SENATOR VIBERT – 2nd Tranche of answers
Answer 12
Answer 13
Other than the normal contractual payments to Connex for providing the bus service, which clearly includes provision of suitable vehicles, no public funds have been used to purchase buses or assist Connex in purchasing vehicles.
Answer 14
As in many contracts, there were a number of steps in the process. The tender, itself, is of course a contract. After being advised that it was the chosen operator, a Letter of Intent was issued to Connex in June, 2002. Various elements of the contract had to be finalised and collated leading to the contract being signed on 2nd October, 2002, following which all elements were bound together and presented for final signature of the bound document on 12th December.
It is understood that Connex also found out in May that an agreement had been signed between Jersey Bus and the TGWU that awarded a £72 per week shift allowance to drivers from 1st September. The simple answer is that Connex did not become the drivers’ employer until 29th September, 2002. In the interim, Connex had expected that there would be room for negotiation with the drivers to provide self-financing efficiencies. It was at the end of 2002, when the TGWU intimated that it expected a further pay rise in March 2003, that Connex submitted its initial claim.
Answer 15
There is no “conditions of tender” document. I assume that the Senator is referring to the Conditions of Contract that were issued as a part of the tender documents, revised during the tender period and subject to some clarifications and incorporation of appendices prior to signing.
The initiative to revise the Conditions of Contract was made by the operators legal representatives, however, the actual revisions are clarifications rather than major revisions of the cla
Subject:
| |
Decision Reference:
| | Exempt clause(s):
| |
Type of Report:
(oral or written)
| | Person Giving Report (if oral):
| |
Telephone or
e-mail Meeting?
| | Report
File ref:
| |
Written report – Title
| APPLICATION FROM MR MALCOLM CORLEY TO REPLACE HIS WHEELCHAIR ACCESSIBLE TAXI-CAB WITH A NON WHEELCHAIR ACCESSIBLE TAXI-CAB
|
Written report – Author
(name and job title)
| |
Decision(s):
To agree for Mr Corley to replace his wheelchair accessible taxi-cab with a non wheelchair accessible taxi-cab.
|
Reason(s) for decision:
Medical grounds
|
Action required:
Inform Mr Corley of the Minister decision.
|
Signature:
(Minister/ Assistant Minister)
| Date of Decision:
|
TRANSPORT & TECHNICAL SERVICES
Application From Mr Malcolm Corley To Replace His Wheelchair Accessible Taxi-Cab With A Non Wheelchair Accessible Taxi-CabPROPOSITION 155/2011 – DRIVING LICENCES: THEORY TEST –
AMENDMENT
- After the words “to agree”, insert “in accordance with (l) of Proposition 104/2010, the Sustainable Transport Policy approved by the States in December 2010, to re-establish a reducing trend in road injury rates, the Minister for Transport and Technical Services is requested to ensure that the task force set up to establish a Road Safety Strategy specifically considers the proposal from the Comité des Connétables”
- R
replace the words “to request the Minister for Transport and Technical Services” with “if considered effective then”.
REPORT
- INTRODUCTION
1.1 In adopting (l) of Proposition 104/2010, approved in December 2010, the States agreed:-
“to request the Minister (for Transport and Technical Services), in conjunction with the Minister for Home Affairs and the Honorary Police with regard to enforcement, to apply appropriate measures as set out in the Policy to re-establish a reducing trend in road injury rates and to agree an eventual ‘vision zero’ target of no deaths or serious injuries on Jersey’s roads and to request the Minister to ask the task force to be set up by the Department for Transport and Technical Services to adopt formally within the first year a specific trend target for accident reduction by the end of the policy period, and to inform the States of this target and the rationale behind it.”
1.2 A task force has been set up to develop a Road Safety Strategy that will re-establish a reducing trend in road injury rates for all classes of road user.
1.3 The task force is investigating what incidents are happening, the causes, effects and influences of these incidents and how these can be effectively eliminated or reduced.
obtain the agreement ofto allow Mr Malcolm Corley to replace his wheelchair accessible taxi-cab with a non wheelchair accessible taxi-cab
- DISCUSSION
2.1 Any measure that will improve the safety and roadcraft of road users is to be welcomed. Unfortunately, no evidence has been provided in P155/2011, even from those jurisdictions that already have it as a requirement, that introducing this requirement will be effective.
2.2 While it appears that young moped riders may have a higher probability of being involved in a road traffic collision (RTC) than other road users, it is also true that novice drivers who have obtained a full car driving licence and have passed a theory test, also have a higher probability of being involved in a collision.
2.3 Between January 2009 and December 2010, 31, 16 year old moped riders were injured in a RTC and 64, 17-25 year old car drivers were involved in a RTC.
2.4 In that same period, parishes issued 713 new provisional licences to 16 year olds for category P. 758 renewals were also granted. Only 48 full category P licences were granted to 16 year olds (23 were granted to 17 year olds with a further 38 granted A1). All would likely have taken CBT but it seems just under 70 percent sat the prescribed theory test while licence holders. Just over 20 percent passed the theory test.
2.5 In the same period, parishes issued 1,111 new provisional licences to 17 year olds for category B, a car. 1,217 renewals were also granted. However, 1,103 17 year olds were granted a full category B car licence in the period. 95 percent of 17 year olds sat the theory test and around 80 percent passed (although not necessarily at the first attempt).
2.6 There will be no evidence readily available to suggest that it is predominantly the 30 percent or so of 16 year old moped riders who have not taken a theory test who are injured or more likely to be injured in the moped crashes. However, it will be the case that the majority if not all of the 17 year old motorists involved in a RTC will have passed the theory test.
2.7 It could be argued, of course, that the number of 17 year old motorists involved in RTC’s would be considerably higher had they not passed the theory test but I would tend to the view that novice drivers and riders are more likely to be involved in collisions because of general inexperience and perhaps youthful exuberance rather than solely a lack of knowledge of the Highway Code. Indeed, our youngsters could probably score higher than most mature drivers when it comes to knowledge of the Highway Code.
2.8 I am also concerned that there is no information on what options were considered. Indeed, if the proposal as submitted goes forward, it will soon become known that it would be possible to take the “car” theory test at 15, as it’ is the same test for an agricultural tractor, so all 15 year olds will take the car test, as that is their ultimate goal and it will also allow them to ride a moped at 16 without taking any further test.
2.9 Perhaps extending the nature of our already excellent Compulsory Basic Training (CBT) would reduce the number of riders involved in collisions.
2.10 In the same way a provisional licence for a powered two wheeler isn’t valid for riding on the road until the holder successfully completes CBT, we could make it a requirement that a provisional licence isn’t valid for riding or driving on the road until the licence holder has passed the theory test (or perhaps achieved a lower standard of pass, say 20 out of 35). The current waiting time for a theory test is around 4 weeks; it doesn’t seem a ridiculous time to wait rather than having to set up a further bureaucratic system to allow 15 year olds to sit the theory test.
2.11 Perhaps there should be a requirement that anyone applying for a licence should prove a certain knowledge of the Highway Code before being granted a licence by a parish.
2.12 It may be that merely raising the age at which a person can be granted a licence would lead to safer roads. It has to be recognised, however, that we are all different and learn in different ways and over differing timespans.
2.13 On a wider scale, perhaps there should be greater emphasis on roadcraft as a life skill taught in school with our young people being awarded a certificate when they have demonstrated sufficient awareness and knowledge of the roadcraft required to be a competent pedestrian, cyclist, horse rider, motorcyclist and driver. Although limited, the evidence from “On Two Wheels” and “First Steps to Driving”, courses offered to some students at secondary schools and Highlands College, is that raising awareness of the required skills before applying to be a licence holder is beneficial.
2.14 I believe it would be far better to assemble and consider the evidence from here and other jurisdictions on how we might improve the skills of our novice drivers and riders, encourage them to drive and ride responsibly and reduce the likelihood of them becoming one of the casualty statistics. The Road Safety Strategy task force can fully investigate and assess the options as part of its brief, producing a report on the options considered, the costs and expected benefits and recommendations for taking forward.
Mr Malcolm (Slim) Corley, who is 65 years of age, was issued with a public service driver’s badge in 1983. On the 15th April 1988 he was granted the use of a private (restricted) cab plate. He was offered and accepted the use of a rank (controlled) wheelchair accessible taxi-cab plate on the 19th July 1988.
Mr Corley has provided a wheelchair accessible taxi-cab service since that date and in April of 2007 applied to employ another driver to improve his service to the public. The Minister approved the recommendation of the Inspector of Motor Traffic and Mr Corley was permitted to employ a driver.
On the 14th August 2007 Mr Corley notified Driver and Vehicle Standards that he has been diagnosed with throat cancer. This was confirmed in writing by Mr Corley’s ENT Consultants , Mr Jose De Cordova and Mr M Siodlak.
Mr Corley’s asks that he is allowed to replace his London Cab with less a costly standard vehicle. He is unaware of what treatment he is to receive or what hours he will be well enough to work. Financially, with a reduction in working hours and a subsequent reduction in income Mr Corley feels he has carefully to consider his position in relationship to his finance payments for his London Cab. It is Mr Corley’s opinion that a “standard” vehicle would be less costly to operate and maintain as a taxi-cab.
During interview Mr Corley explained his health and financial circumstances. His repayments on his London cab are £466 per month. The saleable value of his London cab is estimated at £17,000.00 of which £11,000.00 is payable to the finance company. The remaining £6000.00 would allow him to purchase a suitable 4/5 door saloon car for use as a taxi-cab.
Prior to his illness Mr Corley worked days, 40 to 45 hours per week. Due to his illness his hours have reduced. Depending on his consultant’s diagnosis Mr Corley may have to travel to Southampton for specialist treatment. During his absent he intends to ask his employed driver to provide a taxi-cab service on his behalf.
Following treatment, here or in the UK, Mr Corley expects to be fit to provide a taxi-cab service but doubts he will be able to supply a service to wheelchair passengers. He also intends to be the sole driver of his taxi-cab.
- RESOURCE IMPLICATIONS
3.1 The resources required for the work of the Road Safety Strategy task force are already allocated through the Sustainable Transport Policy.
That
the Minister agrees to issue an additional controlled taxi-cab plate to Mr Corley. When Mr Corley returns the plate to the Minister it will not be issued to another. On return of Mr Corley wheelchair accessible plate it is offered to an existing restricted taxi-cab plate holder.
Connétable M Jackson
Minister - Transport and Technical Services
406 October 2011To enable Mr Corley to continue working as taxi-cab driver and allow another public service badge holder the opportunity to provide the public with a wheelchair accessible taxi-cab service.
On receiving confirmation that the Minister has agreed to allow Mr Corley the use of a controlled non wheelchair accessible taxi-cab plate, The Inspector of Motor Traffic will notify Mr Corley of the Minister’s decision and arrange for the issue of an additional controlled taxi-cab plate and for the re-issue of the controlled wheelchair accessible taxi-cab plate.
, TTS
PSV/DR/2
12 September 2007
gov.je