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Ian Lavery
I fully understand what the hon. Gentleman says, and other coalition Members have made similar remarks. It has been suggested that the Law Commission report should be looked at. There has not been any consultation about input into that, and it has not yet been published. People have not yet had the opportunity for input, as the hon. Gentleman was perhaps suggesting they should.
The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)
It is simply wrong to say that there has been no consultation on the Law Commission report or that no contributions have been given to the Law Commission. More than 3,000 contributions and submissions have been made to it about the likely report.
Ian Lavery
I fear the Minister picked up the wrong thing from what I was saying. I am complaining entirely about the fact that such contentious measures as clauses 8, 9 and 10, which should have had the full consultation period of 12 weeks, as outlined by the Cabinet Office, have been given only 10 days or so. Whether I put it over wrong or whatever, that is the point I wanted to make. There has been very little consultation about a contentious measure. It might be helpful if the Minister mentioned, when he has the opportunity, whether he believes the clauses are contentious. From what I have read, I think that the Government are saying they are non-contentious, and that would be alarming to say the least.
From the Opposition’s point of view, the clauses are deregulation gone mad. They are ideological—an attack on ordinary people and a blinkered pursuit of deregulation at all costs. They risk damaging the taxi and PHV industry, and threaten public choice and safety. Someone mentioned the red tape challenge, but I would rather talk about the challenge of bloodied red bandages. That is how I look at things—with regard to health and safety. The key test that any reform to private hire vehicle regulation should pass is whether it will improve passenger safety. If the clauses do not pass that test, they should be withdrawn.
As hon. Members on both sides of the House have agreed, it would be sensible to have full and proper consultation about all and any changes. I simply ask the Minister to withdraw the three amendments, to have full and proper consultation, to listen to the trade unions—the RMT, Unite, GMB and all other unions—and to listen to the people in the trade who operate licences. He would then be in a better position to say where the law needs to be altered.
The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)
It is a pleasure to serve under your chairmanship, Mr Chope. Like everybody else, I congratulate the hon. Member for Easington (Grahame M. Morris) on securing the debate on the proposed reforms to taxi and private hire vehicle regulation that we have been discussing. A number of contributions have stressed continuing themes: first, the lack of consultation; secondly, concerns over safety; and thirdly, concerns about the proposals being piecemeal.
I hope to address all those points in my speech, but let me start by saying that important issues were also raised about accessibility and, from the hon. Member for Wigan (Lisa Nandy), who is no longer here, about guide dogs. Let me put on record right at the beginning that nothing in the measures impacts on accessibility in any way. If anything, there are real opportunities to improve accessibility. Let me make it absolutely clear that there are no plans to change any relevant legislation with regard to guide dogs. The Government are considering commencement options for section 165 of the Equality Act 2010 that will set out in greater detail the requirements of drivers when assisting wheelchair users. I also point out that a lot has been made of subcontracting and of potential restrictions. Of course, subcontracting would allow private hire vehicle operators who do not have wheelchair access vehicles to subcontract to private hire vehicle operators who do.
Grahame M. Morris
On that specific point—the assurances the Minister gave that nothing would be changed in relation to disabled access—one criticism I have received representations about is that the amendments, hastily drafted as they are, have not addressed case law where some of those things could have been looked at. It would obviously be more opportune to look at the issue in the round with the Law Commission report, but is it not a bad thing not to address previous case law, particularly in relation to discrimination against disabled people and access?
Stephen Hammond
As I have set out, we are looking at commencement orders that will set out some details and obligations more carefully.
There has been a huge amount of talk this afternoon about the trade, which many of us rely on heavily on for our everyday lives. The sector is also made up of thousands of small businesses; indeed, the single owner-driver is a typical feature of the industry. As the hon. Member for Wansbeck (Ian Lavery) said, these businesspeople are experts who often go the extra mile. That was something I certainly agreed with him on, although I suspect that the hon. Gentleman and I did not agree thereafter.
The hon. Member for Birmingham, Northfield (Richard Burden) made the point that it has been clear for some time that the law covering this transport mode is both archaic and complex. In many ways, it has not kept up with a number of other pieces of transport law and more importantly, it has placed a number of unnecessary burdens on small businesses. That is why the Government asked the Law Commission to carry out a comprehensive review of the law. As has rightly been pointed out, it will present its report—it will not be presenting a Bill; it will be presenting a report in the next few weeks—and at that stage, as with all reviews and reports, the Government will review the whole of those detailed findings and recommendations.
We gave the Law Commission a simple instruction, which was that it should carry out a review with a clear objective to deregulate as far as possible, and after careful consideration, should the Government decide to take forward legislation arising from the review, we will do so in a way that removes burdens and ensures that safety is still paramount. The publication of the Law Commission’s report has been delayed by several months, so there was no chance to have a dedicated Bill in the final Session in order potentially to introduce some of the wider reforms that the Law Commission will shortly recommend.
Julie Hilling
I wonder what the point of the Law Commission report is if the clauses are put in the Deregulation Bill. What if they are contradictory and what happens to the rest of the Law Commission’s work? I would be grateful if the Minister could explain to us what will happen with the Law Commission report if it comes up with some really positive suggestions.
Stephen Hammond
I expect the Law Commission to come up with a lot of positive suggestions and a lot of recommendations on removing some of the more archaic aspects of the existing legislation. I do not expect any of what is being proposed to contradict in any way that report. We have had to weigh up the case for finding a suitable opportunity to look at pragmatic changes in the immediacy rather than looking at the possibility of waiting until everything is reviewed. The Government have chosen to operate and act pragmatically, and to introduce limited measures at this point, because it is clear that the care we are taking to introduce the amendments will make life easier for small businesses and allow them to remove some restrictions that are completely unnecessary. That opportunity has been presented by the Deregulation Bill. It allows us to make immediate progress to assist both taxi and private hire businesses.
Mark Field
My hon. Friend the Minister is absolutely right. This issue is a frustration for us all. As I mentioned in my earlier intervention, I would like pedicabs to be brought within the scope of regulation and the Law Commission is quite keen that they be regulated. But clearly, once the Law Commission reports, it will take some time before a Bill gets on to the statute books. I say to all Opposition Members that it surely makes sense that elements of deregulation that apply to all small businesses, whether in the private hire vehicle industry or elsewhere, should become apparent sooner rather than later, given that it will probably be, I fear, the next Parliament before we can get the fruit of the Law Commission’s work into a Bill that, I hope, all of us will be able to support in Parliament going forward.
Stephen Hammond
I thank my hon. Friend for that intervention. He is absolutely right. The measures that we are introducing via the Deregulation Bill will apply in England outside London and Wales. They represent the first part of a longer journey towards a deregulated trade. As I said, my hon. Friend is right. I remember in the last Parliament arguing in this very Chamber that pedicabs should be regulated and the member of the Government saying that they should not be. Perhaps there has been a change of view on regulation. I see this as the first part of a journey that my hon. Friend is right to say is likely to take longer than the lifetime of this Parliament, because of the necessary review of the Law Commission report. Let me just state this on the record. I do expect there to be more comprehensive reforms. We have asked the Law Commission to undertake extensive consultation, and it has done that. I referred earlier to the more than 3,000 responses that there have been already. It is worth stating on the record that each of the measures that we propose we have already discussed in detail with the Law Commission.
Richard Burden
If I am reading the Minister correctly, he is saying, “Why hang around if there are simple things you can do now?” In that case, may I put to him one of the proposed changes, which is removal of the requirement for annual licensing? We know—we heard this from my hon. Friend the Member for Bolton West (Julie Hilling)—that a number of drivers do not always do what they should do, which is to report criminal convictions, bans and so on. The Institute of Licensing has said that if we move away from annual licensing and the licence period is
“extended to 3 years…a great many unsuitable and potentially dangerous persons would remain licensed for longer.”
That surely is not something simple and uncontentious. It requires rather more scrutiny than the Government are giving us today.
Stephen Hammond
The whole issue about people who choose to put their licence at risk is about enforcement. I will come on to that direct point in a moment, but I want to set out exactly what these three measures are designed to do. We want to work with private hire operators to help businesses to flourish and grow; we want to make life easier for passengers; and we certainly want to ensure that safety is at the forefront of all that is being done. Private hire operators have said that the existing restriction on sub-contracting such that people can subcontract only to operators based in the same district is frustrating for many of them and artificial. It means that often they have to tell passengers that they cannot take their booking.
Allowing private hire operators to subcontract to operators licensed in a different district is a simple change. It will have a huge impact on the ability of operators to meet passenger needs and to grow their businesses, and it should help to make the passenger’s experience much more convenient. In short, it is a liberating measure. It will allow the private hire trade to operate in the way that it sees fit, not just in the way that the current legislation dictates.
There has been some talk about accountability. It is absolutely clear that there is no compromise to the liability in respect of passengers. The Bill makes it absolutely clear that the onus is on the original operator, who accepts the booking and subsequently passes it on, to retain liability for the satisfactory completion of that journey. It is also clear there is a duty on the operator who takes the booking to keep a full record and to report the full record of that journey.
The second measure proposed in the amendments to the Deregulation Bill will save the private hire trade many thousands of pounds. At the moment, private hire vehicles can only ever be driven by a licensed private hire driver. That creates a substantial burden for the trade, as in many cases people have to buy a second car for family members to drive. That is an unacceptable restriction, particularly in the current economic climate. It came about only because of an unexpected interpretation of the law in a legal judgment back in 1997. At a stroke, that meant that thousands of families had to buy a second car in order to remain within the law. That is a burden too far and one that is ideal for reform using the Deregulation Bill. Therefore, we propose to change the law so that any person with the appropriate driver’s licence and insurance can drive a private hire vehicle when it is off-duty—when it is not in use in connection with a hiring for the purpose of carrying a passenger and not immediately available to an operator to carry out a booking. In that way, private hire vehicle owners and their families stand to make substantial savings.
There is a precedent for the change that we are introducing The judgment was made in 1997. Parliament took account of that judgment when framing the much newer legislation governing private hire vehicles in London. The Private Hire Vehicles (London) Act 1998 allows a person who does not hold a private hire driver’s licence to drive a licensed private hire vehicle while it is off duty.
Quite rightly, some concerns have been expressed about safety and the effective enforcement of the measure. That is why in the clause that introduces it, we introduce a reverse burden of proof. If a driver without a private hire vehicle driver’s licence is caught driving a private hire vehicle with a passenger, the clause puts the onus on that person to show that the vehicle was not being used as a hire vehicle at the time when it was being driven. That reverse burden of proof will make things substantially easier for enforcement officers and overcome a number of the concerns about enforcement that are being raised. Of course, in most cases, it will be abundantly clear in a matter of seconds that the passenger is in the vehicle as part of the general domestic use. It will also become apparent very quickly if the driver’s sole reason for being in the vehicle is to undertake private hire work. It seems absolutely reasonable to put the burden of proof on the driver to show that they are not driving for private hire purposes. That reverse burden of proof is significant and it enhances the enforcement powers. If people consider it carefully, they will see that that safeguard goes a long way towards meeting the concerns about safety and enforcement.
The third measure relates to taxi and private hire vehicle driver and operator licence durations. Again, there has been much talk about cost, but there are also savings. This measure will save about £9 million for the trade, as well as a great deal of administrative hassle. At present, the law allows local authorities to grant taxi and private hire vehicle driver’s licences for a maximum of three years. However, far too many authorities are opting for shorter periods. Therefore, three years will be the standard duration for all taxi and private hire vehicle drivers. That seems to me to be a perfectly sensible standard to move to.
I appreciate that some concerns have been expressed about adverse safety implications from allowing drivers to have a licence for three years. The safety of the general public is of course paramount. The licensing system, though, should be proportionate. It should recognise that where there is a requirement, there is also a cost. It is a question of striking a balance. As the hon. Member for Wansbeck said, 99.9% of drivers are safe and responsible. The licensing of those drivers should be proportionate.
I hope that in the few minutes available to me I have been able to demonstrate that the Government have considered the measures carefully. They are pragmatic amendments to the Deregulation Bill. They will allow substantial scrutiny in Committee and will reduce the burdens on the taxi and private hire trade. They are effective and safe steps along the longer deregulatory journey.