Minibus Club Article Archive

You can’t drive a motor vehicle without insurance; the law says so. Commonsense says exactly the same thing as, whether you’re driving a motorcycle, car or minibus, having no insurance could leave you paying out for a lifetime in the event of a claim.

A minibus, defined as a vehicle with nine to 16 seats, may be used in any of a number of roles. It could transport fare-paying passengers as a taxi, hotel guests, employees, nursing home residents, schoolchildren, local authority staff or charity workers and their charges. Some of these uses require specialised elements in insurance cover but let’s begin with the basics.

The minimum level of minibus (or any vehicle) insurance cover is Third Party, often contracted to TPO (Third Party Only). This really is the barest minimum insurance cover and if you are considering it as the best, then the words ‘false economy’ spring to mind.

Why? Well, consider this scenario. Your minibus is running perfectly well on the road. You’ve been driving for a while so you pull in for a coffee. While drinking your hard-earned latte, you see your hard-won minibus driving away with a thief at the wheel. Should you be worrying? You should if you have TPO insurance. Your minibus is gone and unless it’s found, you won’t be buying another because you weren’t insured for theft. Could things be worse? Yes, if your minibus is damaged or destroyed by fire, there’s no fire insurance either.

Potential events like these explain the popularity of Third Party, Fire and Theft insurance for minibuses and other vehicles. Is this contracted to TPF&T? Yes, although generally, the cover usually insures your passengers too, as in TPFT&P (Third Party, Fire, Theft and Passenger). These parameters give cover against liability for the death of and/or injury to third parties, as well as against liability for damage to others’ property. The legal costs in connection with claims against your insurance policy are generally covered too.

Minibus insurance, like most things, has a top-of-the-range choice. This is Comprehensive insurance, which covers all the above and more. Damage to the minibus’s windscreen and windows, post-accident medical expenses and the replacement of personal effects lost to fire, theft or accident damage may also be covered. Any good insurance provider will have the details of what is and isn’t insured.

Insurance matters don’t end here, regardless of whether the vehicle in question is a minibus or another kind of vehicle. Tailored extensions can usually be added to your insurance policy, to suit the use to which the vehicle is being put. For example, using a minibus on the Continent may warrant extended cover, while European breakdown cover is usually offered and is well worth buying. In some countries, you may need a Green Card, which proves that your insurance complies with the laws concerning the minimum level of cover. However, this is no longer essential in EU countries, all 31 of them. In those countries where a Green Card is required, it will allow a minibus to be driven there for a maximum of 90 days. Your insurance provider may supply a green card where necessary but if not, will probably be able to arrange for one to be sent to you.

As is often the case, it’s better to have more insurance than you need than to need more insurance than you have. Ensure you have the former, with the aid of your provider - and the small print.

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After an accident happens, you have to fill in a claim form. It’s hardly rocket science, whether your’e claiming on a minibus insurance policy or not, but some people clearly have problems, as the following true quotes show.

Not a minibus, a full-sized one, caused this claimant to make a lame excuse:

‘Going to work at 7am this morning I drove out of my drive straight into a bus. The bus was 5 minutes early.’.

That’s a good starter but how about this,

‘The accident happened because I had one eye on the lorry in front, one eye on the pedestrian and the other on the car behind.’

Cleary, this person’s knowledge of basic anatomy is suspect.

A minibus can need a little more in the way of stopping distance than a car does, but that doesn’t explain this,

‘I started to slow down but the traffic was more stationary than I thought.’

Yes - and I think we can all feel for this poor pooch:

‘I pulled into a lay-by with smoke coming from under the hood. I realised the car was on fire so took my dog and smothered it with a blanket.’

Of course, minibuses have taken people to petting zoos. While we’re in the animal kingdom, we can reflect on accidents involving them:

Q: What warning was given by you? A: Horn. Q: What warning was given by the other party? A: Moo.

This creature sounds a little more intelligent than another cow but the claimant was arguably being unfair:

‘A cow wandered into my car. I was afterwards informed that the cow was half-witted.’

Then again, UK domestic animals aren’t the only culprits,

‘I started to turn and it was at this point I noticed a camel and an elephant tethered at the verge. This distraction caused me to lose concentration and hit a bollard.’

Moreover, God’s creatures needn’t be big to cause difficulties,

‘In an attempt to kill a fly, I drove into a telephone pole.’

Back in the vehicular world, is isn’t just minibuses that suffer breakdown-type problems,

‘On approach to the traffic lights the car in front suddenly broke.’

Did it really? Could be worse,

‘I was on my way to the doctor with rear end trouble when my universal joint gave way causing me to have an accident.’

Ooh Matron! Then there are those pesky vehicles,

‘An invisible car came out of nowhere, struck my car and vanished.’

Plus, the talkative ones,

‘The indirect cause of the accident was a little guy in a small car with a big mouth.’

Still, we can only pity the poor pedestrian,

‘The car in front hit the pedestrian but he got up so I hit him again.’

Or this one,

‘A pedestrian hit me and went under my car.’

Sounds like he got it the wrong way round, unlike this one,

‘The guy was all over the road. I had to swerve a number of times before I hit him.’

Driver’s hours are restricted in a minibus, but not in every vehicle,

‘I had been driving for forty years when I fell asleep at the wheel and had an accident.’

Hmm, long shift. The closing quote, however, comes from a court appearance,

Q: What is your date of birth?
A: July 15th
Q: What year?
A: Every year.

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Minibus insurance companies often move with the times and here, time is the essence of the story. While vehicle insurance is normally taken out over a 12-month period, the relatively recent development of making temporary insurance cover available is attracting customers with particular needs.

At the time of writing, eligibility for short-term minibus insurance cover is restricted. However, its availability to educational establishments and registered charities is proving more than merely opportune. Moreover, it may be the tip of the iceberg, given that such cover may be offered in the future to other organisations.

What, then, are the benefits offered by temporary minibus insurance? The need to not have an unused vehicle insured for road risks is an obvious plus. More to the point, insuring a minibus for a specific journey makes a lot of sense, particularly as periods of cover from just one day to 12 days are being offered. Comprehensive cover, in the form of a standalone policy in an additional driver’s name, is available and up to three additional drivers may be added to the policy. Perhaps most importantly, a policy can be arranged online, with documentation produced immediately. Just as significantly, no claims bonus existing on the holder’s principle annual policy is unaffected.

At this point, a provider whose policies are underwritten by QBE Insurance is offering temporary insurance cover for a minibus. Finding it is just a few mouse clicks away, and the opportunity to arrange and purchase insurance online means that the transaction can be made in less than five minutes.

Given the above restrictions, who might make use of this exciting new facility? In the education sector, it can solve many a problem for private or public schools, nurseries, kindergartens, music schools, technical colleges and universities. The attractive part is that special, short-term minibus insurance cover can be arranged to suit a trip to a specific concert, exhibition, movie or theatre performance. The same might apply for field trips, sporting events, and virtually any occurrence when attendance involves travelling by minibus.

Similar parameters apply to the registered charities sector. A community service, community transport or Dial A Ride minibus could be insured in this way, as could those used by churches and other religious charities, housing associations or welfare organisations. The availability extends to minibuses used by, or to travel to, youth hostels. Boys clubs, Scout groups, cadet groups, youth groups and other youth organisations would benefit too.

The final point is especially relevant in the economic climate we are currently facing. Meetings and events can be cancelled with little notice, as funding permits (or more accurately, does not permit). This means that organisations, whether they are charitable or educational, must be flexible. Their being able to arrange temporary minibus insurance cover quickly, and at short notice, means they can be as flexible as circumstances demand. Add the attraction of competitive pricing for this insurance cover and you have a package which has a great deal to offer, in more than the obvious sense.

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The secondhand minibus market can be as much a gold field as it is a minefield. Bargains exist to be snapped up by the wise, while there are pitfalls that can trap the unwary. Using the following tips will help you make the right choice.

1: Knowledge is power: Those who undertake the buying process with a wide-eyed, innocent approach tend to end up losing. Do your research, on the Internet, in magazines, books, newspapers or any other relevant source. Knowing more than the vendor about the minibus(es) in question puts you at an advantage.

2: Unprofessional body repairs couldn’t be easier to spot. Areas of colour that don’t quite match, ripply panels, badly-fitting doors and the like will be obvious, provided you don’t try to examine a rain-sodden minibus. Minor impact damage can be repaired successfully, by the pros but a poor repair suggests you look elsewhere.

3: What are the tyres like? Yes, they’re round black things but what about their condition. Balding treads can be a good bargaining point, on a minibus or car. Tyres with cracked sidewalls, lumps, bumps and cuts can be an accident waiting to happen. Look carefully for odd tread wear patterns. These could merely show the need for the steering to be re-tracked or they could be indicators of suspension damage.

4: Scrutinise the interior of the minibus. Should it be particularly shabby, the vehicle could have received some shabby treatment. Look especially at the steering wheel, the pedals and the speedometer. If the first two are shiny, the minibus is a high-miler. Damage to the screws around the instruments means the speedo may have been replaced or wound back. Slack windows and door fittings (especially on the driver’s side) are also high-mileage giveaways.

5: Now for a blood test, under the bonnet. The engine’s oil is its lifeblood. Pull out the dipstick and if it’s coated with thick, black, sludgy oil, the minibus’s service history is suspect. The oil, if it’s new-ish, should be clean and golden-brown.
While in the vicinity, take a look under the minibus. Should anything be leaking, the evidence will be there.

6: Ask for the minibus’s V5C, its registration certificate. Check that the VIN (Vehicle Identification Number) on this tallies with the one on the vehicle. You’ll find it on a chassis or body plate. Also, check the MOT certificate(s). The mileage figures should be progressive and believable.

7: Have a realistic test drive. A five-minute ’round the block’ test is no use at all. Drive for long enough for the engine and transmission to become thoroughly warm. Use the minibus as you intend to use it and don’t pussyfoot with the controls. Don’t forget to test all the electrical items, lights included.

8: You may be working for a charity but remember that dealers and vendors aren’t. You can expect to chip away at the price but insulting offers mark you as a timewaster. Remember that a dealer can offer a warranty. In a private purchase, you buy the minibus ‘as seen’. Should the engine explode on the way home, it’s your problem.

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Half a million people can’t be wrong, right? In fact, the Scout Association has more than 500,000 members, making it the UK’s biggest mixed youth movement. Moreover, the UK membership is a microcosm of what’s happening worldwide. Internationally, over 28 million youngsters across 216 countries enjoy the benefits of scouting. All of them have one thing in common: scout trips often rely on minibuses and good minibus insurance is required.

What is good minibus insurance, particularly for scout groups? Equally, where can you get such minibus insurance? The answers to these questions are simple enough but there’s an important point to bear in mind: not all minibus insurance is necessarily ‘good’.

The first requirement is legal insurance for the scout group’s minibus(es). Third-party insurance is the minimum legal requirement and it covers damage to the persons and property of third parties; some legal costs cover is usually included. This is, however, the most restricted type of insurance cover. A good insurer will generally recommend a more highly specified level of cover; adding fire and theft insurance or choosing the full comprehensive minibus insurance are worthwhile upgrades to think about.

It is obvious to seek minibus insurance from a good minibus insurance broker, but what makes such a broker ‘good’. In today’s highly competitive marketplace, insurance quotes must be attractively priced and the level of service must be high. Comparing insurance on price alone is a common, though hardly far sighted practice. As we’re talking ‘good’, it makes sense to look in some detail at the services provided in, or with, the insurance policy being considered.

What does this mean? To explain, we can look at the provisions made by a good minibus insurance concern. They include the following.

* AA-provided accident recovery.
* UK-based administration and call centres.
* Optional breakdown and recovery assistance, including AA ‘Homestart’.
* A freephone helpline that operates 24 hours daily, 365 days a year.
* Optional uninsured loss recovery, with cover for an appointed lawyer, up to £1m legal costs, and vehicle hire costs if part of the claim is agreed.
* The ability to pay in instalments.
* Swift turnaround of documentation.

It is quite clear that, with a minibus insurance policy, or with any kind of insurance policy for that matter, there are a number of boxes to be ticked. As is usually the case, there is a wealth of information to be found in the small print. Striking the correct balance between provisions, restrictions and price is merely a matter of undertaking assiduous research.

In the final analysis, finding the right insurance broker is an excellent stepping-stone towards choosing the right minibus insurance policy. In this instance, ‘right’ refers to the policy that covers not just most of the scout group’s needs but all of them. Setting aside the time to research the insurance cover you need is worthwhile, as it becomes time well spent. Here, the Scout Group’s motto, ‘Be Prepared’, couldn’t apply more!

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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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If you’d like to save money on your minibus insurance, look no further than The Minibus Club. Request a FREE quote now by calling our hotline on 0845 609 0323 or visit our website at www.minibusclub.co.uk.