports Agents Association (AIAA) and thank DfT and BIS, for really listeningto and accommodating our representations over the last three years.

We only import very low volumes of left hand drive North American vehicles built to FMVSS andCMVSS standards and they cater for a tiny enthusiast market in the UK. Your Department has clearly

followed the Principles of Good Regulation set out by the Better Regulation Task Force whilstmaintaining safety and environmental concerns. The way you have accommodated ourrepresentations is a sterling example of good Government. The complicated Recast FrameworkDirective [has been implemented] in a proportionate way for the micro industry sector that we represent.

Case Study - Energy Services Directive

The Energy Services Directive gives the UK two options: a voluntary approach or a mandatory approach(i.e. legislative). After consultation with the Retail Fuel Trade Associations*, the DfT agreed that the bestroute to take is the voluntary approach in order to avoid unnecessary legislation and burdens onIndustry.

By working closely with the Trade Associations it was identified that smaller retailers would havedifficulty in meeting the Directives requirements to promote and provide energy efficiency measures,without the Departments assistance. The ACT ON CO2 toolkit has been developed to assist the smallretail fuel suppliers.

*Trade Associations:AUKOI (Association of UK Oil Independents); UKPIA (UK Petroleum industry Association); PRA (PetrolRetailers Association); FPS (Federation of Petroleum Suppliers); UKLPG (UK Liquefied Petroleum Gas).

Use of Voluntary Agreements

1. Voluntary agreements can be more flexible and therefore less burdensome than

We are implementing Energy Services Directive environmental requirements

Market Opening

nt also actively supports market opening measures at the EU

1regulation, which is good for business, and the department supports their usewherever possible, for example:

on fuel providers by voluntary agreement and have created a tool kitincluding publicity material tohelp small businesses comply.

12. The departmeand international level, thereby enabling UK companies to compete for EU andinternational business opportunities. For example:

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DfT fully supports the Commission in its review/recast of the 1st RailwayPackage with the emphasis on tightening of existing loopholes combined withproper transposition and rigorous enforcement to ensure removal of barriers toentry and fair and transparent conditions of competition. We believe this will thenbring about further market opening and competition in other Member States.

The Department leads on 15-20 negotiations a year with bilateral partners onair services with the aim of providing new opportunities, less regulation andmore competition

The EU/Canada air transport agreement could bring economic benefits of atleast 66 million and more than 1,000 extra jobs in the first year.

13. We will continue to work closely with the European Commission and to negotiateinternationally both to ensure beneficial trade agreements such as air serviceagreements, and to ensure that EU and international regulation is consistentwith better regulation principles. The recent EU Commission consultation onFuture Transport Systems3 begins EU work towards a new Commission WhitePaper expected sometime next year. Our response4 to this Consultation notedthat we would expect the White Paper to be guided by principles including:

Creatinga regulatory environment that will allow the EUs business toprosper and the EUs citizens to move freely and efficientlythroughoutEurope using truly liberalised and competitive transport operations across allmodes including realising the vision of a single rail market.

Acknowledgingthe vital role that transport plays in wider environment,energy, trade, regional, and other EU policy ensuring that the DirectorateGenerals are joined-up in discussions and policy-making, and by making best

use of impact assessments to meet the challenge of balancing competingobjectives.

Driving innovationthrough R&D and setting standards that aretechnology neutral, create investor certainty and deliver clearly definedand rigorous goals.

Recognisingthe potential economies of scale and weight of influencethat EU level action can deliver whilst respecting subsidiarity and thedifferences between Member States and between transport modes.

We will continue to work with UK businesses and other stakeholders asproposals for the White Paper develop.

Public Sector

14. Our target of 30% reduction in data requests to Local Authorities has beenachieved. We are committed to reducing burdens on the public sector. Insummer 2007 a cross government exercise took place to identify the requestsfor information (or data streams) that central government makes to the publicsector. The Government set a target to reduce the number of data streams by30% by 2010. For DfT, this means how we monitor the performance of Local

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Authorities, requesting information on a variety of areas including roadmaintenance, bus punctuality and traffic congestion.

15. DfT has worked with the Department for Communities and Local Governmentaspart of its project to streamline government requests5 to Local Authorities. Table6 demonstrates that DfT has reduced the number of mandatory indicators from

38 down to 26. This work and the removal of other data streams means that,despite starting from a low base, we have achieved a 31.6% reduction in thenumber of information requests that we make to Local Authorities.

Third Sector

16. The Department for Transport remains committed to promoting a thriving thirdsector by reducing the administration burden and barriers faced by it. In 2009,DfT agreed to implement the Office of the Third Sectors (part of the CabinetOffice) Principles of Proportionate Monitoring and Reporting6 guidance. Weadhere to these principles in our grants and contracts relationships with third

sector organisations to help reduce the administration burden. The impact of theimplementation of the guidance will be reviewed annually as part of theDepartments Third Sector Action Plan.

17. DfT is currently working with the OTS, Commission for the Compact and otherstakeholders on the refresh of the Compact (national agreement betweenGovernment and the third sector) which includes the area of Commissioning andAllocation of Resources. Adherence to Compact principles can help embed bestpractice in the provision of fair and appropriate funding and commissioningprocesses for third sector organisations.

18. We are also currently working on producing a Third Sector Action Plan to

strengthen our partnership with the third sector; this will be published by the endof the year. The Action Plan will focus on better working partnerships andprocesses in the areas of funding, engagement and policy development.

Case Study Third Sector reporting process

The Automobility Branch provides grant funding to twelve Mobility Centres as part of theDepartments aim of promoting opportunities for disabled people to access jobs, services and socialnetworks. In 2008, at a meeting of centre managers, it emerged that centres had aligned theirreporting processes with the DfT requirements so that quarterly monitoring was no longer seen asburdensome, but aided the process of reporting to Boards of Trustees and parent organisations.

There was agreement, however, that the form could be simplified by consolidating historical datafrom previous returns. Centres have commented positively on this change which has made it easierfor them to deliver reports on time.

Stakeholder Validation

19. It is important that the savings we make are felt by business. We are workingwith stakeholders to ensure that the savings we make are accurately measuredand reflect what they feel on the ground.

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20. An External Validation Panel (EVP), made up of representatives from theConfederation of British Industry, the Institute of Directors, the British Chambersof Commerce, the Federation of Small Businesses and the Trades UnionCongress provides a robust challenge and quality assurance role. The Panelhas validated savings from several key measures. Also in some cases, the levelof savings has been measured by independent consultants or based onindependent customer research. 62% of the savings in the plan have beenexternally validated.

Simplification Measure Validated by m validatedElectronic Vehicle Licensing(EVL).

EVP 2009 9.8

Introduction of digitaltacographs

EVP 2009 14.4

Drivers Hours 3 EVP 2009 15.4Revision of passenger railfranchise map

EVP 2008 30.5

Reform of the Air Travel

Organisers Licensing (ATOL)Bonding Scheme

Ecotec Consultants 12.1

Regulations governing theCarriage of Dangerous Goods

Ecotec Consultants 3

Transport Office website MORI customer research 3

88.2m (62%)

Wider better regulation agenda

Hampton Implementation Reviews:

21. During 2009 DfT Agencies were reviewed by the Better Regulation Executive

Hampton Review Teams. Hampton Implementation Reviews seek to ensure thatregulatory agencies are taking a risk-based approach to implementation andenforcement; that inspection regimes encourage compliance, and that penaltiesare proportionate. The reviewers acknowledge large areas of best practice:

The VOSA report was published on December 3 and contained many positivecomments. The report says: (VOSA) demonstrates a significant level ofcompliance with the Hampton principles. It appears to know its customer basevery well and considers likely impacts on them of changes to its policies andprocesses. The review team found no evidence that VOSA places anysignificant unnecessary or disproportionate burdens on business as a result of

its inspection and enforcement

22. Initial drafts of other Hampton reviews suggest that other agencies are alsolargely Hampton compliant. However, agencies are recognising areas forimprovement and they will be using the Hampton Review process to streamlineservices wherever possible.

What next?

23. There is always more that needs to be done. We will continue working to ensurethat simplification measures stay on track to deliver administrative burdens

savings by May 2010, and to identify further new measures beyond that. We will

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be working with the CAA and aviation stakeholders to identify areas where wecan reduce the administrative burden from aviation regulation.

24. We will also work to minimise any new burdens from regulation by ensuringeffective impact assessment of new measures. We will also work closely withour European Commission counterparts to ensure that the new EU level

simplification and administrative burdens programme identifies measures ofgenuine benefit to the UK.

25. We would also be interested to hear your ideas for further reforms, which can beput forward using the Better Regulation website (www.betterregulation.gov.uk).Or you can e-mail us direct at [email protected].

Case Study: Reduction in the frequency of medical examinations for pilots

The Civil Aviation Authority (CAA) proposed to the Joint Aviation Authorities (JAA), who were at the timeresponsible for developing and implementing common safety standards across Europe, that the frequency of

medical examinations for pilots aged 40-59, undertaking multi-pilot commercial air transport operations, couldbe reduced. Previously, all pilots over the age of 40 involved in such operations were required to have amedical certificate issued every six months, on the basis that there is an increasing risk of developing amedical problem with age.

The proposal, which was adopted by the JAA in December 2006, was that the frequency of medicalexaminations could be reduced to every twelve months, without any significant reduction in flight safety. Froma medical risk perspective, the mitigation provided by the presence of more than one pilot in multi pilotoperations is considerable and greatly reduces the risk of a fatal accident associated with a medical eventwhen compared with single pilot operations.

Unanimous support was given to the proposal from industry and other national authorities and the benefit tothe UK airline industry in terms of reduced medical examination costs is approximately 1 million annually,

with significant savings also being made across other JAA member states.

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Part 2 - Background to Administrative Burdens

Administrative Burdens Measurement and Reduction

26. In 2005 the Department for Transport took part in the Government-wide exercise

to measure the administrative (red-tape) costs to business of all regulation inforce at May 2005. A figure was calculated for the Department for Transport'sregulation of 487 million administrative burdens and DfT along with mostother Government Departments was set the target of reducing its baseline by25% (including allowing for any new burdens implemented after themeasurement).

Adjustments to the 2005 baseline

27. Since the baseline was measured, we have made some adjustments to reflectadded costs stemming from:

The transfer of rail safety regulation from the Health and Safety Executive tothe Office of Rail Regulation (added 3.1 million).

Rail franchising, which was not quantified in the original measurementexercise (added 87.7 million).

The ATOL bonding scheme which was not included in the originalmeasurement exercise (added 25 million).

Removing 11.3 million following research which showed the time taken forHGV operators to display discs had been over estimated.

Removing 6.5 million because MORI research showed that the business

as usual adjustment made for HGV and PSV operators required to retaininformation of drivers hours had been underestimated.

28. We have also measured the impact of regulations that have come into force upto December 2009. These are listed in table 4.

29. The adjusted baseline of 585 million has been used for all calculations in thisupdate.

Administrative Burdens target

30. The Department is committed to reducing its administrative burdens by 25%, by

2010. This amounts to an annual saving to business of some 146.3m. Themeasures in this update of the plan take us to over 24%. We will continue towork with stakeholders to develop more simplification ideas which will bring ustowards the 25% target in 2010.

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Trajectory of expected net administrative burdens savings

2006 2007 2008 2009 2010

Estimated net admin

saving per year (m)

28 41 75 114 141

Percentage of target 5% 7% 13% 20% 24%

Estimated net admin saving per year (m)

0

20

40

60

80

100

120

140

160

2006 2007 2008 2009 2010

Yr

m

31. The table and graph above show the trajectory of expected administrativeburdens savings until 2010, taking account of expected new burdens. We areaiming to meet a minimum of 25% administrative burdens reduction by thetarget deadline of 2010.

32. It is worth noting that, on some proposals, the savings delivered will continue toincrease after 2010. For example the potential annual savings that will berealised from the introduction of digital tachographs (item 2.1) 15m in 2009,could grow substantially by 2017, dependent on take-up of new vehicles.

Delivery so far

33. We have already delivered 55 of the proposals in the Plan and these are listed inTable 1. Cost savings and benefits to business will total over 560 million by2010. These include savings to business of nearly 420 million and over 140million of administrative burdens reduction towards our target. Several of the

measures also save time and cost for the general public amounting to over 39million.

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New measures

34. For this year's update, we have identified 6 new proposals. These are listed inTable 2. We have not begun quantifying the impact on business and the publicof all of these proposals, but we believe that they will deliver significant policyand admin burdens savings.

35. The remainder of the measures from the 2008 Plan update are still in progress,and details are in Table 3. The proposals that are still in progress, along withcompleted measures where savings increase, will deliver compliance savings orfinancial benefits to business approaching 63 million annually, and will deliverannual administrative burdens savings approaching 26 million by 2010.

New burdens

36. The Plan also takes into account costs from new regulations made since May2005, and expected to be made until 2010 (Table 4). Any administrativeburdens from these will be taken into account when calculating our progress

towards the administrative burdens target. So far the impact has been minor.

37. Examples of regulations that are likely to impose significant costs on businessinclude European measures such as

The Euro 5 and 6 emission standards for light duty vehicles, with policycosts likely to fall in a range from 310 million to 1.84 billion per year. Weexpect that this will deliver monetised benefits in the range 570 million to1.4 billion per year relating to improvements in health through the reductionin atmospheric concentrations of particulates.

38. Very few new regulations are expected to impose significant administrative

burdens. We anticipate total new administrative burdens of around 5 million by2010 but we will aim to offset these by the administrative burdens reductionsmeasures identified in order to ensure delivery of the 25% target.


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Part 3 - The Simplification Plan in detail

39. This section provides an update on our progress in delivering simplification

measures. It includes details of who the measure will benefit and the nature ofthe benefit, an estimate of the potential savings that it might generate, includingreductions in administrative burdens on business, and an indication of thetimeline for delivery.

40. The measures are divided into three separate tables:

Table 1: Delivered Measures.

Table 2: New Measures.

Table 3: Measures in Progress.

41. They are set out in 7 sections (detailed below) which reflect who will benefit fromthe simplification or reduced burdens proposed and the way in which themeasures will be delivered.

Section 1 - Benefiting citizens and business.

Section 2 - Benefiting business.

Section 3 - Benefiting business through better targeted enforcement.

Section 4 - Benefiting business through the rationalisation of regulatory bodies.

Section 5 - Benefiting business through deregulation, consolidation andrationalisation of regulations and regulatory bodies.

Section 6 - Benefiting the third sector through deregulation consolidation andrationalisation of regulations and regulatory bodies.

Section 7 - Benefiting local authorities through deregulation consolidation andrationalisation of regulations and regulatory bodies

.

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Table 1 Simplification Plan Update 2009: Delivered Measures

Table 1 (Section 5). Benefiting business through the deregulation, consolidation and rationalisation of regulations

Title Nature andtype ofburden

Description ofSimplificationmeasure and how itwill be delivered

Outcome(including sector/s) tobenefit

Estimated cost savings(annualised and admin or policy)

Reduces the admin burden onbusinesses and enables theseller of a registration numberto conclude the transactionmore quickly.

the order of 0.5m and similarsavings for the public.

5.19 Smallseries andindividual wholevehicle typeapproval (WVTA)of largepassenger andgoods vehicles

Policy andAdminPrivate

National regulations forsmall series andindividual whole vehicletype approval (WVTA)of large passenger andgoods vehicles,including trailers, as analternative toharmonised ECWVTA.

Alternative, proportionatemeans of obtaining approvalfor first use in UK.

For low volume and niche marketmanufacturers of buses, coaches,goods vehicles and trailers, it willrepresent a reduction of around 30mpa in the cost of implementing the ECDirective, as the national schemes willbe significantly cheaper than the cost ofapplying for approval under the ECscheme.

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assessment Transport Packagesafety assessment.

competent authorities are largecomplex documents. The ideais to establish a standardformat for this documentthroughout Europe and toestablish a common language.

For the UK: 81 cases x 50k = 4.13mspread over 3 years. Equivalent toadministrative savings of 1.4m peryear from 2009.

5.26 Introductionof Fixed Penaltiesfor roadsidetraffic/roadworthinessoffences anddeposit paymentsfrom overseas

operators.

Policy Public Streamlined system fordealing with offences.Equal treatment for UKand overseas offenders.

Proposals will reduce burdenof court proceedings foroffenders, VOSA and courts.

Ensures all offenders treated equallyand, so far as commercial operators areconcerned, a level playing field for alloperators allowing fair and effectivecompetition with increased businessopportunities.

Fixed penalties will mean savings intraffic examiner time from not having toprepare for and attend court hearings.VOSA estimate savings will beapproximately 1.8 million a year from2009/10.

Fixed penalties will also save costs ofcourt proceedings.

5.27 Approval ofrail line andstation closuresand modifications

AdminPublic

Introduction of a new,streamlined procedurefor approval of rail lineand station closuresand modifications,replacing complexadministrative

procedure to befollowed by thoseproposing rail closures

Public sector bodies fundingrail services will be able toinitiate closures andmodifications, through aprocess which will beconducted in accordance withstatutory guidance.

The new arrangements will besimpler and less time-consuming than the existingones. The full cost-benefitassessment should lead tobetter decision making and

Direct cost savings are not a primaryobjective of this change.

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authorised for up to5,000 passengers ayear.

full ATOLs) and saving SBAholders the cost of providingaudited accounts.

To extend this proportionate,risk-based approach to otherATOL holders, a simplifiedfinancial assessment has beendeveloped for those authorisedfor between 501 and 5,000passengers. This will furtherallow CAA to process theincreasing number of ATOLlicences without increasing itsheadcount (which is important

as CAAs costs are met fromthe industry). CAA will also belooking at ways to pass on thebenefits of the simplifiedprocesses by reducing thedirect burden on ATOLholders.

When fully implemented, 70%of ATOL holders will benefitfrom these simplifiedprocesses.

holders) an estimated additional500,000.

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5.33 Railwaysand Other GuidedTransportSystems (SafetyRegulations) 2006(ROGS).

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AdminPrivate

This legislationimplements the majorityof the EuropeanRailway Safety Directive(RSD) and consolidatedexisting railwaylegislation (includingremoval of full "SafetyCase" provisions forrailways excluded fromRSD scope).

Streamlining process forNetwork Rail and TrainOperating Companies (TOCs)required to develop SafetyManagement Systems.

This replaces three sets of regulationsthat were included in the AdminBurdens Measurement Exercise,costing the industry 3.1 million a year

The new regulation has been costed as800k, saving the industry 2.3m.

5.34 Registrationof Number PlateSuppliers.

Admin andpolicyPrivate.

Irritant

Remove unnecessaryburdens on numberplate suppliers. Toreduce the number ofrequired forms ofidentification to showproof of identity andentitlement to purchasea number plate.

Allows motor dealers to beexempt from checking ID.

100,000 per annum admin saving.

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of UKairworthinessrequirements forsingle seatmicrolight aircraftbelow 115kgempty weight.

Private aircraft below 115kgempty weight no longerhave to meetairworthinessrequirements for design;nor are prohibited fromflying without a Permitto Fly

the regulatory burden onindividuals and smallbusinesses.

meets UK requirements has beenestimated by the British MicrolightAircraft Association at between 50,000and 100,000 depending on theairworthiness route taken and type ofaircraft. However, no new single seatmicrolight aircraft designs have beenintroduced since 1994 and most newaircraft are US or European built.

5.51 Review thestatus ofManchester andStansted airportsunder Section 40

of the Airports Act1986.

PolicyPrivate

The Departmentconsidered whether theairports met the criteriafor designation and de-designation of airports.

An airport designated by theSecretary of State for Transportunder Section 40 of the AirportsAct is subject to price controls.This means that along with arequirement to publish certain

information in its statutoryaccounts, each airport is subject toa price cap set, for five yearperiods by CAA following areference to the CompetitionCommission. The CC report onany public interest findings andsuggest provisions for CAA to takeforward and implement

The Secretary of State removed thedesignated status of Manchester airportand we estimate that this will provideannual benefits to business of around1 million.

Stansted will remain a designatedairport because each of the criteria fordesignation is met. This decision wasmade taking into account the principlesfor better regulation set out by theBetter Regulation Executive and is inthe best interests of passengers

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Table 1 (Section 7). Benefiting Local Authorities through the deregulation, consolidation and rationalisation of regulations





7.1 Amendmentsto Transport Act1985 to simplifylegislationconcerning theoperation ofbuses.

Admin Public Removal ofunnecessary burdensand duplicate controlsgoverning the use ofbuses

Benefits for Local Authoritiesand bus industry.

Reduces administrative burdens on busoperators from not having to registercertain local school bus services -estimated at around 200,000 a year.This figure assumes 3% of the 3837bus registrations (at about 763) and2757 cancellations (at about 355) areaffected school bus services. Inaddition it assumes that 6% of the 7682variations (at about 83) and informinglocal authorities (at about 85) involve aschool bus services. There will also besome (unquantified) savings to Local

Authorities.7.2 Taxi licensingzones.

Admin Public Simplification ofapproval mechanismsfor amalgamation oftaxi licensing zones.

Local Authorities able toestablish single taxi licensingzone over local authority areawithout requiring centralgovernment involvement andapproval.

Likely to be few cases each year.Reduced administrative burden andsmall cost savings from 2006/07 forLocal Authorities (estimated 1200 pa)and DfT (1200 pa). This figure isbased on the average of 2 cases peryear. It assumes that four days workwithin the licensing authority will nolonger be required and four days withinthe DfT will no longer be required; eachday assessed at 300.


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Table 2 Simplification Plan Update 2009: New Proposals

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Table 2 (Section 2). Benefiting business through streamlining data requirements and the introduction or greater use of electr





Requirements (BCAR)

A8-21. Governmentintervention isnecessary, because thefreedom to determine amodification or repair asminor as opposed tomajor, and to realise theresulting financialsavings, is alreadyavailable to companiesapproved by theEuropean AviationSafety Agency (EASA)and this benefit should

be extended to thosecompanies remainingunder the auspices ofCAA

the costs and charges

associated with CAAinvolvement. These benefitsare already available toorganisations approved underEASA Part 21.

2.20 Economicregulation of UKairports

PolicyPrivate

Reforming theframework for theeconomic regulationof UK airports

Impact Assessment currently inproduction stage.






7.7 Local MajorSchemesGuidance

AdminPublic

Refresh of guidance Benefits local authorities byproviding clearer and up-to-up-date guidance which may helpreduce admin burdens onthem.

Not yet quantified


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Table 3 Simplification Plan Update 2009: Items still in progress

regulations. the regulations, which iscurrently the case).

events). because fees no longer cover costs.Will also allow annual fee changes toavoid this happening again in future,without needing further Regulations.

1.12Improvements to

health and driverlicensingarrangements

PolicyPrivate

Change the regulationsthrough a Legislative

Reform Order

1. To allow driving licences tobe granted for periods up to 10

years duration (currently 1, 2,or 3) to those with appropriatemedical conditions.

2. To change the terminologyin Section 94 6 (b) of the RoadTraffic Act 1988 from"registered medicalpractitioners" to include"accredited registered healthcare professionals" so thatmedical staff other thandoctors can advise DVLA onpatients who are under theircare.

3. To extend the period afterwhich a notification of amedical condition has to bemade from 3 months to 6 or 12months for Group 1 (ordinary)licence holders. There isevidence that this period maybe too short and that extendingit to 6 or 12 months wouldreduce costs andinconvenience to driversbecause fewer would need togo through the notification andassessment process, withfewer licences beingwithdrawn and then re-issued.

These improvements will benefit thepublic and the Agency, costs and

benefits will be quantified wherepossible. An Impact Assessment iscurrently being developed.

Table 3 Items still in pro

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Table 3 (Section 2). Benefiting business through streamlining data requirements and the introduction or greater use of electr





2.15 HGV andPSV Headlampaim test..

Policy.Private

Introducing electronicmeasurement,simplifying the test andwidening the toleranceswhen testing headlightaim

HGV and PSV Operators willachieve savings through thereduction in vehicle down time.

We are working to estimate the savingsto business.

Table 3 (Section 3). Benefiting business through better targeted enforcementTitle Nature and

type ofburden




3.3 Bettertargeted PortState Control(PSC) inspectionsof vessels visitingUK ports.

PolicyPrivate

More effective use of limitedPSC inspection resourcesthrough better targeting ofhighest risk ships. Quality endof industry likely to benefit.

Measure will be cost neutral overall, butrepresents extension of risk-basedenforcement in line with Hamptonprinciples.

Compliant operators may benefit fromreduced costs due to less frequentinspections, though this will bebalanced by more frequent inspections

of less compliant operators.

More effective use of 1 millionenforcement cost incurred by Maritimeand Coastguard Agency through moreprecise targeting of ships that are mostlikely to be substandard.

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replaced by an appropriateCode of Practice.

revenue traffic. It is estimated that thepotential cost to licensed aerodromescould be up to 250,000 per annum.It is also anticipated that there will be areduction of CAA charges to industry ofapproximately 40,000 per annum aslicensed aerodromes decide to becomeunlicensed.

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5.52 Reviewroutine financialinformationrequirements andgeneral

informationrequirements onregulated airportsto minimiserequirements toessentialinformation.

AdminPrivate

Minimise administrative burdenand cost for regulated airports.

End collection of unnecessaryinformation by the CAA.

Estimated savings will emerge followingan agreed European airports chargingdirective.

A preliminary cautious estimateproduces a total potential saving of

between 25k and 75k per annum forthe regulated airports.

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Outcome(including sector/s) to

benefit


7.6 Emergency

Vehicle Lighting

Admin

Public.

Amend regulations

concerning vehiclelighting

Simplify regulations to permit

emergency services to usetheir distinctive retro-reflectivemarkings, permit the use ofblue warning beacons onmountain rescue vehicles,clarify the use of lights onparked vehicles at night andalign certain requirements withEuropean regulations.

Deregulation / permissive measures

aimed at road safety - there are nosignificant costs associated with thesesimplification measures.


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Part 4 - New Regulatory Burdens

42. The simplification measures in the Plan cannot be seen in isolation. While the

Department is working hard to reduce the burdens from current regulation, otherpolicies are under development both within the Department and, perhaps moresignificantly, in the EU and in other organisations that provide an internationalregulatory framework for global industries such as aviation and shipping.

43. The following table draws together the most significant regulatory developmentthat the Department is either carrying out itself, or is involved in internationally.The table includes:

New regulations that have been brought in between June 2005 and May2009.

Regulatory changes being developed now, and expected to be brought intoforce by 2010.

New regulations

44. The Administrative Burdens Measurement Exercise included all currentregulations that had been made up to May 2005. Separate collation has beencarried out of regulation made between June 2005 and May 2009.

45. During this period the Department was responsible for the passage of eight Actsof Parliament through Parliament:

Civil Aviation Act 2006 This clarifies position on Emissions and Noise

Charges for aerodromes, it gives power to remove restrictions on LA ownedairports and replenish the Air Travel Trust Fund and removes right of appealto Secretary of State in Route allocation disputes. The Act does not placeany new information obligations on business.

Merchant Shipping Pollution Act 2006 This takes powers to implementSupplementary Fund Protocol and The Marine Pollution Annex VIagreement. The Act does not place any new information obligations onbusiness.

Road Safety Act 2006 The act contains various provisions to improvesafety on our Roads. It is aimed at changing the behaviour of drivers and

other road users. The Act does not place any new information obligationson business.

Vehicle Registration Marks Act 2007 -The Act amends the Vehicle Exciseand Registration Act 1994 (VERA) to simplify the process of buying andselling, or otherwise transferring, registration numbers for both dealers andindividuals without compromising the current legislative safeguards againstfraud.

Concessionary Bus Travel Act 2007 -The Act implements the Government'sannouncement in the 2006 Budget that England residents aged 60 andover, and disabled England residents, will get free off-peak travel on all local

buses anywhere in England

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Channel Tunnel Rail Link (Supplementary Provisions) Act 2008- The Actamends The Channel Tunnel Rail Link Act 1996 to confirm and amend theduties of the Secretary of State for Transport and the Office of the RailRegulator in relation to the operation of the tunnel.

Crossrail Act 2008-The Act secures the powers necessary to buildCrossrail. By connecting the major London rail terminals of Paddington andLiverpool Street, Crossrail will enable interconnecting mainline train servicesto cross the centre of London via a number of new purpose-built stations.

Local Transport Act 2008 The Act provides a framework and tools for localauthorities and bus operators to work together to boost bus use, reducecongestion and help tackle climate change

46. We also made over 300 Statutory Instruments. The majority of the StatutoryInstruments have negligible impact and did not require Impact Assessments (forexample Statutory Instruments dealing with temporary road closures and speedrestrictions). The following table lists regulations have costs for business, ormay affect the Administrative Burden baseline. We are calculating theadministrative cost of these so that they can be taken into account when trackingprogress towards our net administrative burdens reduction target.

47. In future any regulation we need to make will be measured to assess policycompliance and administrative costs separately, so that we can see clearly theinteraction with our simplification programme, and track the effect on ourprogress towards our target to reduce administrative burdens. Our futureprogramme to deliver on our aims and objectives includes much work stemming

from international bodies such as the EU, International Civil AviationOrganisation and International Maritime Organization. We aim to take forwardall our work, and to negotiate and implement international policy, so as tominimise any new administrative or policy burdens on business or other groups.Table 5 lists to the best of our knowledge, those policies currently underdevelopment which may nevertheless have a significant impact. Table 4w


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Table 4 New Regulations introduced from June 2005 to May 2009 which have an impact on A

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Regulation Nature/Typeof burden

Description of the measure Sectors impaOutcome

The Passenger and Goods Vehicles

(Recording Equipment)(Downloading and Retention ofData) Regulations 2008.

Admin This sets out the frequency for the downloading of data

from digital tachograph recording equipment and theretention period for records.

HGV /PSV Op

Drivers

The Vehicle Drivers (Certificates ofProfessional Competence)Regulations 2007.

Policy

Admin

In addition to holding the relevant vocational drivinglicence, professional drivers must also hold aCertificate of Professional Competence (CPC).

Table 4 - New Regulations introducedfrom June 2006 to May 2009

HGV Drivers a

PCV Drivers a

Drivers will beyearly periodicycles.

The Vehicles Drivers (Certificatesof Professional Competence)(Amendment) Regulations 2008.

Policy This makes minor amendments to the 2007 regulationsand increases fees.

HGV /PSV Dr

The Merchant Shipping (InlandWaterway and Limited CoastalOperations) (BoatmastersQualifications and Hours of Work)Regulations 2006.

Policy

Admin

This requires the master of vessels operatingcommercially in inland waters and for certain coastalvoyages to hold an appropriate qualification andspecifies the requirements for obtaining both anationally-valid boatmasters licence and aboatmasters certificate valid in the EEA.

Passenger anmasters.

Recognition oqualifications interchange wcountries andpassenger co


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TABLE 5 Key regulatory burdens from regulation that may be introduced between June 2

Title/Policy area/ initiative Nature/Type of burden Description of the measure Outcome (inc. sectorsimpacted)

CO2 emissions from newcars

Admin A European regulation requiring carmanufacturers to reduce the CO2

emissions of the cars they sell.

Vehicle Manufacturers

Costs fall on vehiclemanufacturers toinnovate and changemodels. Large costsalso associated with thesecondary effects ofcongestion, caused byincreased fuel efficiency

Euro 5 & 6 Light DutyVehicle EmissionsStandards.

Policy Tightens emissions standards for newcars and vans.

Costs fall on vehiclemanufacturers to raiseemissions standards onnew vehicles.

Renewable energy directive

(inc proposals on biofuels).

Policy

Admin

Transposition of Directive as replacement

for RTFO provisions.

Costs relate to fuel and

vehicle resource costsas well as welfare lossdue to reduced driving.

Euro VI (HGV and busengine emissions).

Policy Air quality improvements through tighteremission standards.

Costs fall on vehiclemanufacturers to raiseemissions standards onnew vehicles.

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Traffic Management Act -Control of Street works.

Improving the coordination andmanagement of street works.Strengthening enforcementpower for local authorities.

Policy Costs:(buying permits (whereadopted),

Administrative Burdens:(Keeping records, Providingstatutory information for third

parties, Returns and reports).

Training - cost of courses andexaminations for re-qualification ofsupervisors and operatives every fiveyears (currently only need to re-register every five years);

Specification for reinstatement of

opening in the highway (SROH)(greater use of recycled materials andfirst time permanent reinstatements);

Statutory code of practice for safety willbe compulsory on local authorities(currently just undertakers) and minoramendments to reflect best practice forsafe working.

Improved traffic flow,reduced congestion(and hence reducedemissions). There willbe a financial impact onstreetworksundertakers; this isminor compared withthe potential financialbenefits to business andcommunities as awhole. There ispotential to reduceadministrative burdensby simplification ofsystem, focus on gettingworks right first time;permit schemes will beconsistent acrosscountry; exchange ofinformation on works

delivered electronically.Those effected:

Statutory undertakers(mainly utilitycompanies) and LocalAuthorities will beaffected.

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Fuel Quality DirectiveAmendment: GreenhouseGas Reduction Targets.

Policy Costs(Increased Refining costs andcost of higher biofuel use).

Admin Burdens(Annual reporting by FuelSuppliers).

Requirement on fuel suppliers to reducelifecycle greenhouse gas emissions oftheir fuels by 10% between 2010 and2020 (expected to be primarily by theuptake of biofuels). In addition fuel qualityspecifications are tightened in respect ofpetrol vapour pressure, diesel polycyclicaromatic hydrocarbon content and gas oilsulphur content.

Suppliers will have to report annually onthe reductions achieved.

Fuel refiners andimporters.

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Secondary SurveillanceRadar (Mode S)Transponders in UKAirspace - Phase 2.

We are modernising theSecondary Surveillance Radar

system throughout all airspacein the UK. The implementationstrategy aims to deliver safetyand capacity benefits to theaviation sector in the short tomedium term while providing amechanism with which tosatisfy the medium to long-term ATC airspacesurveillance requirements inUK. It will also ensure that theUK complies with internationalstandards for the carriage oftransponders.

Policy Costs:(paying for transponder, plusfitment, WTA licence andmaintenance).

Administrative Burdens:(Cooperating with

audits/inspections,KeepingRecords).

The general aviation community may haveto purchase, or upgrade to Mode Stransponders.

Improved safety throughelectronic conspicuityfor ATC and ACAS.

General Aviation (thisincorporates manydifferent types of small

business and privatefliers) will be affected.

CAA-led initiativecommenced to addresspotential costs,including certification, inconjunction withindustry andGovernment.

Funding lines currentlyunder development withregard to Low PoweredSSR Transponder

(LPST).

Table 5 Key regulatory burdens from regulation that may be introduced between June 2


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Table 6: - Information requests made to Local Authorities

1. These are needed to measure the new National Indicators from April 2008(9 items)

People killed or seriously injured in road traffic accidents (NI 47) Stats returnsfrom LAs obtained from police authorities.

Children killed or seriously injured in road traffic accidents (NI 48) - Stats returnsfrom LAs obtained from police authorities.

Congestion average journey time per mile during the morning peak (NI 167) -Journey time data collected centrally by DfT from contractor.

Principal roads where maintenance should be considered (NI 168) LocalHighway authority data.

Non-principal classified roads where maintenance should be considered (NI169) Local Highway authority data.

Access to services and facilities by public transport, walking and cycling (NI175) Local Transport Authority data.

Local bus and light rail passenger journeys originating in the authority area (NI177) On board passenger surveys.

Bus services running on time (NI 178) Bus company data and local authorityspot surveys.

Children travelling to school mode of transport usually used (NI 198) - Schoolcensus data.

2. European or statutory requirement (5 items)

Paper copies of Section 19 small bus permits issued by Local Authorities.

List of impounded vehicles.

Unlicensed vehicles clamped or impounded by local authority (and police).

Procurement return (indicating contracts let under EU categories) for transportsector bodies.

Road lengths Survey.3. Needed for financial management or policy development (12 items)

Local Authority Bus Passenger Journeys (part by operator) Journeysundertaken by bus fare paying and concessionary.

Disabled Persons Parking Badge Return number of those in receipt of parkingpermits regulations from new guidance to apply.

Concessionary Fare Arrangements Survey.

Taxis and Private Hire Vehicle stock, with list of licensed drivers. Projected and actual spend on Major Transport Schemes (mostly over 5m).

Urban congestion target delivery plan.

Congestion Monitoring.

Highway inventory and condition data.

National Road Maintenance Condition Survey: Maintenance data.

National Road Maintenance Condition Survey: SCRIM data.

BVPI (z): Total slight casualties data will still be collected.

LTP2: Change in area wide road traffic mileage.

4. No longer needed (21 items)

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Table 6: - Information requests made to Local Authorities

National Road Maintenance Condition Survey: CHART data.

BVPI 96: Principal Road Condition.

BVPI 97a: Non-Principal Classified Road Condition.

BVPI 97b: Unclassified road condition.

BVPI 99(x): Total killed and seriously injured casualties.

BVPI 99(y): Child killed and seriously injured casualties.

BVPI 102: Public transport patronage.

BVPI 104: Bus Satisfaction.

BVPI 187: Footway condition.

LTP1: accessibility target.

LTP3: Cycling trips.

LTP4: Mode share of journeys to school.

LTP5: Bus punctuality indicator.

LTP6: Changes in peak period traffic flows to urban centres.

LTP7: Congestion (vehicle delay).

LTP8 air quality target.

4 x Local Transport Plan Finance Forms (LTPF1,2,3 and 4).

Count of local authority street lights over 40 years old.

Contact details:

48. This document was produced by the Department for Transports BetterRegulation Unit. If you have any comments about the content of the plan orsuggestions for further measures to be included you can contact us as follows:

Better Regulation UnitEurope International and Better Regulation DivisionDepartment for TransportZone 2/25 Great Minster House76 Marsham StreetLondon, SW1P 4DR

Tel: 0207 944 5339E-mail: [email protected]
mailto:[email protected]:[email protected]:[email protected]

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