Private Parking Code of Practice

Debate between Lord Lipsey and Lord Leigh of Hurley

Thursday 14th September 2023 Lords Chamber

[Lord Leigh of Hurley (Con)]

My Lords, I congratulate the noble Lord, Lord Lipsey, on securing this debate. It is, perhaps, a slightly strange moment to have it, being right in the middle of the call for evidence to which he referred, which closes on 8 October. We might have perhaps had the debate when we had made a bit more progress, as he indicated—but so be it.

I remind your Lordships of my interests and inform your Lordships of my employer.

[Lord Lipsey (Lab)]

I am sorry to interrupt the noble Lord, but my Motion was put down long before the new document came out.

[Lord Leigh of Hurley (Con)]

I thank the noble Lord for that clarification. None the less, we find ourselves in a very poorly attended debate for 90 minutes, possibly due to its timing, which might have been deferred. So be it.

I was drawing your Lordships’ attention to the fact that my employer, Cavendish Financial, acts from time to time for clients in the parking sector, but purely to offer corporate finance advice and on no other matters. I first spoke on this subject in the debate on my noble friend Lord Hunt’s private Bill, which became the Parking (Code of Practice) Act 2019, on 18 January 2019. I think that I am the only speaker from the Second Reading of that Bill present today.

Very many people have an interest in parking. There are some 250 billion vehicle miles travelled in the UK every year, and, interestingly, vehicle ownership has increased by 57% since 1994. I do not accept the suggestion that this Government are anti-motorist, particularly since the most egregious anti-motorist act was taken by the Labour Mayor of London, Sadiq Khan. I was canvassing in Uxbridge and South Ruislip and felt the degree of irritation that people were, in effect, prohibited from driving their cars into central London by the ULEZ charge.

I was motivated, in part, to speak in my noble friend Lord Hunt’s debate because Westminster City Council had moved dramatically to reduce the single yellow lines available in its borough and increase the double yellow lines. My freedom of information request revealed that, in one ward alone, some 433 metres of single yellow lines had been lost to double yellow lines. It is true that many people claim that the main benefit of being elevated to the peerage is to have free parking in SW1. I am not sure that that is entirely fair; none the less, many of us have a strong interest in this matter.

In the debate on the Bill, we heard from its sponsor, my noble friend Lord Hunt of Wirral, that there were a lot of issues facing customers, relating largely to appeals, poor signage and collection—as the noble Lord, Lord Lipsey, mentioned. The Bill received widespread support from all sides of the House but was of course challenged by a judicial review—which the parking operators are more than entitled to do. While I certainly take some exception to a British industry being described as a “mafia” when it is carrying out regular, lawful business, I accept that the challenge does not seem to have been handled well by the then DHCLG. I gather that the officials were slightly out of their depth and, as a result, we have been in abeyance. But there is a call for evidence and I understand that discussions between the new department and the industry have taken place as recently as this week.

So the implementation of the private parking code of practice has stalled, primarily due to the proposed imposition of a reduction in the value of parking charges and the removal of debt recovery fees, without any impact assessment being carried out. DLUHC, as it is now called, has claimed that the increase in the number of parking charges issued over the past decade is indicative of a system that is inherently unfair and not fit for purpose. It is seeking to reduce the number of charges issued and to see more people being able to park with peace of mind. However, its proposal to reduce the deterrent value of a parking charge is counterintuitive; it is more likely to lead to an increase in abuse, reducing the available parking for compliant motorists who do the right thing.

DLUHC also proposed a ban on debt recovery fees, on the grounds that they were not fair, and related that to the fact that motorists who pay the debt recovery fee were contributing to unrecovered costs from motorists who do not pay. That would appear to be the norm across a number of sectors and most industries, certainly including all the retail sector; the difference between the parking sector and a standard business is that the cost of parking enforcement tends to be borne by the non-compliant motorists and not the compliant motorists. So the bone of contention seems to be about the amounts that can be charged and debt collection.

On the amounts to be charged, clearly if they are too low, they will not be a deterrent. At the moment, only 0.27% of parking events led to a PCN, suggesting that the deterrent is high enough to bite. As I understand it, the industry is, in principle, in agreement. The majority of the rest of the code and the trade associations are aligning their codes with the single code, where practicable and, hopefully, with a view to early adoption.

The rest of the code will continue to drive professionalism and improve standards while codifying minimum standards across the sector and adding layers of external oversight. It would be a win-win if the two contentious and unjustified points were removed from the code and the rest was immediately adopted. There is scope for the value of parking charges and debt recovery fees to be reviewed by the scrutiny and oversight board after the code is implemented and its effect properly considered and reviewed.

The code of practice talks about charges as low as £50, dropping to £25 outside of London. Let us think about this. If four people share a car and take it to, say, a railway station and park illegally, would they think it too painful to share a £25 charge for the car to be left somewhere that could inconvenience their fellow citizens? Even in London, £80 falling to £40 means that there would not be enough bite; even TfL recognises this and has just increased its deterrent from £130 to £160.

As for the comments of the noble Lord, Lord Lipsey, about the charges being unpopular, 81% of respondents to a DHCLG consultation undertaken earlier were in favour of charges of at least £80 and even £100 or £120. The current proposals represent a 58% reduction in deterrent for most common breaches outside London. For some reason, charges by local authority councils outside London are set by His Majesty’s Government but not in London. I have no idea why; perhaps my noble friend the Minister can explain it. Of course, with inflation, the £100 set in 2012 should really be £137 now.

Parking fines affect only a small proportion of motorists and businesses—in particular retailers, who need motorists to feel encouraged to come to shop and carry goods home with them easily.

Finally, I mention APCOA, which the noble Lord, Lord Lipsey, referenced, in respect of one specific matter: Heathrow. It is not exactly a parking charge but it is in lieu of one that, when one goes to Heathrow, one has to pay a £5 penalty for visiting. I do not object to that in principle but I object to the method by which payment is required, which is that one has to go to a website, enter details then hope that it has been processed properly on the basis that you know if it has been but you do not know if it has not. I suggest to my noble friend the Minister that an idea might be to require Heathrow and other airports to have a tap machine that, as one passes, pays the £5 charge, thus negating the necessity of having to go to a website. Most people are slightly stressed when travelling to an airport and have other things on their mind. It would be great if regulation were brought in to make that payment simpler.

Let us hope that common sense prevails and that the code is brought in with sensible levels as soon as possible.