Green Belt (Protection) Bill

Debate between Christopher Chope and Matt Warman

2nd reading: House of Commons
Friday 15th March 2019 Commons Chamber

[Sir Christopher Chope]

Absolutely, and that is inherent in what I am trying to establish, which is a national register of green-belt land and national responsibility for its protection and maintenance, rather than putting pressure on local authorities to erode the green belt at a local level. The Government are intent on forcing local authorities to bring forward land for development and effectively allowing developers a free-for-all.

To illustrate my concern, let me give some data from Christchurch, which in 2014 had 3,480 hectares of green-belt land. Since then, 210 hectares have been removed—a 7% loss in four years. Since 2014, 160 hectares have been lost in East Dorset District Council, which is partly in my constituency, principally in and around the West Parley and Longham communities. As we speak, local councils are openly inviting bids from owners of green-belt land to offer it up for de-designation and consequent development, meaning that all green-belt land is now vulnerable to losing its protected status. That point was made strongly to me at a meeting last month with Longham residents association. People there who bought houses in the expectation that they would be protected by being in the green belt now find that they no longer have the assurance of that protected designation.

Clause 1 of the Bill is designed to require even greater transparency about the loss of green-belt land. The Campaign to Protect Rural England has been doing a great job, but a national public register of all green-belt land in England, and all land removed from or added to the green belt, would increase that transparency. Clause 2 seeks to remove the incentives for local authorities to de-designate green-belt land, as it would allow that only if alternative land of the same or greater area was added at the same time. The replacement land would need to abut land that is already developed, or that has above average density of housing. Thereby, the new green-belt land would increase that amenity for those living adjacent to it. Most importantly, the Bill would restrict the density of development on former green-belt land. That would be a disincentive to developers to develop green-belt land rather than brownfield land.

[Matt Warman (Boston and Skegness) (Con)]

Will my hon. Friend give way?

[Sir Christopher Chope]

I do not have time to take interventions. As I said, this issue is important for the people of Christchurch. I do not have time to develop the whole argument now. I thought we were reaching the end of this Session, but no date has yet been given for Prorogation. I think the best thing is for me to talk a little more over the course of the next quarter of a minute to ensure that the Bill can be held over to another day, so that this very important subject can be further debated and the Minister has the chance to prepare his response.

Licensing of Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill

Debate between Christopher Chope and Matt Warman

2nd reading: House of Commons
Friday 2nd February 2018 Commons Chamber

[Matt Warman]

My hon. Friend is making some very relevant points, but they might, of course, be raised about an individual licensing authority. What this Bill does is provide an opportunity to tidy that up and provide a national structure that fixes the problems that he is talking about. I wonder whether he is actually making an application to serve on the Bill Committee.

[Sir Christopher Chope]

As you know, Mr Deputy Speaker, I am assiduous in my membership of Committees—I think I am a member of five Select Committees at the moment—so I am happy to take on additional responsibilities and burdens. With the greatest respect to my hon. Friend, I think that he misunderstands the Bill. We are not talking about a national system, although there might be good arguments for introducing a national system, so that somebody who was licensed to be a taxi driver or a private hire vehicle driver in London could also be such a person in Christchurch, or vice versa.

The Bill, however, says that if the licensing committee in one local authority decides that there is an indication that someone

“has caused physical or psychological harm to another person”,

that indication, which is then used by that local authority to deprive the person who has caused the harm of the right to keep or obtain such a licence, must be transferred to another authority and could be used as evidence in that other authority against a similar application, although the raw material on the basis of which the conclusion was reached may not also be transferred.

There may well be a strong case for a national licensing system in the context of the Bill, although in my experience small councils—and I speak as a great defender of a small council, Christchurch Borough Council—are very jealous of their right to have licensing regimes, whether for taxis and private hire vehicles or for other purposes linked to their particular circumstances.

Clause 1(1) refers to

“relevant information…indicating that the person…poses a risk to road safety when driving”.

As you will know, Mr Deputy Speaker, this is a subject close to my heart, because I used to be a Minister for road safety. When I looked at the explanatory notes, it became clear to me that someone who had convictions for speeding or careless driving would not be regarded as posing a risk to road safety. Why not? We must not belittle the offence of driving with excess speed. I do not know whether the hon. Member for Cambridge, like me, has the privilege of being a member of the Institute of Advanced Motorists, but he will know that members of the institute must declare every year whether or not they have been convicted of a driving offence, which includes speeding. Why should the Bill provide a relaxed test in relation to such behaviour by someone who wishes to be a professional driver, while saying that if there is an indication that that person may have caused psychological harm to another person—although not proven—that will count against him or her?

Clause 1(1)(h) refers to another test of “relevant information”: an indication that the person concerned

“may be unsuitable to hold a driver’s licence for other reasons relating to…the safeguarding of passengers, or…road safety.”

So the clause is a catch-all. There would be no protection under the rule of law for anyone who made an application. They would be vulnerable to prejudice, petty vendettas and all the rest of it. It seems to me that the core of the Bill, which is contained in clause 1, is fundamentally flawed. It moves a million miles away from the current provision that if someone can establish that he or she is a fit and proper person, he or she can, prima facie, become a licensed driver.

Clause 1(2) states:

“A reference in subsection (1) to an offence includes a reference to the following offences”.

I have no problem with attempts to commit offences, conspiracies to commit offences, aiding and abetting, or incitement, which are listed in that subsection. I do, however, have a strong objection to clause 1(3), which states:

“A reference in subsection (1) to an offence (including a reference having effect by virtue of subsection (2)) includes a reference to conduct that would have constituted the offence if it had been done in England and Wales.”

In other words, we are not talking about offences; we are talking about conduct that could, if there had been a prosecution, have amounted to an offence. How oppressive is that? It strikes me as incredibly oppressive and potentially unfair and unjust.

Clause 1(4) gives definitions of “sexual offence”; you may be pleased to know, Mr Deputy Speaker, that I have no objection to that part of the clause. However, we then get on to clause 2, which would set up a new licensing information database. I do not know the extent to which that would be compliant with the Data Protection Act 1998, but it would basically mean that false information provided to one licensing authority on the basis of which that licensing authority has refused somebody a licence can then be transferred—