Minibus Club Article Archive

Some say it’s a man thing but it could also be a woman thing for all we know. The point is that some drivers, of minibuses or otherwise, feel that they can drive for intergalactic distances without turning a hair. Particularly when it comes to driving a minibus, you’re in charge of not only a large lump of moving metal, glass and plastic, you’re in charge of others’ lives. This is why minibus driving regulations exist and here, we’ll look at them as they apply in the UK. The regulations are a form of minibus insurance in their own right, and they are sensible enough.

When driving in the UK, minibus drivers are subject to UK Domestic Drivers’ Hours Rules. What’s more, you’re also subject to the Working Time Regulations 1998, S.I. 1833. Yes, this means very little to everyone else too, so an explanation of the definitions and limits that apply follows.

We can begin with what is considered a rest break. This is defined as, ‘Any period that a driver is freely able to dispose of his time, when not working during employment or carrying out other work, for a period of at least 1 hour.’. More simply, it’s an hour off duty; it’s insurance against nodding off at the wheel, or making a silly, possibly fatal, mistake.

So, for how long can you drive in a day? Domestic driver’s limits say you can drive for up to 10 hours at the wheel, actually driving. Add the required rest breaks and you can spend a total of 16 hours on duty in any one day. ‘Simples’, as the meerkat in the ads says. However, there is more, as follows.

You may drive for a maximum of 5.5 hours followed by a rest break 30 minutes long.
Alternatively, you may drive for 8.5 hours, including a 45-minute break, provided a further, 30-minute break follows.
You must rest for a minimum of 10 hours between working days. This can be reduced to a rest period of 8.5 hours on up to three days in any one week.
Between any two consecutive weeks, a minimum rest period of 24 hours must be taken.

The above is in fact perfectly simple, and all you need to know about now are the exceptions to the rules. These comprise the following.

Armed forces drivers, and the drivers of police and fire brigade vehicles are exempted from the limits.
Those not driving on public roads are exempted.
Private drivers, not receiving any payment for hire or reward and not driving in connection with employment are exempt.

These vehicles are also exempt from the 16 hours per day duty limit but not from the driving limits above.

Breakdown service vehicles (e.g. AA, RAC)
Vehicles used for inspection, maintenance, repair, installation, fitting or cleaning.
Vehicles used for commercial purposes, and goods vehicles up to 3.5 tonnes.
Vehicles used by health authority staff: doctors, nurses, midwives, dentists, and vets.
Vehicles used for film work, or radio and TV broadcasting.

Given that the above recommendations are to stop an outcome involving travelling along a roadside crash barrier like some sort of bizarre monorail car, they’re hardly Draconian. Nevertheless there is a final proviso that is equally sensible. Should an event occur that demands immediate action to preserve life or health, or to give immediate access to telecommunication or postal services, the UK Domestic Rules are relaxed.

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Hello, good evening and welcome to the Road Vehicles (Construction and Use) Regulations 1986, or at least to that part of it concerned with seatbelts in minibuses. Theses regulations aren’t exactly a riveting read but they’re worthy enough. After all, it’s been accepted for many years that proper seatbelts are a good thing to have in any vehicle. Quite apart from its being illegal to not wear seatbelts if fitted, your minibus insurance company may have something to say about their not being (a) available and (b) in use.

Seatbelt requirements vary, according to the age of the vehicle in question, the type of seats it has, how many passengers it can carry and what kind of passengers they are. For example, the means of restraining children or wheelchair users makes a difference. Conversely, the class of licence the minibus driver holds, or the type of permit used (if any) make no difference.

It makes sense, and not just for minibus insurance purposes, to observe the regulations assiduously, remembering that the state of the belts needs to be checked more often than in the compulsory yearly MOT test; seatbelts that are badly fitted and/or in poor condition are hardly likely to do what they should in an accident. Moreover, if a vehicle that should have seatbelts is used without them, the driver and the operator could be prosecuted. Remember, when looking at seatbelts or having them fitted, that more than just the belts are involved. The compatibly and state of repair of the seats, the vehicle’s floor and/or wall, the belt anchorage and its reel mechanism are all highly relevant.

Two types of seatbelt are in use and recognised by minibus insurance concerns. Three point seatbelts - the lap-and-strap kind - are the items of choice. These restrain the upper body in an accident, and new minibuses will have factory fitted items of this type. Though they represent the legal minimum requirement for rear seats (but not for use with child passengers), two-point seatbelts, a.k.a. lap straps, are liable to be discontinued in the future. Apart from the fact that lap straps can’t restrain a passenger’s upper body during an accident, they can lead to internal injuries if used incorrectly.

Want to have seatbelts retro-fitted? Doing this is fine, provided certain points are remembered. This is especially so when belts are retro-fitted to a PSV or a vehicle operating under a Section 22 permit.

The fitting of seatbelts is a notifiable alteration. Meaning? Well, the Vehicle Inspectorate has to be told and a one-off inspection must be carried out at a Class V or VI testing station. The installation naturally has to pass the test. This requirement began in 1988 and if the vehicle has removable seats, they must be left aboard for the test. The installation of more seating means a further installation check would be required.

Your minibus insurance company takes a healthy interest in changes to minibus seats and seatbelts. If you were to alter the seats, add more of them or fit seatbelts without letting the insurance provider know, your may find out to your cost if you make a claim.

Apart from keeping your minibus insurance company updated, ensure that the seatbelt fitter is a fully qualified specialist. Some minibus manufacturers will retrofit seatbelts, using genuine parts to make a system that complies with all the regulations; expect written confirmation to prove this. Finally, it’s wise to have the installation tested and witnessed by the Vehicle Certification Agency.

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According to the Driver and Vehicle Licensing Agency’s leaflet INF52(1), minibuses are, ‘Vehicles with 9 to 16 passenger seats, with or without a trailer weighing up to 750kg’. The implication of this is that a minibus can carry between 9 and 16 passengers, plus a driver. There are, however, regulations about the carriage of passengers. These show that the picture isn’t quite a simple as it seems. Regulations must be adhered to, not only for safety’s sake but also because in the event of an accident occurring, ignoring them could lead to problems with minibus insurance. So, let’s take a look at what they have to say.

Right, let us begin with the easy part, which says that a maximum of 16 people may be carried in a minibus. Are any of them allowed to be standing passengers? The short answer is ‘yes’ but there are limitations.

If the vehicle has fewer than 13 seats, has part of its gangway that’s less than 1.77 metres high or is a half-decked vehicle, no standing passengers are allowed. Should there be a certificate for the vehicle of initial fitness or conformity from on or after 1st April 1988, it will specify how many passengers may stand. If no such certificate exists, one third - or eight - of the passengers may stand; whichever number is the lesser applies. In a vehicle with fewer than 13 seats and has no part of its gangway is less than 1.77 metres high, three passengers may stand. If, given the same gangway height requirement and 14 seats, two passengers may stand - likewise, 15 seats means just one standing passenger. This may be a touch complex but it is important. Get it wrong and you’re breaking the law - and probably breaking the terms of your minibus insurance policy.

Speaking of offences, you can’t drive, cause or permit a Public Service Vehicle to be driven on the road if the number of seated passengers exceeds the number of available seats. Should there be seats designed to accept more than one adult passenger, each location is considered a single seat.

In the (probably now rare) instances where a minibus isn’t legally required to have seat belts and none are fitted, three children under 14 count as two passengers. For legal purposes, a child is considered to be under 14 until the last day of the August following their 14th birthday. Thereafter, the rules applying to adult passengers come into force.

Finally, there are two minibus use regulations, which must be adhered to for legal and minibus insurance reasons. These are included under construction standards and the first states that wheelchairs must face forward or to the rear of the vehicle. They aren’t allowed to face sideways. Just as sensibly, each seated passenger must have access to two vehicle exits at all times. Blocking access with wheelchairs, luggage and so on is totally out of order. However, it is permissible for one of the two exits to be blocked by a folding seat or wheelchair ramp or tail lift. Though the actual size of the gangway isn’t specified in law, it should be ‘reasonable’. This definition must take into account the number of passengers on board the minibus, and their levels of mobility.

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The emergency services call them RTAs, and road traffic accidents are all too common on the busy roads of the British Isles. However, RTAs are avoidable and not becoming a statistic can be a matter of nothing more complicated than the applying of a little common sense. This is especially important for a minibus driver with up to 16 other lives in his hands.

Us and Them

It’s unfortunate but unarguably true that there are some bad drivers out there. In fact, describing some of them as having fallen out of the idiot tree, hitting every branch on the way down, can be seen as a kindness in some cases. We see drivers (naturally not minibus drivers!) using mobile phones on the move, we see drivers who believe they have magic tyres; others believe they have brakes that can defy the laws of physics.

The essence of dealing with such people is to apply defensive driving techniques in your minibus. You may, for example, be waiting at a junction. A car approaches with its indicator flashing. Will he turn off? He might but he might equally be having a ’senior moment’ and is unaware his indicator is on. Should this be the case, pulling out is a way of finding out the hard way. Wait until you see the car slow and the front wheel start to point into the turn before pulling out.

Got a tailgater? The following driver who is getting too friendly may believe the rule about one car length per 10 mph doesn’t apply but we know different. Dabbing your minibus’s brake pedal to flash your brake lights might work but it’s safer to let the, er, driver, pass at the first opportunity. Beware also of undertakers, which is an appropriate term for those who attempt to overtake you on the left. These creatures of habit tend to lurk on multi-lane junctions. All you need to know is that they are there, which is what your minibus’s nearside mirror is for.

The other protagonist you need to consider is yourself. Minibus drivers are often proud of their safety record, often quite rightly so. That said, there is nothing in the rules that says you cannot make a mistake. Modern minibuses can be deceptively smooth and respectably sprightly. Fair enough but never forget you are in charge of a moving mass that, with passengers, weighs upwards of three and a half tonnes. It probably won’t accelerate like a car and is certainly unlikely to stop as quickly. Crosswinds and the passing of lorries will also affect it.

Inside Story

You’re frequently going to be at the helm of a minibus full of passengers, which is to be expected, giving that passengers are what minibuses do. The snag is that what passengers do can be an RTA waiting to happen.

The friendly passenger is a case in point. You needn’t be rude to the passenger who comes up front for a chat as you drive. Just remind him or her that as a minibus driver, you can’t be distracted. Better yet, make a rule that passengers must remain in their seats while the vehicle is in motion. Better still; remind the passengers that wearing their seatbelts is a legal requirement.

You may have a microphone, attached to a public address system in your minibus. It may be tempting to play the tour guide as you drive along but don’t. The best place for a microphone, when the minibus is moving, is in the off position.

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A minibus isn’t a car and some additional definitions, rules and regulations apply to using one. These questions and answers illustrate some of them.

What Defines a Minibus?

A minibus is a vehicle with 9 to 16 seats, not including the driver’s seat. A vehicle having more than 16 passenger seats is a coach.

Must Minibus Passengers Wear Seatbelts?

Yes, unless the minibus is old enough to not have been fitted with seatbelts. Although the legal requirement varies with factors including the age of the minibus, the number of passengers carried and the type of seats fitted, it is accepted that seatbelts should be fitted and used. Generally, if a minibus has seatbelts, they must be used. In all cases, the minibus driver must wear a seatbelt.

What is the Minibus Speed Limit?

Several speed limits apply to minibuses used in the UK, depending on various factors. On urban and residential roads, the limit is 30 mph. A minibus may travel at up to 50 mph on a single carriageway A road and at 60 mph on a dual carriageway road. The motorway speed limit is 70 mph. Minibuses registered after the 1st of January 2005 must have a speed limiter that allows them to travel at a maximum of 62mph.
A minibus towing a trailer is restricted to 60 mph on motorways and isn’t allowed to use the outside lane for overtaking.

What is a Section 19 Minibus Permit?

Normally, using a minibus for hire or reward means having a PCV (Passenger Carrying Vehicle) licence. However, a Section 19 permit allows organisations like volunteer groups to make a small charge for vehicle operating costs without the need for a PCV licence. Such a permit is valid only in the UK.
Drivers of Section 19 permit minibuses may be volunteers or they may be paid. Those providing a non profit-making bus service may apply for a Section 22 permit, provided the driver is a volunteer and receive no payment.
Where a school or other educational establishment provides a free minibus service to pupils or students, a Section 19 permit isn’t usually required.

What about using a minibus in Europe?

Whether the minibus is used for hire or reward or offers a free service, the following must be carried in Europe.

A waybill or an own account certificate.

A European accident form.

A valid minibus insurance certificate.

A valid registration document.

A GB sticker or EU type number plates with a GB designation. Either of these must be prominently displayed on a permanent basis.

While regulations can vary from country to country in the EU, it is wise, and may be legally necessary to carry the following.

A full set of spare bulbs for the minibus.

A reflective safety jacket or waistcoat, which must be kept in the minibus’s cab.

A reflective warning triangle.

A fire extinguisher.

Certain EU countries require an insurance green card. A green card doesn’t provide insurance cover in its own right but proves that the minimum legal requirement for third party liability insurance is being met in the countries for which a green card is required.

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A section 19 permit for a minibus comes with rules, which must be observed. The following questions and answers illustrate some of these rules.

Who May Drive?

Permit bus drivers must

Be at least 21 years old.

Have passed a Category B (or car) driving test before the 1st of January 1997, therefore gaining automatic entitlement to D1 categorisation, which allows them to drive a minibus with 9 to 16 passenger seats that is not used for hire or reward.

Drivers who passed their test before this date may drive such a minibus of any weight, provided they hold a permit. Category D1 licence holders (non-hire or reward) can renew their licence if they can pass the compulsory medical to meet the necessary health standard.

If a minibus driver with a D1 licence fails to renew their licence at age 70 but retains their category B (or car) licence they may still drive a 9 to 16-seat minibus if they meet the following conditions. The same applies to minibus drivers who passed their car test on or after the 1st of January 1997.

Such drivers must

Have held their Category B licence for no less than two years.

Must receive no payment or benefit other than out-of-pocket expenses.

Drive minibuses of no more than 3.5 tonnes gross weight, unless they are used to carry disabled passengers. In this instance, the gross weight rises to 4.25 tonnes, including the weight of any specialised equipment for disabled passengers.

Be able to pass the medical test mentioned above if they are 70 or older.

May Drivers Receive Payment?

If they hold a full PCV licence, yes. Minibus drivers who don’t may be paid if they have a licence granted before the 1st of January 1997 and have a full Category D1 (not for hire or reward) entitlement.

May Wheelchair Users be Carried?

Yes, provided such passengers are carried safely. See the Department of Transport’s Code of Practice ‘The Safety of Passengers in Wheelchairs on Buses’, which is available from the Department’s Mobility Unit.

May a Permit Vehicle Be Used Abroad?

No, the Section 19 permit is only for UK use.

May a Permit Bus Provide a Local Bus Service?

No, one may only be used for the members of clients of the organisation to which the permit applies.

Do EC Drivers Hours and Tachograph Rules Apply?

Not in the UK, provided the minibus has fewer than 17 passenger seats. Such a minibus would normally have to meet UK domestic driver’s hours rules. However, if it is being used privately or has volunteer drivers, no rules apply.

What Charges Can Apply to Passengers?

Fares or contributions may be accepted provided they cover vehicle running costs, including depreciation and drivers’ wages. However, fares that regularly yield a greater income than the above expenditure negate the operation’s non profit-making status and are not permitted.

What About Minibus Insurance?

Like all motor vehicles used on the road, a vehicle operated under a permit must be covered by an insurance policy which insures against liabilities to third parties (which includes the passengers being carried in the vehicle). This is the minimum requirement.

The minibus insurer must be aware that payment is being received from passengers but that a Section 19 permit applies, exempting the minibus user from PSV Operator Licence requirements.

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Most minibus drivers are justifiably proud of the their driving skills. However, training schemes exist that can not only let drivers hone and subsequently prove their minibus skills but also let them benefit from reduced insurance premiums. In practice, the majority of minibus insurance companies recognise the two training schemes concerned and substantial savings may be made from the lesser premiums offered.

The CTA (Community Transport Association) is the UK’s leading organisation concerned with community and voluntary transport. It administers two driver training schemes that the majority of insurance companies recognise.

Drivers who passed their test before the 1st of January 1997 automatically received a D1 classification, allowing them to drive a minibus. However, those who passed their test on or after this date received a Category B, or car, licence. This restricts their driving of a minibus to an extent because they have to meet the following conditions.

The minibus may not be used for hire or reward.

The driver must be 21 or over.

The driver must have held a Category B licence for over 2 years.

If over 70, the driver must meet Category D1 health standards.

The driver may not be paid for driving the minibus.

The minibus may not weigh over 3.5 tonnes, unless specialised equipment for the carrying of disabled passengers is fitted. In such an instance, the weight limit rises to 4.25 tonnes.

A trailer may not be towed.

The minibus may only be used in the UK.

The CTA’s CommunityDriver scheme provides everything a minibus driver needs to obtain a Category D1 licence, including training by locally based tutors, the use of special learning materials and the arranging of a test at an appropriate time in a location convenient to the pupil.

The second CTA scheme is called MiDAS, which is the acronym of the Minibus Driver Training Scheme. CTA-appointed training agents, who visit organisations to assess and train minibus drivers, run this nationally-recognised scheme. It is also possible for representatives of larger organisations to take the CTA’s Driver Assessor/Trainer Assessment, or DAT for short. Passing this allows a representative to assess and train drivers.

The MiDas test is a separate exercise and is particularly comprehensive. As such, it covers a number of areas including passenger and disability awareness, the use of passenger safety and access equipment, storage equipment, and drivers’ legal requirements. Minibus driving skills to an acceptable standard are tested, and attention is paid to general defensive driving, the driver’s personal safety and, of course, passenger safety. Lastly, roadside inspections and breakdown and accident procedures are examined.

The CTA’s schemes don’t just reduce insurance premiums. A MiDAS certificate is good for the image of the organisation or person possessing one, and passenger comfort and safety are improved. Last but not least, the certificate holder’s confidence increases, with a consequent reduction in stress at the wheel of a minibus.

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What is covered - and not covered - by a minibus insurance policy can be found in the small print. You should always pay attention to this when buying insurance and here, we can look at a typical minibus insurance policy summary. In this context, ‘typical’ doesn’t mean ‘representative’. Insurance policy details can differ significantly but the following represents what you can expect to see. For the sake of simplicity, we’ll call the three types of insurance cover by shortened names. So, ‘Comp’ means comprehensive cover, ‘TPFandT’ means third party, fire and theft cover, and ‘TPO’ refers to third party only cover.

Lets begin by examining what the minibus insurance cover might pay for in the event of a claim. Comp, TPFandT and TPO share coverage of the following in our example. Liability for death or injury to third parties, Liability for damage to other people’s property and legal costs incurred with the insurer’s consent in connection with a claim against the policy are all covered. The same goes for driving abroad, cover being available for most European countries. In our example, the policy booklet would furnish you with the specific details.

Comprehensive minibus insurance is the most costly choice but this is with good reason. In our example, Comp covers loss of or damage to the vehicle, plus replacement locks, accident recovery and an approved repairer network. These three elements are covered in a TPFandT policy, but only if a claim is for loss through fire or theft. A TPO policy would not cover these eventualities. However, Comp covers additions including medical expenses up to 100 pounds per person, personal effects up to 100 pounds, and replacements for a broken windscreen and/or windows.

Now for the options in our typical minibus insurance policy summary. Additional public liability cover in the course of a fare paying journey, AA-provided breakdown assistance, and European breakdown assistance are among the options on offer, as is uninsured loss recovery from the DAS. These options are available with all three types of cover.

Like any insurance policy, our minibus insurance has exclusions and limitations. The first is the ‘excess’, the amount the insured pays towards any claim. This, generally an agreed figure, can vary depending on certain circumstances in a claim. Limitations can be against loss or damage if the ignition keys have been left in the minibus, as well as loss of use, depreciation, wear and tear and so forth. Similarly, ‘inappropriate use’ is frowned upon, and further limitations can apply if the minibus was carrying high category hazardous goods or is used in a hazardous location. Loss or damage associated with acts of terrorism attract comparable limitations.

As is clearly evident, our minibus insurance policy summary is just this, a precis of the insurance cover. The full story lies in the full policy document, which will give you all the details you need. Here, the insurance policy summary has done its work, in describing the key points. However, studying the full extent of the insurance and the limitations that apply to it is good advice. Armed with the information in its fullest form, you can buy minibus insurance with confidence.

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What’s small and highly specialised? The industry that offers conversions of standard minibuses for use by disabled passengers. An increasingly caring society has worked hard to cater for the disabled, wheelchair users included, and this is reflected in the output of this small but dedicated band of expert companies.

Before examining the surprisingly comprehensive range of equipment on offer, let’s look at the recipient - the archetypal minibus. The products of Citroen, Fiat, Ford, Iveco, Mercedes-Benz, Nissan, Peugeot, Vauxhall and Volkswagen have one facet in common. Whether they have a short or long wheelbase, a high top or a sliding side door, they are all flat-floored vans. More to the point, each can be bought as a minibus. With a few additions to the specification, each can become a disabled minibus.

The first aspect that warrants consideration is arguably the most important. Access is a hugely important factor for the disabled user, whether wheelchair-bound or not. For the ambulant disabled person, the simplest addition to a standard minibus could be a foot-operated slide-out step, fitted below the minibus’s side door. The wheelchair user obviously needs more and this is where the range of options begins to broaden.

The simplest addition is a folding ramp, to be used at the rear of the minibus. Such items are usually light in weight for easy handling and lock positively onto anchor points on the vehicle’s floor. Some ramp mechanisms are two-piece and refinements exist to make using them as easy as possible. For example, a load lamp may be specified to illuminate the ramp for loading and unloading a wheelchair-bound passenger after dark. It’s also possible to use a special winch to ease the loading/unloading process. Such a winch is usually electrically powered, by the minibus’s battery.

In some instances, particularly in a long-wheelbase minibus, the seating layout and floor space specification permits the addition of an hydraulic tail lift. Often, a base minibus with air suspension is used. This allows the vehicle itself to be lowered, making access easier still. Tail lift options can include an under floor lifting mechanism, or a sophisticated ‘Power Stow and Deploy’.

The internal layout of a disabled minibus may work on what we might call a mix and match system. Such a conversion uses a proven floor system, such as ‘Innotrax®’. This allows the minibus’s seats to be quickly and easily fixed or demounted. So, for example, a minibus might be set up to carry 15 passengers and five wheelchairs.

One further aspect of a disabled minibus is of immense importance. Being wheeled, a wheelchair must obviously be restrained when the minibus is in motion. This is also catered for by the floor system, which boasts four-point wheelchair securement. An integrated three-point inertia reel seat belt, attached to the same strong points that secure the wheelchair, is used to keep the wheelchair user safe in his or her chair.

As the above begins to show, a disabled minibus can have a specification ranging from the simple, to the highly complicated. The extent of modification specifically for disabled use is dependent on requirements. However, the materials and practices used may be tailored to those requirements, in virtually any popular base minibus.

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Minibuses give flexibility and versatility that public transport providers simply cannot offer. This makes them particularly valuable for use by charitable organisations. Such non profit-making organisations can benefit from the cost savings associated with specialist minibus insurance. Here are the details charities need to know.

The three specific types of minibus insurance have their pros and cons. Third Party Only insurance is the minimum legal requirement. Such insurance covers liability for injury to, or the death of third parties, along with liability for damage to other people’s property, and legal costs related to claims against the policy.

Third Party, Fire and Theft cover comes next in the minibus insurance hierarchy. The benefits of this are fairly obvious. Should the minibus be stolen or be fire damaged, insurance for these eventualities is included.

The third and final type of minibus insurance is Comprehensive cover. This, though it’s the most expensive, is the most popular with charities that use a minibus. Comprehensive minibus insurance may provide replacements for personal effects lost in an accident or through theft. Post-accident medical expenses may be met, and cover against damage to the minibus’s windscreen and windows may be offered. A specialist minibus insurance broker will be able to detail what is covered and can offer a bespoke policy that caters for a customer’s needs.

Often, charity minibus insurance policies carry additional benefits. These can include a provision to pay by instalments rather than in a single lump sum. Post-accident and/or breakdown recovery may be included, as might roadside breakdown assistance, from a known provider capable of dealing with a minibus. A 24-hour helpline, operating from a year-round UK centre that can be called at no charge is a desirable bonus. Also, the option of uninsured loss recovery, including cover for a lawyer, legal costs and vehicle hire costs, is well worth seeking. Again, a specialised minibus insurance provider will be happy to advise you.

Having learned what to expect from a charity minibus insurance provider, it is necessary for you to understand what the provider will expect from you. Apart from meeting the expected driving licence requirements for using a minibus, the charity will need to provide one of two permits. In order to prove to the provider that the minibus to be insured is in fact to be put to charitable and non profit-making use, the charity will have to have a Section 19 or Section 22 permit. Charities whose activities are seen to benefit a community may apply for a Section 19 permit. Under this, minibus drivers may be volunteers or may receive payment, and a small charge for vehicle operating costs may be levied by the charity.

Remaining with charity minibus insurance requirements, a minibus that is used to offer a non profit-making bus service needs a Section 22 permit. For this kind of permit, the driver may not be paid for his or her services; he or she must be a volunteer. Lastly, a minibus operator running a service on a profit-making basis must acquire a PCV/PSV licence.

As can be seen, minibus insurance specific to a charity is slightly different from other kinds of insurance. However, with the aid of a specialised broker, finding such insurance and meeting the permit requirements are easily done.

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