Police, Crime, Sentencing and Courts Bill

Baroness Randerson Excerpts

Lords Hansard - part two & Committee stage
Monday 8th November 2021 Lords Chamber

[Lord Paddick (LD)]

My Lords, very briefly, from my professional experience, there is no safe level of alcohol for a driver. The message should be clear to all drivers that you should not drink and drive. I think that the limit should not be set at zero, because you can still have alcohol in your system the following day and there may be a need for some leeway, but at a level a lot lower than is currently the case. Certainly, the levels that are suggested in this amendment are reasonable. There needs to be a significant reduction in the alcohol limit, but perhaps not set at zero.

The other thing to say—I am sure the Minister will address the Committee on this—is that I am not sure that the second amendment is necessary, as the police are entitled to stop any driver to check their documents. If they then detect alcohol, provided the officer is in uniform, they can administer a breath test. I will leave that for the Minister to confirm.

[Baroness Randerson (LD)]

My Lords, I added my name to Amendment 157. I need to say very little following the speakers today, who have greater expertise than I have—and, of course, the noble Baroness, Lady Hayter, has her own tragic experience to bring to this debate.

I spoke about this issue during Oral Questions last week, and I just want to emphasise a couple of points that I made then. The limit we currently have is 54 years old; the science on which it is based has moved on, and it is outdated. We are not leading the world; we are lagging behind the rest of the world. From Australia to Scotland and the whole of the rest of Europe, we are behind.

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Moved by

[Baroness Randerson]

158: After Clause 76, insert the following new Clause—
“Definition of “exceptional hardship”
In the Road Traffic Offenders Act 1988, after subsection 35(4), insert—
“(4A) In subsection (4)(b) above, the hardship that would be caused by an offender’s disqualification should be regarded as exceptional if and only if it is significantly greater than the hardship that would arise for a large majority of other drivers if the same disqualification were imposed on them.(4B) In assessing whether the hardship arising from the offender’s disqualification would be exceptional, a court may take account of—(a) any circumstances relating to the offender’s economic circumstances or location of residence that would make it exceptionally hard for him to access key services such as grocery shops and postal, banking and healthcare facilities,(b) any hardship that would be incurred by the offender’s family or others who are disabled and who depend on the offender to provide care for them, and(c) any other circumstance which it believes would make the hardship genuinely exceptional.””Member’s explanatory statement
This new Clause provides a definition of “exceptional hardship” for the purpose of RTOA.

[Baroness Randerson (LD)]

My Lords, at various points in the Bill, the Government are seeking to increase penalties and create new offences, but it is fairly pointless increasing penalties on paper if you regularly allow people to avoid them through what has effectively become a legalised loophole. People avoid a driving ban under the totting-up procedure by pleading exceptional hardship. The problem is that this excuse is being used far from exceptionally. I recall, when in court as magistrates, that we would expect such a plea from some solicitors as a matter of routine for all their clients. The reality is that the definition of exceptional is very broad and applied unevenly.

To give an example, in 2015 Christopher Gard killed cyclist Lee Martin. It was the ninth time he had been caught using his mobile phone while driving. Magistrates had repeatedly accepted that a ban would cause exceptional hardship. There is a case on record of a man being allowed to continue to drive because of the “exceptional hardship” it would cause him if he could not walk his dog—he had to drive a mile to the local park to do that.

This amendment provides a definition of “exceptional hardship”. It is exceptional

“only if it is significantly greater than the hardship that would arise … if the same disqualification were imposed”

on the great majority of drivers. To assist, it gives examples of what the court can take into account.

For example, where you live: if you live 10 miles from the nearest shops and healthcare facilities, halfway up a mountain with no bus service nearby, the ability to drive is clearly very important to you—although, of course, if you live with other family members, you would not be likely to face exceptional hardship because they could probably drive you there instead. If you have to drive as part of your job and will presumably lose your job if you cannot drive, then that would be exceptional hardship; although one wonders whether any employer would want such a bad driver. At the moment, with the shortage of drivers, they might put up with it but in normal circumstances, not so. Clearly, if you are disabled, or a carer on whom a disabled person relies for being taken to the shops, to healthcare and so on, then you would experience exceptional hardship if you could no longer drive. The noble Lord, Lord Berkeley, and I are not being hard-hearted; we are, instead, seeking to ensure that the “exceptional hardship” proviso is used as it was intended to be used.

Finally, to give this some context, in 2020 in England, 33,196 drivers were disqualified under the totting-up procedure and 8,764 people are currently driving around with more than 12 points on their licence. Noble Lords will immediately see from those figures that the “exceptional hardship” plea is being accepted in such a high proportion of cases that it cannot be regarded as exceptional. I urge the Government to give consideration to the need to tighten up that definition.

[Lord Berkeley (Lab)]

My Lords, I support this amendment and I shall add just a few words to the noble Baroness’s excellent introduction. I have a friend in Cornwall who is quite famous and about a year ago he was caught driving at about 80 mph in a 50-mph zone. He already had 12 points on his licence, so he pleaded exceptional hardship because he had to visit his ailing mother every day. He was allowed to keep his licence. Two months later, exactly the same thing happened and he made the same plea. As noble Lords will know, you cannot make the same plea twice for the same offence and the magistrates took away his licence, which made him very angry. But he should not have been angry, because there is an easy solution to this: do not do it in the first place.

The noble Baroness gave many examples of exceptional hardship. I could give a lot more, but I am not going to at this time of night. However, there is a solution to this, which is, do not do it in the first place. Stick to the speed limit, do not go through red traffic lights or whatever else people might think about.

This is not a question of hardship. It is a question of not doing it in the first place so that you are not taken to court and maybe convicted. The definition that the noble Baroness has put in this amendment is a very good one. If the Minister does not like it, perhaps he can come back with an alternative before we get to Report, but we need to find a solution to the 83,000 drivers who have escaped driving bans in the past 10 years because, unless they learn to behave, driving is going to get more dangerous. I hope that the Minister will agree at least to look at the text and come back with something else before Report.

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I conclude by saying that having a definition in primary legislation will not only remove the flexibility afforded to the courts but will make it difficult for any changes that might be needed to be made in the future. On that note, I hope the noble Baroness agrees that this matter is best left to judicial discretion, based on the facts of an individual case, and that on those grounds she will withdraw her amendment.

[Baroness Randerson (LD)]

I thank the Minister for her response and also thank noble Lords who have taken part in this short debate. I respond by pointing out that 12 points do not come out of nowhere; they are the result of repeated offences. In other words, drivers who acquire them have been ignoring the signs for a long while, in most cases.

I take issue with the Minister’s characterisation of this as interfering with judicial discretion. The amendment says that it would be exceptional

“only if it is significantly greater than the hardship that would arise for a large majority of other drivers if the same disqualification were imposed on them.”

That is a simple indication of what “exceptional” means. It goes on to talk about the things the court could take into account, including

“economic circumstances or location of residence”

and any hardship to the family, especially to people who are disabled or for whom the offender provides care. Finally, it includes

“any other circumstance which it believes would make the hardship genuinely exceptional.”

That is about the broadest definition I can imagine.

Courts are used to having and following sentencing guidelines. The Minister indicated that to us, in some detail. I urge the Government, despite the Minister’s reaction, to look again at the sentencing guidelines to see what can be done. Of course, this is a probing amendment, but the statistics say it all: for one reason or another, the courts are not applying this in an exceptional manner, and the Government ought to look at why that is the case. I will of course withdraw the amendment.

Amendment 158 withdrawn.

Moved by

[Baroness Randerson]

159: After Clause 76, insert the following new Clause—
“Review of road traffic offences
The Secretary of State must carry out a review of all road traffic offences and penalties.”Member’s explanatory statement
This amendment requires the Secretary of State to carry out a review of all road traffic offences and penalties

[Baroness Randerson (LD)]

My Lords, this amendment simply calls for a review of road traffic offences. It refers back to the debate we had earlier. My amendment is very broad—and deliberately so. Other amendments are much more specific and deal with worthwhile issues, but the haphazard range of amendments laid to the Bill is a result of its broad coverage of topics. The amendments that have been laid are just a snapshot of a wide range of issues that require attention and modernisation. I do not believe that this Bill is the place for any kind of systematic look at road traffic offences; they need their own Bill.

The Government undertook a consultation and review in 2014 with that kind of action in mind, but nothing happened. Of course, that 2014 review is now hopelessly out of date and would have to be undertaken again. I want to run through a few of the issues that are significant today but which were hardly worthy of note in 2014. The first is e-scooters. The Government have dozens of so-called pilot schemes under way, but wherever you live in the UK, e-scooters are visible nowadays. They pose problems and need regulation. The situation has gone way beyond any form of government control. I suggest that the Government will find it difficult to impose regulations now after such a period of a lax approach, but they really have to do something about them. In practice, e-scooters are sold with no attempt to explain to people that they are illegal on public roads and pavements outside the pilot scheme areas.

E-scooters pose a danger. In 2020, 484 casualties were officially recorded as the result of e-scooter accidents. Of those, 384 were the users themselves, one of whom, a 16 year-old boy, was killed. Some 128 of those involved in accidents were seriously injured, including a three year-old girl who received life-changing injuries. Reports this year suggest that at least 11 people have been killed so far, but, of course, that has to be officially recorded.

Another issue that hardly featured in 2014 is smart motorways. I do not want to dwell on the details of those, because last week we had the report from the Transport Select Committee in the other place, but it recommended a halt to smart motorway developments until significant safety improvements had been made and more powers for the ORR to block schemes until safety concerns had been dealt with. Clearly the Highway Code needs amending to deal with smart motorways. Since only 29 miles of smart motorway have been running for five years or more, they clearly did not feature in 2014.

Other issues that need tackling are: autonomous vehicles—road regulations and layouts, driver behaviour and legal responsibility all need tackling as a result of those; the trend towards more 20-mile-an-hour zones, as we discussed earlier today; and the fact that, for environmental reasons, road layouts need to change to encourage more walkers and cyclists. Those are always put together in the same paragraph, but in fact their interests are not identical and can conflict.

Bikes themselves are not what they once were. The welcome increase in the number of people cycling, and more people using bikes to commute, means that cyclists are often in a hurry and there is often a conflict with pedestrians and other road users. Electric bikes, which are certainly a recent innovation, are on occasion ridden much faster than the legal limit of 15.5 miles an hour, because you can tamper with the maximum speed. Cyclists can and do injure and kill, as well of course as very often suffering in accidents themselves. Cyclists who cause accidents can be charged only under the 1861 Act, which I referred to earlier today, with “wanton and furious driving”. The fact that we have to refer to an Act that is more than 150 years old is an indication that there is a need for a proper and comprehensive review of road traffic offences.

For those reasons and a host of others, we need a review, not this Christmas tree of a Bill. This is a probing amendment and I will of course withdraw it in due course. However, my question for the Minister is simple: when can we expect a proper road traffic Bill? When can we look for a proper review to modernise our roads?

[Lord Berkeley (Lab)]

My Lords, I will speak briefly on Amendment 165 in my name and in the names of the noble Baroness, Lady Jones of Moulsecoomb, and the noble Lord, Lord Russell of Liverpool. We are grouped together with Amendment 159 in the name of the noble Baroness, Lady Randerson. I think we are both looking for the same thing, which is a review of road traffic offences, which we discussed a little earlier this evening. It seems that the time has come to put a time limit on this. We suggest two years from the date of the Bill’s enactment.

As I mentioned earlier, this started in 2014. In 2015-16, the Commons Transport Committee reported with an inquiry on road traffic law enforcement, the All-Party Parliamentary Group for Cycling and Walking reported in 2017, with an inquiry on cycling and the justice system, and in 2018 there was a Westminster Hall debate on road justice and the legal framework, which revealed a cross-party consensus on the need for wide-ranging reforms. Many of the amendments we have discussed tonight demonstrate the need for reform but also the very wide range, scope and potential, and to some extent the differing opinions, which is of course quite normal.

In addition to the groups I have mentioned, there needs to be discussion not just with road safety and road user groups but with representatives of the police, the legal professions and local authorities. It is interesting to reflect that, seven years on from 2014, we could have had that debate by now and we could be passing laws that would save lives by taking the most dangerous drivers off the road.

I hope I can persuade Ministers that there is time for such a review now. I suspect we will be told that there are no current plans. However, the amendments which we and other people have tabled to Part 5 indicate that a review is needed. I suggest that it is time to address the awful additional pain and deaths that so many people have suffered as a result of the failure to review and change the law, and I look forward to the Minister’s response.

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[Lord Sharpe of Epsom (Con)]

I thank all noble Lords who have participated in this relatively short debate. As we have heard, Amendments 159 and 165 would require the Government to conduct a full review of road traffic offences. I shall make a number of brief points in response.

First, we do not consider it appropriate to include a requirement in legislation for the Government to undertake a review, especially in the case of Amendment 165 from the noble Lord, Lord Berkeley. The Government are concerned that this amendment sets out, without consultation or regard to practicalities, the terms of reference and timing of such a review. We are also concerned that the amendment does not fully grasp the range and complexity of the review which the Government would be required to undertake. Nor, might I suggest, does it consider who is best placed to conduct such a review—the Government, an independent body such as the Law Commission, or an expert panel.

Secondly, I point out the announcement of a review of driving offences and penalties in May 2014 by the then Secretary of State for Justice. The Government did conduct a review; I hope that goes some way towards answering the question from the noble Lord, Lord Rosser. As part of that internal review, we considered a range of concerns that had been raised by campaigners, victims and parliamentarians. In the debate on an earlier group of amendments, my noble friend Lord Wolfson committed to writing to the noble Baroness, Lady Jones of Moulsecoomb, and some of those concerned participants.

The review focused on the most serious offences that can result in death or serious injury, and the results are what we see now in Clauses 65 and 66 of the Bill. As we have already debated, the Bill includes provisions that will increase the maximum penalty for causing death by dangerous driving from 14 years’ imprisonment to life—again, I refer to the points made by the noble Baroness, Lady Jones of Moulsecoomb. Provisions in the Bill will also increase the maximum penalty for causing death by careless driving while under the influence of drink or drugs from 14 years to life imprisonment and create a new offence of causing serious injury by careless driving. These provisions have been long awaited, and they have widespread support. Those reforms also fit within the existing framework of road traffic offences. They are therefore consistent and proportionate responses and should be allowed to take effect before any further reform is considered.

I take note of the list that the noble Baroness, Lady Randerson, gave of other things she thinks should be considered, but, without going into detail on all of it, I will make just a couple of points. First, I mentioned in the group of amendments on pedicabs that there is a consultation on cycling which began in 2018 and is due to report towards the end of this year or the beginning of next year. I hope that will help to answer some of those questions about the changing nature of cycling. On e-scooters, they are of course illegal unless they are hired and, if the rider is not insured, they can be impounded. I take the points made by the noble Lord, Lord Russell, about enforcement very seriously—these rules are not being enforced, and they perfectly well should be. I also say to the noble Lord that I am extremely jealous of his mother’s red MG—my mother had a Ford Popular, and we used to have to hide on the back seat.

My last point is simply this: while we do not think it is necessary to legislate to require such a review, or to set out its terms of reference in such a restrictive way, the Government are not ruling out a wider review of road traffic offences in the future. As the noble Baroness, Lady Randerson, said, there will be a whole bunch of considerations when we have the advent of technologies such as autonomous vehicles—not just road traffic considerations but things such as who insures them, how you insure them, and whether you are insuring the car, the driver, the software or the hardware. There are a whole variety of different implications. We will, of course, keep the law under review both in terms of specific offences and where it is necessary to reform the structure of the legislation. But having had this opportunity to debate this issue, I invite the noble Baroness, Lady Randerson, to withdraw her amendment.

[Baroness Randerson (LD)]

I thank the Minister for his response and other noble Lords for participating in this short debate. I have to smile a little to myself because the Minister seemed to argue that the amendment would have been more acceptable if it had been more prescriptive and had tied the Government’s hands more. However, I realise that the Government have to find reasons not to accept an amendment.

I take issue with the haphazard approach of the Government’s transport-related clauses in the Bill. They are a series of unrelated issues plucked from dozens that need attention. I understand the problems that the police have in attempting to enforce the rules on e-scooters. E-scooters are sold in most cases with effectively no reference to what is legal and what is not. If a police force in area A has a pilot project and area B immediately next door does not, it puts the police force in area B in the difficult position of enforcing a series of rules about illegality that do not apply immediately next door or down the road. There are so many pilot projects that they have undermined attempts by the police to enforce the law.

Having said that, I hope the Government will bear in mind the need for review on so many fronts, and I will, of course, withdraw the amendment.

Amendment 159 withdrawn.

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[Earl Attlee (Con)]

My Lords, I am grateful to the noble Lord, Lord Berkeley, for moving his amendment. On its own, it would be unacceptable because it would unfairly penalise the driver of the lorry. The Committee will be aware that we are already exceptionally short of HGV drivers; I think the noble Lord touched on that. It would also be unfair to the operator because the incident may have been caused by the misconduct of the driver deviating from the appropriate route. I must tell the Committee that it is not always easy to determine the overall height of a vehicle. Mistakes can be made. The driver can be incorrectly informed of the overall height of the piece that he is carrying.

My amendments to Amendment 169A would require technology to be in place before the new penalties are available. Surely we can have electronic systems put in place to make these incidents entirely avoidable. Such a system would warn the driver, before he or she gets to the point of no return, that the vehicle will not safely pass under a bridge. This would enable the driver to take their vehicle on an alternative, safe route. With the data provisions of my amendment, it would also be possible for manufacturers to provide automatic GPS-facilitated warning systems; however, that system would rely on correctly knowing the overall height of the vehicle, whereas my proposals for static infrastructure would not. I will not weary the Committee at this late hour with further technical details.

I am grateful to the noble Lord, Lord Berkeley, for supporting my amendment to his amendment. He talked about the inconvenience that these incidents cause. He is of course correct. Most incidents involve large van-type vehicles and normally the bridge wins, although careful and time-consuming post-incident technical checks may still be necessary. That is what causes the inconvenience.

I operate a tank transporter on behalf on the REME Museum. The tank weighs 50 tonnes and the loaded transporter is 14 foot high. If the tank hits the railway bridge, the tank wins. If the train arrives shortly thereafter, a serious incident will inevitably arise. The reason why abnormal loads rarely hit railway bridges is that these movements are carefully planned in advance, in conjunction with the various authorities. Generally speaking, unauthorised route variations do not take place. However, heavy engineering equipment is also moved under normal construction and use regulations when it is not particularly heavy or wide. One day, a bridge will get hit hard by one of these loads. It is only a matter of time. An awful tragedy could then follow.

We can avoid this by agreeing to the amended amendment from the noble Lord, Lord Berkeley, or something like it. It may not be perfect but the Minister can attend to that. All we are asking is that he takes the steps to make sure that these incidents cannot take place. We have the technology in place. I appreciate that there is a difficulty in that Network Rail does not have any authority on the roads near the railway bridge, but the Minister will have to take the necessary powers to deal with that problem.

[Baroness Randerson (LD)]

My Lords, I thank the noble Lord, Lord Berkeley, for his introduction and the noble Earl, Lord Attlee. My noble friend Lord Bradshaw added his name to the amendment from the noble Lord, Lord Berkeley, but apologises because he is unable to be here this evening.

It strikes me that it is clearly not in the interests of hauliers or HGV drivers to hit a bridge. It costs a great deal of money all round. It is probably proportionately more damaging for a small haulage company that experiences damage to its vehicle, many hours of lost time and so on than it is for the train operating company. However, I have been on a Great Western train that was held up for some hours as a result of a bridge strike. If you multiply the two or three hours that we sat there by the number of people on the train, the cost of the whole incident becomes considerable.

Why is it is happening so often? Is it because there is not enough training of drivers? If that is the case, I am very concerned because the test for new drivers is becoming simpler and more streamlined, so things are not going to get better there. Is that there is a lack of adequate signage? Is it that the signage is in the wrong place? It has to be well in advance of the bridge because drivers cannot just stop on a sixpence in a large lorry. Is the signage not maintained or inspected? It would be interesting to hear from the Minister the solutions to this problem and how the situation can be improved. Clearly, seven incidents a day are not desirable and really should not be happening in those numbers. There is a particular problem with equipment such as cranes that are loaded on to a flatbed lorry, because the driver may not know the height of this particular lot of equipment.

Noble Lords have suggested lots of solutions. I am interested in the Government’s response.