Buses: Concessionary Fares
Lord Ahmad of Wimbledon Excerpts(8 years, 7 months ago)
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Baroness Randerson
To ask Her Majesty’s Government whether they plan to introduce a standard system of concessionary fares for young people travelling by bus in England.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, the Government have no current plans to introduce a standard system of concessionary fares for young people travelling by bus in England. However, I take this opportunity to reiterate the Government’s continued commitment to protect the free bus pass.
Baroness Randerson (LD)
My Lords, young people are twice as likely as the rest of us to rely on buses. They use them to access education and work. Some councils and bus companies provide concessions, but the situation is very patchy. Does the Minister agree that we should provide all young people with a standard entitlement to reduced fares, along the lines used in Wales as a result of Liberal Democrat influence? Given that concessions to older people have proved very popular, as the Minister will know, is it not time that we played fair by young people by giving them a similar scheme?
Lord Ahmad of Wimbledon
First, I am fully aware of the scheme in Wales. For the record—I am sure the noble Baroness acknowledges this—it is both a Liberal Democrat and a Labour initiative in Wales. We are always magnanimous from the Dispatch Box.
Coming to the more central point, the noble Baroness is quite right to raise the issue of young people’s travel. I appreciate the challenges that she has put into context. Across England, there are about 89 concessionary travel programmes outside London, of which about 22 currently practise young people’s schemes. We look to ensure that good practice is shared; at the moment, as I said, no plans are being made for statutory provision across the country.
Baroness Corston (Lab)
The Select Committee on Social Mobility of your Lordships’ House, which I have the privilege to chair, reported last week on the transition from school to work. Evidence that we took from organisations, including Barnardo’s, was that young people who live in rural areas who would like to go to FE colleges or take up apprenticeships are prevented from doing so because of the cost of transport. Surely, young people like that, if the Government are truly honest in their apprenticeship levy, should be given the opportunity to get to training or study with some kind of concessionary scheme.
Lord Ahmad of Wimbledon
I will review the recommendations of the noble Baroness’s full report, which I have not yet done, and perhaps we can meet in that regard after I have done so. But she is quite right—I agree with her that we need to ensure concessionary schemes across the country that provide good open access to all those who require it. However, we also need to emphasise the point that local authorities carry responsibility in this regard.
Lord Fowler (Con)
My Lords, would not it be sensible to look at the whole free bus scheme again and try to make some distinction between those who can afford to pay a full fare and people—such as children—who, very often, cannot?
Lord Ahmad of Wimbledon
Affordability is an important issue to recognise. Of course, the definition is one area that sometimes causes confusion, because there are different definitions in different concessionary schemes of what constitutes a young person. I shall certainly take on board what my noble friend says. Anecdotally, for example, even across Europe, I was Spain recently, only to be confronted by a Spanish inspector who had no English—and I speak very little Spanish—who told me that my four year-old was required to pay an adult fare. Perhaps we need to look at these schemes in a wider context.
Baroness Maddock (LD)
Is the Minister aware that help with transport costs for young people is particularly important in rural areas, where the population is very sparsely spread? Is he aware that, if you are a young person in my home town of Berwick-upon-Tweed, it is 50 miles and two hours by bus to your nearest FE college, and 67 miles by train—which is even more expensive—to Newcastle? Is he also aware that, because of this, take-up of FE for training and skills continues to be below the national average in our area, and has been for a long time?
Lord Ahmad of Wimbledon
I am aware now of the situation in the noble Baroness’s area, as she has highlighted it. As I have said, we look towards local authorities to see what can be done. While I accept that we live in challenging times in terms of their settlements, they nevertheless have a responsibility to provide for local people in their area.
On rail, there is of course the railcard, which is something that is sustained and available to many people, and is utilised. There are very good examples across the country of good concessionary schemes on buses within urban cities, which can perhaps be shared across rural areas as well.
Lord Rosser (Lab)
The Government’s own figures show that since 2010 the number of transport authorities providing a concessionary youth scheme has fallen from 29 to 22—a reflection, no doubt, of the financial hammering taken by local authorities under the coalition Government and continuing under this Government. In the light of the question asked by my noble friend Lady Corston, what assessment have the Government made of the impact of the differing provision, including non-provision, of concessionary fares for young people between transport authority areas, including the impact on their opportunities in further education and employment?
Lord Ahmad of Wimbledon
I am not aware of a specific overall review that has been done, but the noble Lord is right to point out that the number of young persons’ schemes have dropped over the last few years. As I have said, we are looking through the various other changes that we are making in local government financing, including the recent announcements on issues such as business rates, to empower local authorities to prioritise what they believe are the correct schemes.
Baroness Redfern (Con)
My Lords, in agreeing with the Minister, I can say that North Lincolnshire provides a concessionary scheme for young people. We are a rural area and we know that it is very difficult to access FE colleges. No young person should be denied an opportunity to go further with their education. So although budgets are tight for local authorities, we provide that scheme.
Lord Ahmad of Wimbledon
The best answer I can give to my noble friend is that, again, that highlights responsible local authorities prioritising the schemes that they think should be prioritised.
Lord West of Spithead (Lab)
My Lords, have the Government made any assessment of the cost to business in London of delays to buses and to people on those buses caused by the devastation of the road network caused by Mayor Boris Johnson?
Lord Ahmad of Wimbledon
Normally when the noble Lord rises to his feet it is a history lesson. However, he points to the challenges posed by construction taking place for the cycle lanes and by other construction in London. I will review this issue with TfL and write to him.
Severn Crossings: Tolls
Lord Ahmad of Wimbledon Excerpts(8 years, 8 months ago)
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Lord German
To ask Her Majesty’s Government what are their intentions regarding the tolls on the Severn Crossings when the bridges return to public ownership.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, the Government have previously said that we would look at all options and consider the views of others before making any firm decisions. Our intention is to continue tolling after the projected end of the concession in 2018 to recover costs that have been incurred and fall outside the concession agreement.
Lord German (LD)
I am slightly disappointed by that Answer, especially as I was rather hoping that the Government might announce that they were going to abolish this tax on business in Wales and on entering Wales. Given that we do not pay a toll when we travel on the raised parts of the M5 and M6 around Birmingham, that the Thurrock-Dartford bridge is not a motorway but an A road and that the M6 toll road is an alternative route, can the Minister tell me any other structures, tunnels, bridges or roads on the motorway network for which a charge is made; or do the Government believe—as they seem to—that these motorway links into Wales should be the only through routes on our motorway network for which we must pay a toll?
Lord Ahmad of Wimbledon
My Lords, there are other areas of the United Kingdom where tolls are charged—through tunnels and on bridges from the Mersey to areas of Scotland, and around other areas of England as well. The important thing is that there is a concessionary scheme in place. As I have already said, we will look at this at the end of that concessionary period, towards the early part of 2018, and I assure the noble Lord that we are working very closely with the Welsh Government in this regard.
Lord Anderson of Swansea (Lab)
My Lords, the blunt truth is that Wales is at or near of the bottom of the indices of deprivation in this country. Surely if the Government were serious about tackling the deprivation in Wales this tax on Wales and the Welsh people should be abolished.
Lord Ahmad of Wimbledon
This is not a tax on Wales. As the noble Lord is well aware, it goes towards the running and maintenance of the bridge. As I have already indicated, at the end of the concessionary period the Government will review their position to ensure that, as the noble Lord rightly points out, this is a gateway to Wales. My right honourable friend the Chancellor indicated at last year’s Budget that, at the end of the concessionary period, for example, VAT will no longer apply and vans helping small and medium-sized enterprises will be charged the same toll as cars. That is an indication of the Government’s belief in encouraging the gateway to Wales.
Baroness Randerson (LD)
My Lords, Owens Logistics is a distribution business and a major employer in Llanelli. It spends £380,000 a year on tolls at £20 a time just for crossing the Severn Bridge. Can the Minister tell us what message this sends to similar businesses looking to do business in Wales?
Lord Ahmad of Wimbledon
My Lords, I have just said—I am sure that the noble Baroness heard my previous answer—that the Government are looking to assist small and medium-sized enterprises in that regard. When the concessionary period comes to end, we will review the tolling procedure and will work hand in glove with the Welsh Government to ensure that an effective tolling regime applies on the bridge. However, I remind noble Lords that, even at the end of the concessionary period, £63 million will still be owing to the UK taxpayer, and it is therefore right that we look to ensure that we recover that cost.
Lord Watts (Lab)
My Lords, the Minister will be aware that there is already a toll on the Mersey tunnel and that there is a proposal to charge on the second crossing to Runcorn. Can he set out the criteria for deciding whether something is charged for? The charging system seems somewhat confused.
Lord Ahmad of Wimbledon
I will write to the noble Lord on that scheme and provide details of what lies behind that decision.
Lord Harris of Haringey (Lab)
My Lords, does the fact that the M6 toll road is so successful demonstrate that people are prepared to pay good money not to go to Birmingham?
Lord Ahmad of Wimbledon
I am sure that that is just the noble Lord’s view; it is certainly not my view. Just to put this matter into perspective and to get back to the nature of the Question, people who choose to use the Severn Bridge crossing save, on average, up to 50 minutes on their journey time, so there is a cost benefit. There is also a time benefit for businesses and individual travellers to Wales.
Lord German
My Lords, just to be absolutely certain about what the Minister said in response to my first Question, is it definitely the Government’s intention to continue with the toll once the concession has ended and the cost of the bridge has been paid off?
Lord Ahmad of Wimbledon
As I have already said, there is a cost to the bridge. As the noble Lord knows, a concessionary scheme is in place but at the end of the concessionary period money will still be owing to the UK taxpayer for the cost of the bridge, and that needs to be recovered. As I am sure the noble Lord is aware, we estimate that the toll will continue for two years, as there is a need to recoup the—on current forecasts—£63 million which is currently outstanding.
Driving Instructors (Registration) Bill
Lord Ahmad of Wimbledon Excerpts(8 years, 8 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, I thank all noble Lords who taken part in our debate this afternoon and in doing so join other noble Lords in thanking my noble friend Lord Attlee for bringing forward this Bill. I thank him for laying out the particulars of the Bill so clearly and comprehensively. I also thank the noble Lord, Lord Rosser, and the noble Viscount, Lord Simon, for their support behind the principles of this Bill, which the Government are pleased to support. I confirm that in my view the provisions of the Driving Instructors (Registration) Bill are compatible with the European Convention on Human Rights.
As my noble friend Lord Attlee has pointed out, it is unlawful for a person to carry out paid driving instruction unless they are an approved driving instructor and appropriately registered as such. That has been the case since the 1960s. Primarily, that is to protect road safety by ensuring that instructors are qualified to deliver a suitable level of instruction to learner drivers. Great Britain has some of the safest roads in the world—a position we should be justly proud of, but not complacent about. We therefore need to ensure that a robust system is in place to assure the qualification of driving instructors and maintenance of standards of instruction. That said, Great Britain is considered by many other countries to have a proportionate regime in place for the qualification of driving instructors. However, we must recognise that some of the legislation regarding the registration of instructors is out of date and due for a change. That is why we are here today—to make some minor, deregulatory changes to update that legislation and modernise the system for registering driving instructors.
I will come to the reasons for the changes very shortly, but first, let me assure noble Lords that standards of instruction will not be compromised. Updating the system to allow instructors to take a break from the profession and then to return via a simplified route will require a demonstration of competence as a driving instructor. I want to make that very clear.
The simplified route will still require a test to be passed and a check of driving instructors’ character and conduct to be taken, commonly known respectively as a standards check and a fit and proper check. The standards check will test their continued ability to deliver driving instruction and is the same check that practising instructors on the register must pass to renew their registration for a further four years. This route will be available only to instructors who have been away from the profession for between one and four years, so they will have been practising fairly recently and will not have lost their skills and knowledge.
The fit and proper check which is carried out when ADIs first qualify for entry on to the register and upon renewal of their registration is a check of criminal records which includes checking for road traffic and other offences which may be taken into account in determining their fitness to instruct. We must also be aware that the regulation of driving instructors is to protect young and vulnerable persons who may be isolated in a one-to-one situation with an adult. Many new drivers start lessons at the age of 17 and are considered to be children until they reach 18 years old. We have a duty to ensure that these persons are not put at risk.
A further protection is that this simplified route will not be open to those who have been removed from the register due to disciplinary reasons. Instructors who would have been removed from the register to protect public safety will have to apply for re-entry by undertaking the full three-part examination to demonstrate that they are fully competent. For this combination of reasons, I am reassured that the Bill will offer benefits to those who genuinely need them, but will not offer a loophole to others seeking to avoid having to demonstrate their competence as driving instructors.
This brings me specifically to the reasons for introducing the Bill. The current system in place for the registration of driving instructors does not take account of modern-day working practices which allow for flexible working conditions such as career breaks to start a family, to undertake caring commitments, developmental opportunities or to receive medical treatment. When the system was introduced in the 1960s, it was a very different time and many women who left work to raise a family found it difficult to return. It was also unknown, I think, to consider a break for developmental reasons such as to take further education courses. Moreover, back in the 1960s the recovery rate for people having undergone treatment for serious illnesses was considerably less than it is today, given the progress we have seen with modern medicines and therapies. It is for these reasons that the system and the legislation need to be updated.
The registrar, who is responsible for maintaining the register of approved driving instructors, received over 600 requests last year from ADIs to be voluntarily removed from the register as they were no longer practising for one reason or another. As we have heard from my noble friend Lord Attlee, the only way a person can leave the register is if their registration expires or they are removed for refusing the standards check, which is considered a disciplinary action and can affect their return. The noble Lord, Lord Rosser, also mentioned this point. That is greatly unfair. To return to the register under such circumstances means that currently they have to requalify by taking the three-part examination. Changes are needed to allow those who wish to leave the profession to do so without penalty and to return within a reasonable timeframe so as not to compromise standards, but without having to undergo another qualification.
Requests have been made to leave the register voluntarily to start a family, to care for a sick relative, to receive medical treatment for cancer or because of a heart attack, among other valid reasons. Many of these people have stopped practising their profession and are in no fit mind to undergo a standards check to continue with their registration, but take the standards check anyway to avoid having to requalify. These people should be able to leave the register voluntarily and then return if they so wish within the timeframe allowed under a more straightforward route.
Let us also not forget that driving instructors are in the main sole traders, so are defined as microbusinesses. The Government are committed to helping small businesses, and this is an opportunity to do so. It is for this reason that the Bill provides, as we have heard, for two deregulatory measures to simplify the registration of driving instructors. First, it allows them re-entry to the register under a simplified procedure if they apply within four years of leaving, and secondly, it allows an instructor to request voluntary removal from the register and to return at a later date under the simplified process.
The noble Lord, Lord Rosser, asked about the consultation. There was a full public consultation in 2013. Almost 90% of the responses received supported the two proposals in the Bill. The responses we received were mainly from ADIs and amounted to 1,679. There was a further consultation more recently, which took place with the main six ADI national associations, which also support the provisions.
I consider the Bill appropriate for the Government to support and once again thank my noble friend Lord Attlee for bringing it forward. I hope that he gets the support that he deserves.
Road Traffic Act 1988 (Alcohol Limits) (Amendment) Bill [HL]
Lord Ahmad of Wimbledon Excerpts(8 years, 8 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
I thank the noble Lord, Lord Brooke, for bringing the Bill forward and for his subsequent amendments. I am sure he is aware that the Government take the threat of all dangerous drivers, including drink-drivers and drug-drivers, very seriously, and will continue to monitor all the elements that contribute to the number of deaths on our roads. I have previously set out what the Government are doing to reduce all road casualties in England and Wales, but I will re-emphasise the important steps we are taking that will help to tackle drink-driving specifically.
Drink-driving is still responsible for too many deaths and injuries. In order to prevent this, we will continue to take tough action against the small number of drivers who ignore the drink-drive limit. Many drivers killed in drink-drive collisions, or prosecuted for drinking and driving, are significantly over the drink-drive limit. The Government therefore believe that rigorous enforcement and serious penalties for drink-drivers, particularly these dangerous individuals, are a more effective deterrent than changing the drink-drive limit.
As I have previously said, the Deregulation Act 2015 made important changes to the drink-driving laws. First, it removed the so-called statutory option that allowed drivers who were slightly above the breath-alcohol limit to demand a blood or urine test. Secondly, it made it a requirement for high-risk offenders to undertake medical tests before they are allowed to drive again.
I note that we have just removed Clause 2, as the noble Lord proposed, which refers to Section 8(2) of the Road Traffic Act 1988, as it was removed by the Deregulation Act 2015. If the Government were in favour of the Bill, we would have agreed to the removal. However, I want to reiterate that the Government do not support the Bill. We believe that the legislative changes already made are very important steps that will help to reduce drink-drive casualties.
With regard to the lower drink-drive limit, we will, of course, remain interested to see the substantial evidence base from the changes made in Scotland, when it is available. The noble Lord, Lord Brooke, and I have talked about this issue and I am sure he agrees that it is important that the Scottish Government carry out a full evaluation of its impact. It is also important to note that the penalties for drink-driving in England and Wales are more severe than in other countries, and despite the majority of these other countries having lower alcohol limits, they do not have a better record on reducing drink-drive casualties. The Government therefore maintain our position that lowering the limit in itself is not going to change people’s behaviour and would not be the best use of resources to improve safety on our roads at this time.
In thanking the noble Lord for his contribution, I reiterate that this remains a very key and important issue. I assure him that we will continue to support the police in their rigorous enforcement efforts against all dangerous drivers—for example, through the introduction of roadside evidential breath-testing instruments, which are expected next year. I hope the noble Lord is also assured that we continue to enforce strict drug-driving laws with our award-winning THINK! campaigns.
Lord Rea (Lab)
The noble Lord mentioned a similar measure that was introduced in Scotland about a year ago, the results of which the Government are observing. The Scottish licensed catering association has said that the introduction of that measure has been “catastrophic” for the industry. In other words, drinking as a whole has gone down—no one has mentioned that effect of the measure—quite apart from any effect on accidents on the roads. When the prohibition on smoking in public places came in, it reduced the prevalence of heart disease. Heart attacks, for instance, came down measurably as a result of that step. Therefore, small measures such as the one we are discussing will gradually reduce the consumption of alcohol, which, when used excessively, is very harmful, as we all know.
Lord Ahmad of Wimbledon
I thank the noble Lord for his comments. I agree that changes such as these have an impact. As he rightly pointed out, Scotland has introduced changes. We are talking regularly with our counterparts in the Scottish Government, but it is right that we await a more substantial evidence base for these changes. As I said, we are not contemplating any changes at this time.
Lord Brooke of Alverthorpe
My Lords, neither of the amendments today is contentious so they should not pose any difficulties for the Government, although I know that the purpose of the Bill does. I am grateful to the Minister for setting out again that the Government are endeavouring to limit the damage done to individuals by drunken drivers. However, I am sorry that they still maintain there is not sufficient cause for embracing this measure, which would, in my opinion, lead to further lives being saved, fewer accidents and fewer people being damaged than is the case at present.
I do not want to repeat all that I said on Second Reading. However, notwithstanding what the Government have done, the numbers of deaths, accidents and injuries have virtually plateaued since 2012. Notwithstanding the minor changes made recently, there does not seem to be any indication of significant change ahead, even though Scotland has shown that very big changes can be effected by moving down to the 50 milligrams limit. While the Government are still digging in, I hope that the many individuals, organisations and members of the public who have supported me—I express my public gratitude to them—and who are in favour of this measure will continue to put pressure on the Government to bring about a change which will be in the best interests of all concerned, other than, perhaps, the drinks and hospitality industry.
Airports: Expansion
Lord Ahmad of Wimbledon Excerpts(8 years, 9 months ago)
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Baroness Valentine
To ask Her Majesty’s Government whether a final decision will be taken on airports expansion before the summer recess.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, a number of important decisions on airport capacity were taken by the Government in December, including the decision to expand airport capacity in the south-east. However, we must take the time to get the location decision right.
Lord Ahmad of Wimbledon
It is important. The Government are further considering the environmental impacts, which I am sure all noble Lords recognise, and the best possible measures to mitigate the impacts of expansion. This work will be concluded by the summer.
Baroness Valentine (CB)
As the Minister will be aware, various Governments have avoided taking a decision on where to put a runway in the south-east since the Second World War, so he is in good company in failing to be too precise about exactly when that decision might be taken. We are all aware of the gathering political storms which may yet blow the Government off course. If we eventually get a decision, given all the work that the Airports Commission has done over the past few years and the further work that the Government have been undertaking on specific issues, might the Minister be in a position to publish a draft national policy statement at the same time as the announcement?
Lord Ahmad of Wimbledon
The noble Baroness is quite right to mention the incredible amount of work that the Davies commission has done, which the Government have acknowledged; I have done so several times from the Dispatch Box. Of course—I say this just for clarification on the issue—we will be moving forward in summer 2016. The noble Baroness raised a point about the policy statement. Once the decision is made, there will be a consultation around the policy statement, as I am sure she is aware, and once a development order is laid there are quite specific timelines that will be followed in line with the Planning Act 2008.
Lord Soley (Lab)
Is the Minister aware that the runway would be built by now if the Government had accepted the recommendation of the last Labour Government? Is he also aware that if you go to any aviation conference in this country or overseas there is utter amazement that we cannot make a decision on such a key infrastructure project?
Lord Ahmad of Wimbledon
It was really for the Labour Government to act on the Labour Government’s own policy. The Conservative Government are very clear. My right honourable friend the Prime Minister, David Cameron, launched the Davies commission. It has reported. We have accepted the principles behind the report. We have accepted the work done behind the report. The noble Lord mentioned conferences around the world. In my capacity as Minister for Aviation Security, I attend such conferences, and I find utmost respect for British aviation and the Government’s considered position on this issue.
Lord Higgins (Con)
My Lords, as far as the position of the Labour and Conservative Governments are concerned, will my noble friend note that in 1974 the Conservative Government had all the legislation, planning permission and so on for an airport at Maplin, and Labour came in and dropped it on the grounds that the forecast had been exaggerated? If it had not done so, we would have had an airport at Maplin for many years.
Lord Ahmad of Wimbledon
My noble friend makes a very valid point. This Government have been very clear that we have accepted the principle of expansion in the south-east, and we are committed to that. In summer this year we will report back on the important environmental considerations, which must be considered as part of this important decision.
Baroness Randerson (LD)
Is the Minister aware that 69% of pre-orders for new planes are for so-called hub-busting models? In the light of this, does he still think that Britain needs a new hub airport, or is the hub model rapidly becoming yesterday’s plan?
Lord Ahmad of Wimbledon
Not only does Britain need a hub airport, Britain has hub airports and they play an important part in aviation capacity around the world. In terms of orders for planes, it is really for airlines themselves to decide on a commercial basis what type of aircraft they require.
Lord Brooke of Alverthorpe (Lab)
My question is on the same theme as that of the noble Lord, Lord Higgins. Will the Minister assure the House that, if perchance the referendum says no, the Government will still make the decision to press ahead with expansion in the south-east and Heathrow?
Lord Ahmad of Wimbledon
We should not convolute the issues here. In terms of the referendum specifically, it was the previous Government under our current Prime Minister who gave the commitment that the people of this country would decide, and they will decide on 23 June.
Viscount Trenchard (Con)
My Lords, the Minister has not said clearly whether the Government will make a decision by the Summer Recess. He may know that the CBI has estimated that Britain will lose £31 billion in trade by 2030 with the BRIC countries if our airport capacity is not expanded. I ask him to be clearer and confirm that the Government will make a decision, on whichever option—we will never find an option that keeps everyone happy. The Government must now confirm that they are going to decide by the Summer Recess.
Lord Ahmad of Wimbledon
The Government have been very clear that the reasons why we are taking further consideration are the issues of environmental mitigation, which the Davies commission mentioned, and community engagement and noise and air pollution, which we are considering very carefully. It is right that we are taking the time to consider the decision. We will conclude those further considerations by the summer. The Government are acutely aware of the point my noble friend makes about the £31 billion loss and of the need to progress on this decision.
Lord Harris of Haringey (Lab)
My Lords, we all enjoy the Minister scurrying around in the long grass on this issue, but could he give a clear definition on behalf of the Government of what period “summer” covers?
Lord Ahmad of Wimbledon
Some would define it by when the sun shines, but I am certainly not going to say that. I think we are quite clear when we talk about the summer period: often it is when noble Lords enjoy their Recess.
Lord Broers (CB)
My Lords, on a slightly different angle, I understand that Heathrow has increased its capacity by spacing aircraft by time, not by distance. Is this practice being extended to Gatwick and Stansted?
Lord Ahmad of Wimbledon
I will write to the noble Lord on the issue of Gatwick and Stansted, but he is right to point out that existing capacity has been increased. Again, that is down to the world-beating talent and expertise that we have at NATS. Other Governments—indeed, recently I had discussions with the Government of Singapore in this respect—are also looking at deploying the expertise of NATS.
Railways: Southern, Southeastern and Thameslink Franchises
Lord Ahmad of Wimbledon Excerpts(8 years, 9 months ago)
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Baroness Randerson
To ask Her Majesty’s Government what assessment they have made of the performance of the Southern, Southeastern and Thameslink rail franchises, and what steps they intend to take to ensure that passengers on those routes receive an improved service.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, customers on these parts of the rail network need to see improved services. There are problems that are being fixed. However, Govia Thameslink Railway—GTR—Southeastern and Network Rail still have to do much better when it comes to fixing faults and communicating with their passengers. The Government are determined to reduce crowding and improve the passenger experience, which is why we are investing in the multibillion-pound Thameslink programme that is due to complete in 2018.
Baroness Randerson (LD)
My Lords, I am glad the Minister agrees that customers are not getting the service they deserve. Thameslink and Southeastern have commuter satisfaction down at 68% and Southern at 70%. The disruption at London Bridge has not helped but it is only part of the problem. As the Minister says, the operators need to do better. Do the Government intend to terminate franchises early if there is no significant improvement in performance? Does the Minister agree that punctuality and reliability are more likely to improve if train companies are penalised financially and automatically required to compensate all affected passengers, based on a more generous compensation scheme?
Lord Ahmad of Wimbledon
My Lords, I acknowledge the challenges and issues that have arisen, particularly with these two franchises. I assure the noble Baroness that the Government are determined to hold those operating the franchises to account. That is why my honourable friend in the other place, the Minister for Rail, Claire Perry, meets the operators, together with the ORR, on a monthly basis to ensure that the requirements of the franchise are being met.
Lord Polak (Con)
My Lords, my friends in Elstree and Borehamwood are never happy when I am on the Thameslink platform because, when I am there, there is always a delay or cancellation. Will the Minister support the action of the MP for Hertsmere, Oliver Dowden, in his campaign to get Thameslink to provide a much better service for the people of Hertsmere, who pay a lot of money to be packed like sardines in an often-late train?
Lord Ahmad of Wimbledon
I assure my noble friend that the delays are not down to his presence on the platform, as he brings to our attention the delays that we are seeing on these lines. As I have already said, the Government are committed both to holding those operating these franchises to account and to ensuring that, yes, there is greater investment. That is why the Government have committed to the investment of more than £1 billion in the improvements at London Bridge and beyond, and we are committed to ensure that by 2018 these improvements are felt by commuters. He is quite right to point out that the current service is not good enough.
Baroness Smith of Basildon (Lab)
As one of those weekly commuters from Bognor Regis to Westminster, I also have my tale to tell. I only just made it in on time on Monday, having sat on three separate trains before one left the station, and along with other commuters was shunted from one platform to another three times just to get on a train that worked. Go-Ahead, the parent company that owns the franchise, reported an increase in profits of more than 30% last year. Can the Minister tell us why this money is not being invested to improve services for passengers but instead is going into shareholders’ pockets?
Lord Ahmad of Wimbledon
Investment is going into these franchises. There are three new fleets of electric trains, which will see an overall increase of 50% in capacity. Within the wider franchise, new trains will be introduced on the Gatwick Express later this year. But the noble Baroness is quite right to point out that the challenges remain. As I have already assured the House, the Government are working very closely not just with those who are operating these franchises but the Office of Rail Regulation to ensure that the challenges are met and the franchisees are held accountable.
Lord Tebbit (Con)
My Lords, would the Government give some consideration to a restoration in the longer term of the vertical link so that “Notwork” Rail and the rail operating companies have one board of directors coming together to solve the problems, instead of blaming each other?
Lord Ahmad of Wimbledon
I note the reference that my noble friend made—I am sure he meant Network Rail. As noble Lords will be aware, we have appointed Sir Peter Hendy to look at Network Rail’s operations and we are working closely together, as many delays on these lines—my noble friend is quite right to point out—are because of Network Rail-related issues and are not down to the franchisee.
Lord Wills (Lab)
My Lords, I am delighted to hear the Minister being so tough about these things. Two weeks ago, my wife was on a Southeastern train to Ramsgate. When the train stopped, the doors opened, a woman tried to get out and the doors shut on her. She managed to extricate herself and the train took off—all within about 30 seconds—lugging my wife and 13 other people to Broadstairs, where there was no one to help them or advise them on how to get back to Ramsgate.
The concern that Go-Ahead, the parent company of Southeastern, has for the health and safety and convenience of its passengers can perhaps be demonstrated by the fact that I have rung it three times and have, so far, received absolutely no response. From what we have heard already today, this is not an isolated occurrence of its insouciance towards its passengers. Will the Minister agree to meet me and any other noble Lords with concerns about this company to discuss what can be done to improve its performance?
Lord Lucas (Con)
My Lords, I will add my name to that list. Southern is absolutely dedicated to reducing service to customers in all possible ways. Its first action when it took up the franchise was to abolish tea trolleys; its latest action is to abolish ticket offices, even though the ticket machines will not offer the best price and are extremely hard to use. Will the Government please take this franchise to task and either abolish it or make it better?
Lord Ahmad of Wimbledon
I assure my noble friend that we are of course holding those operating the franchises to task, as I have already said in your Lordships’ House. If they do not deliver, they will be held to account. We are going to see the completion of the investment by the end of 2018 and I think that that will be the real challenge and test of how efficient these franchises are.
Railways: New Lines
Lord Ahmad of Wimbledon Excerpts(8 years, 9 months ago)
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Lord Berkeley
To ask Her Majesty’s Government what steps they are taking to encourage new or reopened rail lines to be cost-effective.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, the Government are taking many steps to ensure that all rail enhancement projects, including those working towards opening or reopening rail lines, follow government appraisal guidelines and create business cases which test options ensuring best value for the taxpayer. Local authorities and private sector beneficiaries are encouraged to contribute to the overall costs of the preparation and delivery of such projects to decrease the burden on the public purse.
Lord Berkeley (Lab)
I am grateful to the Minister for that Answer but does he agree that part of the problem is the very high costs that come out of some of these calculations which indicate that there is not really good value for money? Does he not agree that the answer is actually to have a set of standards appropriate to branch lines or lower-speed and cheaper track, and to cheaper trains—possibly not even signalling, more like a bus—which would be very good for local services but of course totally inappropriate for a main line? Will he encourage the development of some standards that might reduce such costs?
Lord Ahmad of Wimbledon
As I am sure the noble Lord is aware, the concept of community rail partnerships sets down specific guidelines as to what qualifies as a community railway. Currently about 40 routes do so in that regard. As for his point about trains looking like buses, I am reminded that we are decommissioning Pacers in certain parts of the country.
Lord Spicer (Con)
Is my noble friend aware that when the Cotswold line was nationalised, it was a virtual basket case? It was always under threat of being closed. Since privatisation, it has now become a victim of its own success and people are actually standing between the carriages, let alone within the carriages. Will he therefore do everything he can to encourage private companies to invest private capital in this railway line, as well as others?
Lord Ahmad of Wimbledon
My noble friend is quite right. We have seen very encouraging signs from opening up the rail market to the private sector. Underlining that, the Government are also committed to ensuring that they play their full part, and that is why they have committed to a further £38 billion of investment in the rail network over the next five years.
Baroness Randerson (LD)
My Lords, there has been a vigorous campaign to reinstate the rail link between Uckfield and Lewes, which would provide better access to employment in Brighton from the Weald and an additional, badly needed route between the Sussex coast and London. The coalition funded some studies into this but the current Government have not given any firm commitment. Can the Minister tell us whether the Government have plans for action on this and does he accept that the regeneration is needed now, not some time in the future, as indicated, possibly 2030 and beyond?
Lord Ahmad of Wimbledon
The Government are committed to ensuring the regeneration of all railways. I will write to the noble Baroness on the details of that particular line. I reiterate that we are looking at ensuring that there is effective and resilient investment in our railways to ensure that they meet the needs of the 21st century.
Lord Faulkner of Worcester (Lab)
My Lords, the Minister is absolutely right to draw attention to the success of the community rail partnerships. They have contributed to growth well above the growth on regional railways generally and have attracted some 3,200 volunteers to help improve stations and to work generally on the railway alongside full-time railway staff. This is a great success story and it is important that the Northern Rail franchise embraces that. But does the Minister not agree that for that strategy to succeed, it will be necessary for Network Rail to look realistically at cost levels and get them down where it can, because those have been a bar to opening lines until now? I declare an interest as chairman of the Great Western Railway advisory board and, indeed, the author of a book which deals extensively with this subject.
Lord Ahmad of Wimbledon
I am sure noble Lords will be lining up outside the Chamber for a signed copy. Of course the noble Lord is quite right to point out the need to ensure best value and efficiency on our railways. That is why, as the noble Lord will know, the Secretary of State has appointed Sir Peter Hendy to look at the delivery of the investment in the railways across the board.
Lord Young of Cookham (Con)
My Lords, further to my noble friend’s question, will the Minister consider that when an existing franchise falls due for renewal, bidders are invited to look at reopening some of the disused railway lines when they put in their tenders?
Lord Ahmad of Wimbledon
My noble friend is correct and that is why the Government are ensuring that that provision is part and parcel of all new franchise proposals.
Lord Lexden (Con)
Is it the case that Dr Beeching wielded his axe too well and too many lines were closed 50 years ago?
Lord Ahmad of Wimbledon
History is history and this Government are looking to the future and that is why we are committed to the investment we are making in the railways.
Lord Rosser (Lab)
I want to pursue the points made by my noble friends Lord Berkeley and Lord Faulkner of Worcester. The Minister keeps referring to surveys on value and efficiency but in looking at low-cost community rail opportunities, what work have the Government actually done on reopening closed lines on the basis of them being light rail systems, rather than their reopening being costed on an assumption that there will be a much heavier axle load and a complete rebuild of substructure and bridges, which in a great many cases immediately drives up the cost to unaffordable levels? If such work has been done on operating new or reopened community rail partnership lines more like a light rail system than a railway as we normally know it, by how much has it shown that the cost of reopening and operating closed lines or building new lines serving local communities can be reduced?
Lord Ahmad of Wimbledon
As I have already indicated, when it comes to any railways, the new franchises will ensure that community rail is part and parcel of them. The noble Lord talked about surveys but they are not surveys. I have referred to a report and to Sir Peter Hendy. As the noble Lord is fully aware, Sir Peter is carrying out a quite stringent review of all aspects of Network Rail spending to ensure best value for money and best value for the taxpayer.
Lord Grocott (Lab)
The Minister said in response to the question from the noble Lord, Lord Lexden, that history is history, but should we not be learning at least one lesson of history? The period of the Beeching closures resulted in widespread destruction of priceless railway infrastructure in many areas which have since seen growths in population that would have benefited from the railways still existing. Should not one clear lesson be that, should lines be closed or mothballed in the future, at the very least the track bed should be protected so that should reinstatement be necessary it would be easy to do so? I should also declare an interest as the honorary president of the Telford Steam Railway.
Lord Ahmad of Wimbledon
I am again in awe of the great historical perspective and wisdom within your Lordships’ House, and of course I take the noble Lord’s comments on board.
Passenger and Goods Vehicles (Tachographs) (Amendment) Regulations 2016
Lord Ahmad of Wimbledon Excerpts(8 years, 9 months ago)
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Lord Ahmad of Wimbledon
That the draft regulations laid before the House on 12 January be approved.
Relevant document: 15th Report from the Joint Committee on Statutory Instruments. Considered in Grand Committee on 10 February.
Cycling
Lord Ahmad of Wimbledon Excerpts(8 years, 9 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, I join all other noble Lords in thanking my noble friend Lord Young—a former Secretary of State for Transport—for securing this debate and bringing forward a very important issue, which is a key priority for this Government. As he and other noble Lords acknowledged, this is something that my right honourable friend the Prime Minister has often talked about. I join my noble friend Lord Young in acknowledging the words and indeed the actions of my colleague at the Department for Transport, my honourable friend Robert Goodwill. Robert is one of those people who not only cycles but puts other Ministers to shame by taking the stairs to the fifth floor at the DfT. We all live in awe of him and I suppose, like others, would seek to emulate him.
During this debate, we have also been on a journey across Europe. I am reminded of many of my early travels to the subcontinent. If you go across the likes of Pakistan, India and Bangladesh, I still do not know how cars manage to avoid hitting each other, but within that traffic were many cyclists who had a great knack of avoiding such collisions. I raise that point not just for a lighter moment but to reflect that cycling is a mode of travel important to people’s livelihoods and to the economy.
This Government want to make this country a walking and cycling nation—a place where people routinely make short journeys or stages of longer journeys by walking or cycling. We have a vision of streets that support safe cycling and walking. We are seeing this in some of our cities, with an increasing number of people who choose to incorporate these activities into their lifestyle. As several noble Lords pointed out, they already do so elsewhere, in the Netherlands and Denmark to name but two countries, and, as the noble Baroness, Lady Barker, pointed out, in Italy as well.
To help us realise this vision, we have introduced, as noble Lords have acknowledged, a statutory obligation to produce and update a cycling and walking investment strategy. As the noble Lord, Lord Rosser, noted, after consultation this will be introduced in the summer. I can confirm that it will be not a draft but a final version of the Government’s strategy in this respect. I assure the noble Lord, Lord Rosser, that, without prejudging the full contents of what is as yet an unpublished document, safety will be a key feature of this strategy.
I shall outline some of the initiatives that the Government have taken forward. Britain’s roads, as we all acknowledge, are amongst the safest in Europe, but the Government, and indeed others, are not complacent and we can and will do more. Despite this, there is a perception, as we have heard from various noble Lords, that cycling is less safe than it actually is. Looking at 2014, there was one cyclist death for every 34 billion miles travelled. This is fairly comparable with walking, which sees one person killed for every 39 billion miles.
Notwithstanding these statistics—and we can talk about statistics—I totally subscribe to the point that one cyclist death is one too many. The noble Lord, Lord Rosser, asked for an ambition and a target. I cannot give him a percentage figure, because I think that would be the wrong approach—we want to see the eradication of all cycling deaths. Working in partnership with different parties, including local government in London and in other cities, we want to eradicate cycle deaths altogether. That is an ambition that the Government or indeed anybody need to set themselves. I emphasis to noble Lords that the death of any person on the road, whether a cyclist or not, is one death too many.
The noble Lord, Lord Taverne, talked about “Two wheels good, four wheels bad”. When he was talking in those terms, I was reminded, as a father of three children, that when it comes to bicycles my family use four wheels, three wheels and two wheels: two wheels for my daughter, who is 10, four wheels for my son who is three and a half—two plus two with the training wheels makes four; I am reasonably good at maths—and three wheels for a tricycle. That represents the generations that embrace cycling. Perhaps there is a lesson that I can learn from my own children. I count myself as one of those who is probably embracing cycling in the teaching of it by ensuring that my children learn to cycle.
The noble Baroness, Lady Barker, pointed out the importance of education and training. I was a beneficiary of the cycling proficiency tests offered in schools. I am delighted that the Government continue to support it and have recognised it through additional funding of the £50 million for the Bikeability scheme.
As we all recognise, cycling is a form of transport that has positive benefits for the health of the cyclist, for the environment and for the economy. The cycling economy is worth £2.5 billion per annum and 23,000 people are directly employed in bicycle sales. Every year 3 million bicycles are sold in the United Kingdom.
I assure your Lordships, in particular my noble friend Lord Young, that the Government are fully committed to creating and promoting a safe environment for all road users, including cyclists. As I have set out, achieving this vision is by no means straightforward. I acknowledge and align myself to the words of the noble and learned Lord, Lord Scott, and the noble Baroness, Lady Flather, as well as my noble friend Lord Caithness, that this is not just about the Government but that the Government have a key role. The strategy is part of that and involves manufacturers of technology, the police and, as noble Lords have pointed out, cyclists themselves. Lighting on bikes is important. Visibility jackets also help.
The Government are continuing to provide investment to promote the take-up of cycling. In 2010, for every person in this country £2 was spent supporting cycling; spending on cycling is currently £6 per person. The noble Lord, Lord Berkeley, asked me specifically for a breakdown of the figures vis-à-vis the £1.39 that he cited. I shall write to him on that. This is a mixture of commitments from central government but also contributions reflecting the priority that local authorities are giving to this issue. There was mention that this may be London-centric, but when we look across the country we see that cycling ambition cities include Birmingham, Bristol, Cambridge, Leeds, Manchester, Newcastle, Norwich and Oxford.
The Chancellor’s Autumn Statement committed us to investing over £300 million in cycling and walking programmes over the life of this Parliament. This includes £114 million for delivering the Cycle City Ambition programme in full and the £50 million to which I have already alluded for the Bikeability programme. I take on board and will take back the suggestion from the noble Baroness, Lady Barker, as to further clarity. The moneys are often there and it is about finding the best route of sourcing those moneys.
Talking of funding, other sources of long-term funding include £580 million for a new access fund for sustainable transport that the noble Baroness mentioned. That includes £80 million of revenue funding and £500 million of capital funding through the Local Growth Fund. This means everyone who wishes to can invest up to £10 per head in cycling, as these cycling ambition cities are showing. We also know that local enterprise partnerships are already doing a lot to deliver better facilities for cycling and walking, investing over £500 million of the £4 billion allocated to transport so far.
In the mean time, my department continues to oversee the delivery of existing programmes. I have talked about the cycling ambition cities. We are also investing over £200 million to deliver cycling networks including, as noble Lords have suggested, the Dutch model—Dutch-style segregated cycle lanes—in Cambridge and new strategic routes in Greater Manchester. Elsewhere, Highways England’s cycling strategy, launched in January 2016, outlines its plans to provide a safer, integrated and more accessible strategic road network for cyclists and other vulnerable road users. This includes investing £100 million in 200 cycling schemes between now and 2021.
I have mentioned the role of local authorities, and we have heard today about different initiatives that can be taken. They have the flexibility to introduce 20 miles per hour limits. Since 2011, all English local authorities have been able to provide Trixi mirrors at road junctions to make cyclists more visible to drivers and to install “No entry except cycles” signing to facilitate contraflow cycling.
The department has also been working on revising the Traffic Signs Regulations and General Directions, which will introduce a number of improvements to help local authorities provide for cycling. We have also seen these on our travels. My department has worked with TfL and other local authorities to use some of them ahead of new regulations coming into force—I refer to cycle boxes. Local authorities have also been given guidance to help them to design good schemes within current legislation through Local Transport Note 2/08, which includes best practice highlighted by noble Lords.
There are many schemes under way. I mentioned Bikeability training and education. As we have heard from this debate, this is evolving. Our strategy will underline the importance that this Government attach to cycling. We shall work across the board and, as the strategy comes to fruition, we want to share good practices and ideas—I invite noble Lords to do so—to ensure that we do create that kind of environment that we all desire.
It would be remiss of me not to mention the TfL Safer Lorry Scheme. Again, we need to learn lessons from such initiatives that can be shared as we go down the route of devolution. I believe devolved authorities can share and learn, and such practices should be shared across the board.
Finally, I turn to a point that has been raised in previous debates and was raised today by the noble Baroness, Lady Flather, and my noble friend Lord Caithness. Although the majority of cyclists are law-abiding, we recognise there is a proportion who do not obey the laws, for example by cycling without lights or in a dangerous manner or by disobeying traffic signals. This type of behaviour represents a danger to pedestrians and other road users but also to the cyclists themselves. The enforcement of traffic laws is an important part of protecting the safety of all road users.
This has been a very informed, passionate and valuable debate. In my contribution, I hope I have illustrated that the Government see promoting cycling as a safe means of transport as an important issue. With the actions the Government have taken in the past and those through which we continue to build on that, please be assured that the Government are committed to focusing our efforts to promote cycling as a healthy, safe and enjoyable activity for people of all ages.
Passenger and Goods Vehicles (Tachographs) (Amendment) Regulations 2016
Lord Ahmad of Wimbledon Excerpts(8 years, 9 months ago)
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Lord Ahmad of Wimbledon
That the Grand Committee do consider the Passenger and Goods Vehicles (Tachographs) (Amendment) Regulations 2016.
Relevant document: 15th Report from the Joint Committee on Statutory Instruments
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, these draft regulations are being made in order to update the existing domestic legislative and enforcement regime to comply with EU Regulation 165/2014 on tachographs. As noble Lords will be aware, tachographs monitor and record the amount of time that a commercial driver has spent driving. They are used in heavy goods vehicles, passenger service vehicles, and some light goods vehicles. Tachographs allow the enforcement of drivers’ hours rules, thereby creating a level playing field for vehicle operators. Tachographs also play a crucial role in keeping our roads safe by ensuring that professional drivers’ working hours are not excessive, and that the risk of accidents as a result of fatigue is reduced.
The directly applicable EU regulation makes small technical amendments in order to strengthen the standards that workshops must meet in order to install, check, inspect and repair tachographs. The EU regulation also paves the way for the introduction of new smart tachographs, which will periodically record a vehicle’s location via satellite technology. These will be more resistant to tampering and allow for easier enforcement. They will also make life easier for drivers by no longer requiring them to manually record their location.
By updating our domestic legislation in the light of this new European measure, these domestic regulations will ensure that the enforcement of EU drivers’ hours and tachograph rules can continue. If we do not make these changes, the UK enforcement agencies—the Driver and Vehicle Standards Agency and the police—risk no longer being able to enforce against tachograph offences. That would not be acceptable. It would compromise road safety and driver welfare.
To ensure the effective implementation of the EU regulation, my department, the Department for Transport, undertook a formal consultation in March 2015. There were two areas of flexibility in the legislation that we have opted to take up, following support from the industry. First, we are amending the legislation to continue to take up certain national derogations to drivers’ hours rules, thereby potentially reducing the administrative burden on industry. Secondly, we are allowing the DVSA to authorise field tests of non-type approved tachographs. There was broad support for these proposals across industry and I do not believe that this could be seen in any way as gold-plating. The consultation supported the view that the impact of the regulation on drivers and operators will be negligible. Drivers’ responsibilities will remain the same and the regulation extends certain exemptions. We remain confident that these changes are also low-cost, an assessment that the Regulatory Policy Committee has confirmed, and that they are likely to result in zero net costs to industry and the Government as a result of the changes to the domestic framework.
In conclusion, these draft regulations are important for the continued enforcement of important road safety rules, and for the future of the commercial driving sector by anticipating the introduction of a new generation of tachograph. They have support in the industry, which we should remember is a sector that underpins much of the UK economy. I therefore commend these regulations to the Committee.
Lord Rosser (Lab)
My Lords, I thank the Minister for his explanation of the purpose and effect of the SI, which updates existing provisions in primary and secondary legislation to comply with EU Regulation 165/2014 on tachographs, which comes into effect from the beginning of next month. The EU regulation increases the requirements on member states for the audit and quality control processes for tachograph calibration centres. In light of the existing quality control processes that are already in place in the UK, the regulation would appear to require very little practical change in that regard.
We welcome the fact that operators who have made significant investment in establishing their own tachograph centres will not be barred under this regulation from testing their own vehicles. However, in that regard it appears—I am sure that the Minister will put me right if I am wrong—that the Department for Transport’s recent Motoring Services Strategy, which suggested examining possibilities for the delivery of the HGV annual test, including examination of the test by individuals in the private sector, appeared to contemplate this kind of constraint, which has been avoided in these regulations. Can the Minister give an assurance that discussions regarding the delivery of the HGV annual test in the future will be full and open, with nothing ruled out at this early stage?
Lord Ahmad of Wimbledon
My Lords, first, I thank the noble Lord, Lord Rosser, for his response and for keeping me company during this important debate. I also thank him for his broad support for the proposed SI. To pick up on some of his questions, he raised the issue of HGV drivers, and as he explained, certainly that is my understanding as regards the openness of the process. However, I will write to him specifically if that is not the case. He also raised issues on the current prosecution and conviction rates for drivers on tachograph offences. Looking at 2012-13, we recorded conviction rates of 3,794; in 2013-14, convictions were at 4,050; and in 2014-15, the figures were at 2,861. The DVSA, together with the police, continues to be responsible, as I said in my opening remarks, for carrying out the checks, both on tachographs and on the roadsides. We remain confident that the introduction of the smart tachographs—picking up on the point that the noble Lord also made—will in effect be a gradual, evolving process and will take a period of time. It is my understanding that, from 2019, they will be introduced for new vehicles coming online but that, for existing vehicles, there is no requirement, I believe, until 2034, so there will be a period of time allowed for existing technology to apply.
The noble Lord also asked about the derogation and expressed some concern about increasing the radius of operation for certain driver hours from 50 kilometres to 100 kilometres. In the United Kingdom we are opting to continue to make use of these derogations that are allowed under this particular directive. The alternative would be to have no exemptions at all—we believe, as I said in my opening remarks, that this would increase the burden on business, if we compare it with the status quo. We also believe that derogations are common sense; they are limited both in distance to 100 kilometres and to the type of vehicles to which they apply. These vehicles are Royal Mail vehicles, vehicles transporting live animals and light goods vehicles that are propelled by gas or electricity. I trust that I have covered the questions raised by the noble Lord; if there is any other matter to update him on then I will of course write to him.