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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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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Minibus insurance, like any other vehicle insurance, generally isn’t amusing. However, some insurance claims can’t help but raise a titter, like these did.

1: Weather Eye

This winter’s appalling weather prompted a driver to call a taxi (it may have been a minibus), for safety’s sake. When the taxi arrived, it skidded into his car. Oops!

2: A Sense of Duty

How about the car that made a citizen’s arrest? Thieves reckoned a Land Rover was the ideal car to steal for ram raiding. They aimed their ill-gotten transport at the doors of a jeweller’s shop. The trusty Land Rover hit the roller shutter door, climbed it, and fell on its tail. As the vehicle had wedged itself tightly in the doorway, the thieves couldn’t open the doors. When the police arrived in their marked minibus, they freed them - and then arrested them.

3: Woolly Jumper

A driver and his passenger got a shock when driving home from the pub. Something hit their car’s roof with a huge bang, denting it enough to hit the occupant’s heads. The car was braking hard and something slid down off the roof, landed on the bonnet, jumped off and ran away. It was a sheep, which had taken a leap of faith from a transporter lorry that had been involved in a collision with a minibus.

4: Dogged Driving

One man and his dog went to - the local shop for a paper. The man came back, newspaper in hand, to find the minibus - and the dog - were nowhere in sight. When asked, a passer-by said he’d just seen the minibus, being driven by a large dog. Which proves that if you leave a dog untended in a vehicle, it’s lead can become entangled with the handbrake - and release it. Fortunately, a parked car stopped the minibus before its canine commander had gone too far.

5: Nutkin Ventured

What is more enjoyable than a nice drive in an open car, through the sunlit woods? Usually nothing is but here, the car’s lady driver got a surprise visit. A careless squirrel fell out of a tree into her lap. The startled driver was so taken aback by this and the squirrel’s frantic escape attempts that she drove into a tree. A breakdown patrol minibus took the crestfallen lady home; the squirrel was last seen scrambling rapidly up the tree.

6: Rising Damp

The nice part of camper van ownership is that you can pull up and take a snooze in the back whenever you like. One Volkswagen Minibus owner did just this but made the mistake of parking on a beach. He woke to the sound of someone’s hammering on the window; he survived but the rising tide claimed his pride and joy. VW went down - happily without all hands.

7: One into Two Won’t Go

Two non minibus-driving motorists wanted the same parking space and they both went for it at once. In doing this, they got themselves firmly wedged against neighbouring parked cars and a minibus. Neither motorist could move and neither could open a door, they were stuck fast. The assembled bystanders found it hugely entertaining!

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‘Not rain, nor sleet, nor snow nor hail will keep this messenger from his appointed rounds.’ This motto served the Pony Express over its 19-month life on its 1,966-mile route from April 1860. To a great extent, none of these circumstances, in moderation at least, will keep a minibus from reaching its destination. However, there are conditions that can and will stop a minibus. In practical terms, it makes sense to know the difference between what is comfortably possible and what is dangerously optimistic. Applying this knowledge astutely makes even more sense. Here are some tips for fulfilling your appointed rounds.

1. Plan your minibus journey carefully. Even when a tachograph is neither legally required nor necessary, you, your minibus and your passengers have limits. How far can you, it or they travel in a given time? There’s a distinction between being hopeful and being overconfident.

2. Have your minibus serviced. Regular, expert servicing can make the difference between arriving unfazed and a trip home on a low loader. This is especially important when a long trip is planned. Don’t be tempted to skimp or make do.

3. Check your tyres. They need to be at the right pressure and in good shape. Tyres work hard and if they aren’t fit for the task, they’ll probably fail.

4. Keep the fuel level up. This is especially important when travelling late at night, overnight and/or on the Continent. Diesel fuel is readily available at reasonable hours but a minibus is a heavy vehicle to push! You could always carry a can of fuel as a backup but take care if your minibus is petrol powered.

5. Join a recovery service. Membership of the AA, RAC or Green Flag is good insurance if all else fails. Make sure that the concern involved knows you have a minibus, or they may not be able to get you home in dire circumstances.

6. Take appropriate items along on every trip. A torch, mobile phone, reflective jacket, warning triangle and your driving licence can keep you on the road. If driving in poor, winter conditions, take appropriate clothing, footwear, some chocolate and a flask full of tea or coffee.

7. Remember that in the worst conditions, your minibus can be stopped in its tracks. The vehicle’s sheer weight may provide a little more grip than a car enjoys. However, deep snow and icy roads can strand you all too easily. Diesel engines, especially those with an intercooler usually have a low-mounted air intake. Deep floodwater can be inhaled by the engine, which will immediately be wrecked.

8. Make sure you have the appropriate minibus insurance, of the kind that applies to your use of the vehicle. Having the wrong insurance may not stop you physically but can have serious repercussions, especially following an accident or even a police spot check.

9. Keep this significant point in mind. Whether providing a service for a fee or on a voluntary basis, it is you as the driver, who are responsible for your passengers. Make sure you know about any special needs they may have and keep safety as your watchword at all times.

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Buying a used minibus can make a lot of sense. Buying unwisely can cause a great deal of hassle but here are some tips to help you make an ideal purchase.

Buying a used minibus is much like buying any used vehicle and the following tips apply in every instance.

1. In buying from a dealer, you pay more but you benefit from warranty protection, Dealers must also provide an HPI check; if buying privately, arrange your own check. This will reveal any previous insurance claims, outstanding hire purchase or the vehicle’s having been stolen or written off.

2. A minibus with a service history is always a better buy. Look for a dealer’s service record, or one from a reputable servicing firm at least.

3. If the vehicle has had MOT tests, examine its previous certificates and check that the mileages tally.

4. Examine the minibus’s bodywork carefully. Impact damage will be evident especially at the vehicle’s extremities. Look for ill-fitting panels, welded repairs and mismatched areas of paint.

5. Scrutinise the tyres. Strange wear patterns suggest suspension damage, while cracked sidewalls show that the tyres are ageing. Look for lumps and/or cuts in the tyre carcasses and remember that three millimetres of tread or less spells imminent replacement.

6. Look under the bonnet. Some dirt is acceptable but if the engine has rust, coolant stains and thick black oil in the sump, the service record is probably an on-paper fantasy.

7. Find the minibus’s VIN plate and check that the number tallies with that in the documentation.

8. Look carefully at the driver’s seat and controls. Shiny pedals, wear on the steering wheel, a worn driver’s seat and sloppy door furniture suggests that the mileage is astronomically high. Be rightly suspicious if the seat, carpet, pedal rubbers and speedometer appear unduly immaculate!

9. Remember to budget for insurance costs, running costs and the cost of any necessary repairs.

10. Check that older models comply with current safety and seatbelt regulations.

11. If a wheelchair lift is fitted, ensure it meets BS1609, has a safe working load of 300kg and meets Lifting Operations and Lifting Equipment Regulations (1998).

12. Never buy a minibus without a rigorous test drive. This should be over a distance that lets the engine and transmission warm thoroughly. Include traffic driving and a spell on a motorway, or at least on a dual carriageway. Ensure that the minibus performs as expected, with no untoward noises or emissions (check for the latter in the rear view mirror, especially when accelerating). Remember to try the brakes, clutch, gearbox and steering in a realistic manner.

Above all, be aware of this. You may be examining a minibus made by Ford, Fiat, Mercedes Benz, LDV or whoever. The secret of buying a used minibus, especially from a private seller (against whom you have very little comeback) is quite simple. Remember that you aren’t looking at the only Fiat, Ford, etc, minibus in the country – there are many others. This means that if you are in any doubt at all, you can vote with your feet by walking away.

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Here’s a question: if a minibus is just like a car, why am I reading about driving one in the UK? Good question but the answer might surprise you. Yes, a minibus is like a car in that it has four wheels and the expected controls, lights and so forth. However, there are elements of using a minibus in the UK that differ from those applying to driving a car. This is especially important, as will become clear, when passengers are being carried, although the requirements are sensible enough to be met permanently.

The first piece of advice is a simple one: carry a fire extinguisher and a first aid kit. The reasons for doing his are obvious but the principle can be extended. A good torch, a warning triangle and a reflective waistcoat or jacket take up very little room and could be life-savers in certain circumstances; carry these items too.

Next on the list are practices concerning the use of a minibus’s onboard equipment. Switching on the sidelights when parking by the roadside after dark is a fairly obvious move, as is the use of the vehicle’s hazard warnings lights as and when necessary. However, there are less evident tips. For example, using the minibus’s hooter between 2300 and 0700 is frowned upon but don’t forget that doors and diesel engines are noisy too. When passengers are alighting in residential areas late at night, don’t keep the engine ticking over for minutes and take over the responsibility of opening and closing doors yourself. If in any doubt about why, imagine it is you who are nodding off to sleep behind those curtained bedroom windows!

Now for the dynamic aspect of minibus driving. Unless you’ve had access to Count Zobrowski’s original Chitty Chitty Bang Bang (raced at Brooklands in 1921, with a 23-litre, 6-cylinder engine), you’ll find a minibus feels very big and heavy at first. All you need to remember is that a minibus doesn’t accelerate or stop as quickly as a car can, isn’t designed to take corners fast and takes up more road space.

Next, speed limits. These can best be understood by consulting the following list.

Urban and residential areas: 30mph
A-class (single carriageway) roads: 50mph
Dual carriageways: 60mph
Motorways: 70mph
Motorways while towing a trailer: 60mph; you cannot use the fast lane while towing

What some minibus drivers forget, particularly when passengers are carried, is the matter of responsibility. As the driver, you are responsible for the comfort and safety of your passengers, and there are some simple tips to help you with this.

Thinks of the situation in terms of ‘pre-flight checks’ before setting off -

Are your route and stops planned out?
Are the windows and windscreen clean?
Have you enough fuel on board?
Are the tyres and lights all fine?
Are all the passengers seated?
Are they wearing their seatbelts?
Are all the doors closed?

When actually on the road, you need to keep a weather eye on how you drive. This may seem self-evident but many drivers tend to think in terms of themselves only. Harsh acceleration and braking, overenthusiastic cornering and excessive speed can do more than merely make passengers uncomfortable; it might make them sick!

Driving a minibus is easy but requires a little forethought. Attend to the above and you’ll find it makes the going that much easier.

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Driving a minibus in foul weather conditions is sometimes unavoidable. This is especially so should winter weather close in unexpectedly mid-journey. Given that, in all but the most extreme conditions, a minibus will cope and deliver its passengers in perfect safety, a few winter driving tips are appropriate. Applying them, together with a little common sense, will see even unseasoned travellers reaching their destination.

The first aspects of winter driving concern the minibus itself. In addition to the usual checks, it makes sense to ensure that the vehicle has suitable, non-freezing fluid in its screen wash bottle. Acquire a scraper, and some cloths, or a chamois leather, to deal with snowbound or iced up windows. Carry a can of de-icer (just in case) and keep a good torch and a reflective waistcoat or jacket, in the cab.

In essence, the problems of winter driving share two common denominators, visibility and grip. More accurately, it is the relative lack of these that causes problems and we can deal with each in turn.

Loss of visibility in winter can be due to several conditions. Rain-streaked glass means that you won’t be able to see as well out of a minibus at any time of year. Add a measure of road grime, snow or ice and the problem is made more serious. While using windscreen washers and wipers is obvious, it’s wise to clear any such debris off the glass before even considering driving. The same goes for the inside of the windows. Cold, wet conditions spell condensation especially with a full passenger count. While it may be tempting to let the minibus’s demister and heated rear screen do the job, it’s better to clear all glass before setting off. The same goes for the external lights’ lenses – grime accumulates quickly and makes a significant difference to the light output.

While on the road, it is crucial to drive within the limits of vision. This works on a simple basis: if you can’t see it, you won’t be able to avoid it. So tailor your speed to suit the conditions, especially in fog. Also remember that fog droplets build up on a windscreen so leave your wipers to run on their intermittent setting, or use flick-wipe periodically. The natural tendency to drive too closely in fog can be overcome with that old standby, the two-second rule. It’s better to apply a three or four-second rule, depending on your speed but remember that the vehicle you’re following is punching a hole through the fog for you. Don’t get too close.

A similar rule applies as regards lack of grip. Modern tyres are excellent but, without studs or chains, a tyre loses varying amounts of grip on snow or ice. As above, the solution is to drive within the limits of the available grip. Remember that black ice can lurk in areas yet to receive winter sunlight. Black ice at night can be still more dangerous. A road surface sparkling in the headlights is a good clue and it’s significant that tyres on ice make no sound. If the wet road swishing or tyre rumble fades away, lift off the accelerator and slow down.

Above all, drive with finesse; clumsy control inputs cause skids. Drive within the lower limits imposed by the conditions and you’ll arrive safely. Ignore the above advice and you may not arrive at all.

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A minibus MOT test is just like a car test, right? Wrong, actually. In fact, though the test procedures are much the same, a minibus MOT is a Class V test, not a Class IV ‘car’ test. In addition, there is a specialised test for a minibus with newly-fitted seatbelts. However, the main difference between a car MOT and a minibus MOT is one of scale. A testing station offering Class V testing must have the equipment to cope with larger vehicles.

Like a car MOT test, a minibus test starts with an examination of the below decks hardware. The tyres, braking system, steering, suspension and exhaust are scrutinised, to ensure they meet with the minimum standards concerned. This exercise includes spotting the effects of corrosion and damage as well as of simple wear and tear. Special attention is paid to the fuel system, to find any evidence of leakage, which could pose a fire risk. The minibus’s exterior bodywork and its underside are checked for corrosion and evidence of significant damage.

The MOT tester, working to a strict code of practice, then examines the minibus’s lighting system. This examination involves ensuring that the lights are properly fixed and functional, and in the required condition. The driver’s view of the road must be uninterrupted, the mirrors must be present and correct and the vehicle’s registration plates and VIN number must be present and up to scratch. More dynamic tests follow, including measurement of the minibus’s exhaust emissions, the performance of the service brake system and of the parking brake.

Inside, the minibus’s controls and instruments are checked over, as are its seats and the mountings, condition, operation and position of all seat belts. The horn must work.
Unlike a car, whose first MOT test isn’t necessary until it’s three years old, a minibus must have its first MOT test at one year old, then yearly thereafter. Currently, a Class V MOT test, for private passenger vehicles and ambulances - 13-16 passenger seats, costs 58.65. The exception, a Class Va test, is for minibuses newly fitted with seat belts. This is a one-off test, provided no further seatbelts are installed, and costs 79.30.

The vast majority of minibuses need a Class V MOT test, though there are two exceptions. Class IV is for minibuses with up to 12 passenger seats (excluding the driver) and such a test may be carried out at any appointed garage. A Class VI test is for a Public Service Vehicle (PSV); it has a different certificate and is always carried out at a government testing station. While no permit minibus requires a Class VI test you may elect to have for a one voluntarily if you received a Certificate of Initial Fitness with your new vehicle.

So, a minibus MOT test is very like a car MOT test in the practical sense but there are subtle differences. Modern MOT testing stations are equipped to deal with the newer additions, such as ABS and power steering. However, one aspect doesn’t change. It’s worth checking the obvious before submitting your minibus for an MOT test. Nobody would argue about risking a test fail for an item like a worn tyre or a blown bulb.

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