Police, Crime, Sentencing and Courts Bill

Debate between Lord Rosser and Lord Russell of Liverpool

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

[Lord Russell of Liverpool (CB)]

My Lords, I support both amendments, including that of the noble Lord, Lord Berkeley, of which I am a co-signatory. As discussed earlier, most UK road traffic legislation predates the modern era and lags some way behind. I am ancient enough to remember that in the 1950s, when travelling around probably at high speed with my mother in her two-seater red MG, RAC officers would stand to attention and salute as we went past, after seeing the RAC badge. That does not seem to happen any more. I can also remember the designer of the Mini, Sir Alec Issigonis of blessed memory. He had two rules when driving a car. First, he did not allow a wireless—as they were then called—in his car, because he thought that was a distraction. Secondly, if anybody was a passenger in his car, including Lady Issigonis, silence was required. He felt that any discourse was a distraction from driving. It is rather different now with the array of technology in one’s car, including technology allowing the car to talk back. Perhaps some people find that preferable to having their other half talk to them, but that is another matter.

I live in SW6, where the roads are like the wild south-west. I go around a lot by bicycle, and every day I see the most extraordinary and flagrant driving and bicycling. At a local Tesco Metro there is a security guard, who I know is there when his state-of-the-art electric bicycle is locked up outside. I spoke to him and looked at his bicycle, as it is a great deal more powerful than mine. I asked him, “How fast does it go?” and he said, “About 50 miles an hour.” I said, “Do you realise that’s illegal?” He said, “Oh yeah. I had it down the road the other day, and a couple of police officers came up admiring the bicycle, asked me how fast it would go, and were very impressed.” That is a strange state of affairs.

The noble Baroness, Lady Randerson, mentioned e-scooters, which I see all over the place. They are incredibly dangerous. The noble and learned Lord, Lord Hope, talked earlier about Edinburgh, where the bicycle lanes have been designed in such a way that they are now full of leaves. There is no equipment to clean them, so people are in mortal danger if they ride a bicycle in a bicycle lane. That is not good.

That is only part of the problem. As the Minister may recall, during the debate on some earlier aspects of the Bill, we talked in particular about a report from September by Her Majesty’s Inspectorate of Constabulary and Fire & Rescue Services. It so happens that that same institution produced a report in July last year called Roads Policing: Not Optional. It looked at the state of road policing and the enforcement of the types of laws and regulations across England and Wales about which we are talking. If you are responsible for enforcement, it is not a happy read. It says:

“we found that the importance of roads policing has been in decline”

for many years. In some instances, it found police forces where the officers in charge of road policing were not familiar with the relevant road traffic laws which they were meant to enforce. It asked several questions about the state of enforcement of these laws:

“How effective are the national and local strategic approaches to roads policing? Roads policing in some forces is inadequate … How well are capability and capacity matched to demand? Often capability and capacity doesn’t meet demand … How well do the police engage with the public and partners? A lack of co-ordination hinders effective engagement with the public and partners … How well are police officers trained to deal with roads policing matters? Roads policing training should be standardised and accredited.”


It then made a series of 13 eminently sensible recommendations.

If we are to have a wholesale review of road traffic offences, it has to be done hand in hand with enforcement. There is no point in having laws and regulations if we are incapable of enforcing them consistently. You may say that the time is not now but, at some point in the future, we are going to have to do something before more and more people are killed and there are more and more complex remote vehicles, e-scooters and all the rest of it. Why not just acknowledge that and bite the bullet now, rather than kick the can down the road, which we have been doing for so many years?

[Lord Rosser (Lab)]

My Lords, I will be brief because I think that the arguments in favour of these two amendments have been made very powerfully. They are both intended to require the Secretary of State to carry out a review of road traffic offences and penalties. As has been pointed out, there have been so many changes with our roads and new vehicles in recent years as to justify in itself the need for the review which these two amendments seek. As I understand it, the Government promised a full review of road traffic offences and penalties back in 2014. So far as I know, this has not yet happened. In expressing our support for these amendments and for what they seek to achieve, I simply ask what has happened to the promised review so far as the Government are concerned.

Domestic Abuse Bill

Debate between Lord Rosser and Lord Russell of Liverpool

Report stage
Wednesday 10th March 2021 Lords Chamber

[Lord Russell of Liverpool (CB)]

My Lords, I shall be extremely brief, not least because of the happy coincidence that the noble Lords, Lord Hunt and Lord Polak, have largely said what I was going to say. I thank them. I can now go and have a late lunch.

Like the noble Lord, Lord Polak, I was impressed by the Barnardo’s press release last Thursday, with all the different voices speaking in unison. My own experience of dealing with voluntary organisations over many years is that hell hath no fury like different voluntary organisations in pursuit of similar goals and, in particular, similar pools of funding. Peace seems rather dangerously to have broken out in this case. I hope it will continue.

I thank the Government for listening. It was a bit of a no-brainer with a Bill in which 25% of the accommodation-based services for domestic abuse victims were dealt with but 75% were not. That was an open goal waiting to be filled. I am grateful that the Government have acknowledged this and acted on it.

Like the noble Lord, Lord Hunt, I took note of the National Audit Office investigation and report into the state of local authority funding. I have observed a variety of individuals in this House—some of whom I have worked in co-operation with—who, for the best of reasons, ceaselessly plead with the Government to put more and more statutory duties on local authorities in a whole variety of different areas. In a sense, this is dangerous because, in a situation where local authorities are under the strains and stresses that they are, piling even more statutory duties or guidance on them runs the risk of mission failure and initiative fatigue. I am very conscious of this. It requires a joined-up approach from the different parts of Her Majesty’s Government.

The Home Office is doing its bit. The Ministry of Justice is going to do what may not come easily to it and talk more openly with the communities department —and vice versa. It was not terribly helpful that the Secretary of State, while acknowledging the councils’ problems, could not resist the political dig of accusing them of poor management. This is a bit rich coming from a national Administration who have spent the amount of money they have on initiatives such as test and trace, or who have presided over the highest number of deaths per million in the world during the current pandemic. Before one starts throwing political missiles at one’s opponents, it does one a lot of good to look in the mirror and have a degree of humility. None of us gets it right all the time.

When the domestic abuse commissioner comes back with her recommendations, I would plead with the various parts of national government and the local authorities to talk to one another, agree, buy into whatever is recommended, and put in place properly thought-through, long-term plans to deliver on this strategy and to fund it properly.

[Lord Rosser (Lab) [V]]

My Lords, government Amendment 17 requires the domestic abuse commissioner to prepare and publish a report on

“the need for domestic abuse services in England, and … the provision of such services.”

The report must be published no later than 12 months after this new clause comes into force.

Other government amendments require local authorities to keep under review the impact of the duty to provide accommodation-based services on their provision of other domestic abuse services in the community.

Amendment 30, in the name of my noble friend Lord Hunt of Kings Heath, makes it clear that the public authority may not prioritise accommodation-based support services for persons with a protected characteristic over other support services for the same person, except in so far as those persons have a greater need for accommodation-based services than for other support services.

Amendment 31 would give the Secretary of State power through regulations to extend the duty in Part 4 to include community services, instead of just accommodation-based services. I agree with the points made and the concerns raised by my noble friend Lord Hunt of Kings Heath in his powerful contribution.

Amendments 85 and 86 in my name are the community service amendments from the noble Lord, Lord Polak, re-tabled. We tabled them pending sight of the Government’s specific commitments and amendments. I will not move them. Like others in the House and outside, we welcome the Government’s amendments and commitment to consult on community-based services as part of the consultation on the victims law. I pay tribute to the noble Lord, Lord Polak, and to other noble Lords, as well as to all the organisations which have worked on this issue. I also pay tribute to the shadow Minister in the Commons, Jess Phillips, who pursued the proper provision for community-based services with some vigour and determination during the Bill’s passage through the other House.

We now need to see the Government’s words and commitments translated into real progress and meaningful action. The key to achieving this is for services, victims and perpetrators to be looked at holistically; to see what needs to be done in the round to prevent abuse, and to support victims who experience it. This also means providing services for children who are victims, for older victims and for perpetrators, as well as ensuring that there are specialist services for black and ethnic minority victims. Healthcare services are also vital.

High Speed Rail (West Midlands-Crewe) Bill

Debate between Lord Rosser and Lord Russell of Liverpool

Committee stage & Committee: 2nd sitting (Hansard) & Committee: 2nd sitting (Hansard): House of Lords & Committee: 2nd sitting : House of Lords & Committee: 2nd sitting
Thursday 12th November 2020 Grand Committee

[The Deputy Chairman of Committees (Lord Russell of Liverpool) (CB)]

Before I call the next speaker, I ask the noble Baroness, Lady Jones, to be aware that she needs to keep her mute on; otherwise, we will inadvertently see more of her than she wishes us to see.

[Lord Rosser (Lab) [V]]

My noble friend Lord Berkeley has spoken about the purpose of his amendment, calling for an independent peer review of the section of the HS2 project covered by the Bill; namely, the connection to phase 1 at Fradley in the West Midlands and to the west coast main line just outside Crewe in Cheshire.

The most recent review—and it is recent—was the Oakervee review, which started off with my noble friend Lord Berkeley playing a prominent role, which then appeared to be downgraded as time went on, until at the end he seemed to be treated as a somewhat peripheral figure. Presumably this was not unrelated to my noble friend’s views about the review and its conclusions.

My Amendment 8 requires the Secretary of State to publish a cost-benefit analysis of HS2 within three months of the Bill becoming an Act, and then to

“publish a revised assessment in each subsequent twelve month period.”

I imagine that the Minister will oppose that but, if so, I hope she will be able to tell me that that is because this will be covered in the new six-monthly reports to Parliament. Obviously, I await her response.

However, I want to raise some points about costs. Are the committed costs for phase 1 now some £10 billion, with that figure being about a quarter of the Government’s estimated total cost of phase 1? If that is an accurate or reasonably accurate figure, would the Government expect committed costs to have already reached some 25% of the total cost of the phase before the permanent works have really got under way? What is the Government’s estimated cost of phase 2a and how much has already been spent and committed? What is now the expected completion date of phase 2a? Are the Government confident that their latest cost-benefit ratio figure for HS2 could never worsen as the project continues—and, one fears, costs rise—to the point where there would be a serious question about the case for HS2? An assurance on that point would be helpful. Is it the Government’s unequivocal position that once the Bill becomes an Act, phase 2a will proceed—no ifs, no buts?

Our position is, and has always been, one of support for HS2. It was no wonder that my noble friend Lord Adonis sought unambiguous assurances on Monday, which he did not appear to get, of the Government’s continuing commitment to complete the eastern leg of HS2 in full, to plan, from Birmingham through the east Midlands to Leeds. It was a Labour Government who got this project off the ground, thanks in particular to the drive and determination shown by my noble friend. However, there needs to be a proper grip on costs once specific figures for expected costs have been announced, which also means that considerable hard evidence-backed thought needs to be given to what, realistically, those expected costs are likely to be, and the same should apply as far as the benefits are concerned.

I suspect that the Government recognise that. In a letter to me of 16 October the Minister said:

“The Government have strengthened the arrangements for governance and accountability for the HS2 project. There is now a dedicated Minister, a cross-government ministerial group and a six-monthly report to Parliament.”


Is the appointment of a dedicated Minister an admission that there has been insufficient ministerial involvement and oversight of the HS2 project and its costs by the Department for Transport for a significant part of the past 10 years? That is what it sounds like. If so, why did Ministers allow that to happen and to drag on for so long? Does the creation of a cross-governmental ministerial group mean an acceptance that there will have been no proper co-ordinated cross-government policy-making at ministerial level and oversight on HS2, including its costs, for a significant part of the past 10 years? Once again, that is what it sounds like. Again, I ask: if so, why did Ministers allow that to happen and to drag on for so long?

I would like to know why the Government think that these new arrangements will strengthen governance and accountability. In what way is governance being strengthened? What particular deficiency in the previous governance arrangements will be plugged by these new arrangements? What positive impact on the HS2 project do the Government expect to result from these new arrangements? In what way do the Government believe that accountability will be strengthened by these new arrangements? Who and what will become more accountable and to whom? What benefits do the Government expect to arise from this strengthening of accountability for the HS2 project? What will be the impact of the strengthened arrangements for governance and accountability on the costs of HS2? If it is expected to be positive—and I assume it is—why will these new arrangements involving Ministers enable costs to be better controlled than they have been under the existing arrangements?

The first of the six-monthly reports to Parliament has reported a further £800 million increase in costs over six months. Are the Government satisfied that the reasons given in the report for the increase in costs could not have been identified much earlier with more extensive preparatory work? If the Government’s answer is that they are satisfied that that is the case, that seems close to an admission that they really do not know what the final cost of HS2 will be since, presumably, further major unexpected developments or problems could continue to arise all the time. If that is the case, we can only hope that such developments and other potential issues affecting costs do not end up exceeding the contingency provision that has been made because, as we have seen and know, opponents of this project are reinvigorated every time there is an announcement of a further non-budgeted increase in costs. That is why controlling costs is important.

I hope that the Government will be able to give some clear answers to the questions I have asked and will explain why and what they believe the new arrangements referred to in the letter of 16 October will deliver in respect of strengthened governance and accountability and much better control over costs of a project we continue to support.