3 Minibus Code of Practice

The University requires that the following Code of Practice be followed when minibuses are used for transporting passengers on official University business.

3.1 College Deans/Heads of Service are responsible for ensuring that journeys organised by their staff are properly planned and supervised.

  1. The College Dean/Head of Service is responsible for the health and safety of all members of that College/Service. This responsibility extends to those travelling in minibuses on official University business.

     

  2. The College Dean/Head of Service (or his/her appointed College/Service Safety Officer) should be made aware that a minibus journey is planned (i.e., systematically assessed for risk), is necessary and is not best undertaken by an alternative means.

     

3.2 Vehicles must be delivered in a roadworthy condition, by reputable suppliers.

  1. It goes without saying that a new minibus, built to current engineering specifications will offer its occupants better protection in the case of collision, than an old one. If hiring, always specify that you want the newest vehicle available.

     

  2. A current MOT certificate or a photocopy should be carried in the vehicle.

     

  3. A list of reputable suppliers is given in Appendix (I).

     

3.3 Drivers must been competent and trained.

  1. Driver competency is a combination of experience, physical ability and training.

     

  2. Since minibus drivers must hold car driving licences they will possess an initial level of competency. A higher level of competence is required to drive minibuses.

     

  3. Drivers who have had an alcoholic drink, are on sleep inducing medication have not had a sufficient break from previous arduous and stressful tasks are not considered competent to drive minibuses.

     

  4. Training is available locally and a list of training providers is given in Appendix (II).

     

  5. The training course will show participants how to drive defensively use special driving techniques and how to act in an emergency. Participants are individually coached, assessed and receive a certificate of attendance.

     

  6. Training is currently being arranged and funded by the Staff Development Unit.

     

  7. College/Services should keep a Register of Competent Minibus Drivers, detailing their experience and training.

     

3.4 Vehicles must be fitted with seat belts for, and worn by, all occupants.

  1. It has been experimentally and statistically shown that the wearing of seat belts reduce the likelihood of serious personal injury in vehicular collisions.

     

  2. It has also been shown that diagonal (three anchor point) belts are more effective restraints than lap belts and that it is better for passengers to sit forwards, in the direction of travel, than sideways on.

     

  3. Thus the use of minibuses fitted with diagonal belts and forward facing seats is strongly recommended.

     

3.5 Both vehicles and drivers must be properly insured

  1. The insurance must be current and relate to the vehicle being driven and specifically include the driver. Some insurance companies impose restrictions of age and/or experience above the legal minimum.

     

  2. Some insurance companies exclude drivers with convictions for traffic offences. It is the driver's responsibility to declare convictions to the vehicle operator and/or the insurance company.

     

3.6 Drivers must undertake a basic checklist prior to travel.

  1. A Journey, Driver and Vehicle Checklist is given in Appendix (III).

     

3.7 The driving day* must be limited to nine hours per driver and driver rest breaks must be taken at least every three hours.

  1. Driving long distances in a car, under various road conditions, is stressful and tiring.

     

  2. Driving a minibus is usually more stressful; drivers are less familiar with the vehicle, it is larger and heavier and there is the continuous responsibility for, and presence of, numerous passengers.

     

  3. Ideally two drivers would be available who would takes turns to drive for fixed periods of time. Normally only one will be available so driving time restrictions and breaks are essential. Driver fatigue is aggravated by poor driving position, poor ergonomic vehicle design, poor road conditions, ill health, etc..

     

  4. The length of driving time should be decreased and the number of rest breaks increased if abnormal driving conditions are encountered (e.g. inclement weather or continental driving).

     

* The driving day is a combination of the time taken for driving and for other work (eg lecturing, fieldwork etc) carried out in a 24 hour period.