Hovercraft (Application of Enactments) and Merchant Shipping (Prevention of Pollution) (Law of the Sea Convention) Amendment Order 2022
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Baroness Randerson (LD)
No, the situation will not be different in Wales; as so often, it is a case of “England and Wales”.
I join the noble Lord, Lord Berkeley, in asking why this is happening at this point. My research suggests that not only is there only one public hovercraft service left in Britain, but there appears to be only one commercial hovercraft service left in the world. If that is the case, hovercraft really are yesterday’s technology. They are even less likely to make a comeback following the huge increases in the price of fuel, because they consume very high amounts of fuel as well as being unreliable as a passenger service, of course, because they are difficult to operate in bad weather—and we get a lot of that in the UK. In modern terms, although hovercraft are exciting and interesting to travel on, they are environmentally unacceptable because of their high fuel consumption.
My suspicious mind led me to wonder whether there was a specific Isle of Wight issue. I would be grateful if the Minister would address in her answer whether specific aspects will be applied to the Isle of Wight service, which, despite all that I have said, is an important part of the infrastructure connections for people living on and visiting the island.
When I had stopped wondering why the measure was being introduced now, after all these years, I wondered whether this was part of the major catching-up exercise that the Minister has bravely embarked on in her department. We know that the Department for Transport has a backlog of marine legislation that long pre-dates her coming into her position there. Is this part of a routine catching up to ensure that we can apply rules to hovercraft that apply to other types of seagoing vehicle? I would be grateful if the Minister could answer my questions now, or in writing afterwards if she is unable to do so immediately.
Lord Tunnicliffe (Lab)
My Lords, I welcome this order to support the Government in meeting pollution prevention requirements and ultimately making our waters safer in compliance with international standards. Hovercraft are a technical wonder but can be particularly harmful to the natural environment. Although the usage of these vehicles in the United Kingdom is not particularly widespread—indeed, it is not spread at all—Ministers are right to consider how we can eliminate their negative effects.
Although the UK is currently no longer a world leader in sea transport, by decarbonising maritime we can certainly aspire to become one yet again. I hope this instrument can form a small contribution towards that goal.
However, it is disappointing that the development of this order has not been used as an opportunity to properly engage with the limited hovercraft industry that exists today in the UK. While I appreciate the reasons given by the department for not formally consulting on this legislation, I hope the Minister can at least clarify that discussions took place with those who operate in the sector. I also hope she is able to confirm the Government’s wider strategy for improving the cleanliness of the seas through better regulation of the maritime environment.
The noble Lord, Lord Mountevans, raised a point about the criminalisation of seafarers, and I am sure we all share with him that this should not be unreasonable. But we are in an environment—I think Grenfell has brought this environment to our attention—in which the assurance that regulations are fit for purpose, which is the responsibility of government and its agencies, and the execution of those requirements must have a clear responsibility chain. I have no idea about the detail of these orders, but it has to be a good thing for seafarers to be required to be responsible for their craft and confident, as far as reasonably practical, that the state of their craft and its operation are properly regulated.
I am all in favour of this sort of regulation. The important thing is that it must be good regulation that is easy to understand and fairly implemented. There is no case for poor regulation. There is much that good regulation does, and in circumstances where it breaks down it sometimes has a catastrophic consequence.
Baroness Vere of Norbiton (Con)
I thank all noble Lords for their consideration of this order. It was a helpful discussion, and I will address some of the points raised as I am able. I may well write a letter, but I hope not to on this occasion because I think I have some answers, which makes a change.
I turn first to the noble Lord, Lord Mountevans, and the creeping criminalisation of seafarers. It is right that seafarers are held to account, and we should not expect anything other than that. However, it is also the case that we need to make sure that the right seafarers are held to account, and that it is not those at the bottom of the tree who bear the brunt and end up receiving the penalties. It should be those with the responsibility for ensuring that vessels meet the requirements, wherever they come from. It is not our intention to criminalise unnecessarily, but we want to make sure that the appropriate penalties are available where breaches occur and, in this case, that breaches of both safety and pollution prevention incur criminal penalties.
The noble Lord mentioned differences between Southampton and Aberdeen, but I am not sure that there would be. The order enables the Secretary of State to make regulations to make provisions to impose fines and a custodial sentence of up to two years, and that would be the same under the Scottish system as under the England and Wales system. If I have got that wrong, I will write to him. It would not be right that vessels could just go off to Aberdeen and say, “Sorry, you can’t put me in jail up here because I am in Scotland”. I am sure nobody wants that. I will look into that in a little more detail.
The noble Lord, Lord Berkeley, asked: why now? This is resulting from an international obligation, and we are very keen to make sure, particularly on maritime—as the noble Baroness, Lady Randerson, pointed out—that we really are working in as close a lock-step as we possibly can. Noble Lords may say, “Why hovercraft? Aren’t they some outdated technology, et cetera?”. We may think that now, but that does not mean it will be the case in future. Who knows what may come along in future?
The noble Lord, Lord Berkeley, also questioned why it is different. There is an entirely different legislative underpinning to hovercraft, as I have now learnt. They are viewed as very different vessels. Certain regulations apply just to them because they have their specific foibles. The point about what we are trying to do today is to make sure that there is as level a playing field as possible. It is all about bringing together as many vessels as appropriate under the same umbrella to create that level playing field, which I think noble Lords would all agree is fair.
Goods Vehicles (Licensing of Operators) (Amendment) (No. 2) Regulations 2022
Lord Tunnicliffe Excerpts(3 years, 7 months ago)
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Baroness Randerson (LD)
My Lords, I thank the Minister. I had a sense of déjà vu when I saw this instrument on the list for today. To be honest, it is tedious enough that we have to go through the vast list of SIs as part of the replication of EU regulatory structure without having to deal with errors, although it is not surprising that there are errors. One can hardly process the amount of legislation that we have been dealing with for the last couple of years without the occasional error creeping in. I was horrified today to read that Jacob Rees-Mogg has a plan for us to go through all 2,000-plus pieces of EU legislation within the next two years to re-examine them.
May I cut to the core of the issue? The Minister has explained that road transport operators were mistakenly included in the original SI alongside goods operators. One of my questions was going to be about the impact on the traffic commissioners’ powers, but the Minister has explained that. She has also explained clearly the number of cases involved.
My other question is, to go back to the original SI, why are passenger vehicle operators excluded? Why do they not need transport managers in the way that goods vehicles and their fleets need them? Is there separate legislation that covers passenger transport operators or is it that, for some reason, they are not regarded as in need of managers in the same way? Other than that, I am delighted to see that this error has now been corrected and it should, I hope, be fully operational and effective.
Lord Tunnicliffe (Lab)
My Lords, I welcome the introduction of this SI to amend the errors in the previous regulations approved by this House in March. As the logistics sector experiences an unnecessarily difficult time, it is disappointing that even the initial piece of secondary legislation has problems. There is an important point here in that the Government previously claimed errors in the initial drafting would be rectified through the negative procedure, which clearly has not been the case.
Three months later, the House is finally to approve a technical instrument to right the wrongs of the previous legislation. I hope this will bring this specific matter to a close, though unfortunately it will not solve the chaos that is still plaguing British business. Weeks away from the summer holidays, the Government must bring forward a plan to fix the crisis and bring much-needed certainty.
Baroness Vere of Norbiton (Con)
I am grateful to both noble Lords who took part in this short debate and will answer the issues they raised. The noble Baroness, Lady Randerson, asked about passenger vehicle operatives needing transport managers. They do need transport managers and always have done. If the noble Baroness recalls, the issue we were discussing here was the extension of the requirement to have transport managers to much smaller vehicles. It was basically down to vans between 2.5 tonnes and 3.5 tonnes, I think. It was only because it was a requirement of the TCA that we matched what the EU was doing in that area, but the passenger service vehicles require transport managers now and always have done, so there is no change for them.
On the point about procedure raised by the noble Lord, Lord Tunnicliffe, I sincerely wish this had been done by the negative procedure; I feel that we could have got away with it but the sifting committee did not agree, which is why we are before the Committee today. As he knows—we had a debate around it the other day—the Government are very focused on what might happen in the summer in terms of challenges to road traffic in Kent. We are working closely with the Kent Resilience Forum and will continue to do so.
Motor Vehicles (International Circulation) (Amendment) Order 2022
Lord Tunnicliffe Excerpts(3 years, 7 months ago)
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Baroness Randerson (LD)
My Lords, I thank the Minister for explaining so clearly how this will work. The Government launched this SI with much fanfare early last month—fanfare and the obligatory swipe at the unacceptable nature of EU bureaucracy that necessitated the SI. That is called Brexit, and those of us who opposed Brexit pointed out that if you do not belong to the club, you cannot benefit from the rules and, unfortunately, that lesson is becoming all too clear. Hence, we have this measure, which is one of a long line of complex, awkward fixes that we have discussed here in this Committee, over the months and years, to try to defray the damage that we are suffering from as a result of no longer being a member of the EU.
Of course, this order is very welcome as far as it goes, but it has taken a long time to get to this point. Since we left the EU, our specialist hauliers have been limited to, I think, three EU stops per tour, and many of them have already established bases in the EU to overcome this, with a resulting loss to the UK economy. It is not as if the firms in this sector did not warn us that this would happen. I was a member of the EU Internal Market Sub-Committee, and back in 2018, we took evidence from an organiser of major exhibitions who predicted exactly these problems.
One of the phrases the Government like to use frequently is “world-beating”. Often, it is a sad exaggeration, but in relation to the cultural sector it is very accurate. I would prefer to say “world-leading”, but the point is that our soft power through the cultural sector has been immense and is sadly diminished as a result of the constraints on touring in Europe. I have a number of questions for the Minister. It is 18 months since we left the EU. Can she perhaps explain why it has taken this long to get to this important measure? Ideally, it should have come in smoothly and immediately after we left the EU.
Paragraph 7.6 of the Explanatory Memorandum refers to a maximum period of transfer for a vehicle to a British operator licence as being
“six months in a twelve month period.”
I understand the concept of “temporary”, but why is six months the definition of “temporary”? Why not eight months or any other number of months within 12 months? Is there a legal basis, or is this something that was just added on?
Paragraph 7.4 says:
“This Instrument does not permit transportation of any item of goods for the intention of being sold on (such as merchandise).”
That is actually a very prescriptive limitation. I was part of a music group many years ago touring in Europe, and we took CDs with us. There would not be CDs now, but we also took t-shirts and souvenir programmes to be sold. It would appear that we would not be allowed to do that now. Such items are, very often, marginal. They are just part of giving that little extra edge to the operator. They are an important part of spreading our soft power, getting the name of the group known abroad.
So why is it that they are excluded? It seems it could incur considerable or disproportionate expense to carry them separately—a whole separate vehicle or separate haulage charges in some other way. It does not, to my mind, seem necessary. Was any consideration given to allowing goods of that type to a certain limited amount—maybe limited in total value or limited as a proportion of the total?
The net result of this SI is that some foreign-registered vehicles will be operating in the UK on British operator licences. This in itself presents enforcement challenges, which I am sure the Minister will have gone through, but could she give us some idea of the numbers expected to be affected by this? Is it hundreds, tens or thousands? What estimate has been given? There is a lack of impact assessment once again. The words used are that there is no significant impact on business. I had hoped that there will be a significant impact on business and therefore I am surprised that an assessment was not made.
Of course, I welcome this hope it does the trick, although the Minister has reminded us that it might not work for everyone. Sadly, we have heard of a number of artists who have stopped touring already and, unfortunately, they will not all return as a result of this. We have lost stature as a result of this situation.
Lord Tunnicliffe (Lab)
My Lords, I was expecting a very dry debate on this relatively straightforward SI, but one of the joys of this place is that you are allowed to discover fellow Members meeting by meeting. The idea of the noble Baroness, Lady Randerson, leading a life previously as a groupie—though I hope not quite at that level—adds a little excitement to this debate, which it perhaps needs.
I welcome the introduction of this instrument to support British touring overseas. The House is aware that, since the UK left the European Union, companies which tour Europe have faced new obstacles in continuing their work and we all hope that this order will help them overcome this. The Government are right to bring forward these new provisions to allow certain hauliers to operate both in the UK and EU without having to pay vehicle excise duty—in effect, benefitting from the single market access rights.
I will not detain the Committee for long but there are three issues on which I would appreciate clarification. First, can the Minister explain why the measures are coming into force in August rather than earlier, especially given that the industry is particularly busy during the summer season? Secondly, the department has estimated that up to 50 specialist events hauliers, which in total have 1,000 vehicles, may decide to use this measure. How was this figure calculated and what proportion of specialist events hauliers does it represent? Finally, what steps will the Minister take to make the industry aware of these changes and to monitor their effectiveness? I hope the Minister can provide clarification on these points.
Baroness Vere of Norbiton (Con)
My Lords, that was relatively brief and moderately pain-free, but I will certainly answer as many questions as I can—and will write, as I can spot at least two I am feeling a little bit dubious about.
I think it is worth scooping up comments made by the noble Baroness, Lady Randerson, and the noble Lord, Lord Tunnicliffe, about what the timelines for this look like, how we ended up where we are now, why it was not done earlier, et cetera. Eighteen months ago, when we finally left the EU, there were all sorts of other things going on. There were not that many tours going on at the time, but we were aware that there was this potential issue with specialist events hauliers. As noble Lords may be aware, we explicitly requested bespoke arrangements for this sector when we were discussing the TCA, but the EU rejected those proposals so we have had to develop from there. It is the case that we went back and 100% checked with the EU whether it was absolutely sure that it could not think of some way for it to proceed. DfT officials raised that matter at the specialised committee on road transport in November 2021, noting that this sector had been disproportionately affected by the TCA and that this would have knock-on effects on artists affecting future cultural exchange for both sides.
We did not get far on that—I am not going to lie—and therefore realised that we would have to speak to the sector, as we would normally do in these circumstances, to understand exactly how we could help it. We did the consultation in February 2022. I cannot remember exactly how many people responded; I think it was something like 28. It was not a huge number, reflecting the relative size of the sector, which is not massive. After the consultation closed, we had to analyse the responses and shape the final policy position because, as I noted in my opening remarks, this does not help everybody and we wanted to make sure that we could help as quickly as possible. That is a very long-winded way of saying—the noble Lord, Lord Tunnicliffe, looked at his watch there—that the earliest we can get this into force is in August 2022.
However, I have positive news because we have done an interim measure. It is an exceptional administrative process which basically allows what we are proposing in the statutory instrument to happen now. That means that we have managed to safeguard the process over this summer. If differs from dual registration in that no legislative changes are required and it is instead implemented through an administrative arrangement with the Office of the Traffic Commissioner, but we recognise that that is quite temporary and we do not want to continue that arrangement without a firm legal footing. That is where we are with that.
The noble Baroness, Lady Randerson, asked why six months, and I am afraid I do not have the answer. I think there is a broader issue about vehicles coming into the UK in general, in that they can come in for six months before something has to happen. I will write to the noble Baroness because I do not think that is a good enough answer.
The noble Baroness raised an important point about merchandise, which I thought was very interesting. However, the goal of what we are trying to do today is to focus on certain specialised vehicles. The reason we have this problem is that you load your cultural objects or your things relating to your event into your truck, which itself is specialised for transporting specialised equipment. That is why we are very clear that that equipment must not be amended, altered or sold, otherwise it becomes something entirely different. When it comes to merchandise, you do not need a specialist truck to transport CDs, brochures or whatever; they can be transported by any good courier company. I shall see whether I can find anything more about that. The whole point of this order is to focus on these trucks, which are simply not available to meet the needs of the artist or whoever across the EU, and you would not want to change them.
Travel Disruption at UK Airports and Ferry Ports
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Lord Tunnicliffe (Lab)
My Lords, as experts warn that disruption is likely to persist through the summer months, the Government must take responsibility and act to ease the chronic disruption at ports and airports. This week alone thousands of flights have been cancelled and hauliers have had to wait at Dover as a result of lengthy queues.
The travel chaos is now damaging the UK’s supply chain and world-class businesses, as well as ruining holidays. Sadly, this disruption was not inevitable. Ministers should have prepared months ago, working with the industry representatives to put together a co-ordinated plan. It is now eight months since the Government appointed a logistics task force to manage the supply chain crisis causing chaos at Dover, but Ministers have since admitted that this task force was abolished the day after, when the reshuffle took place.
The defining feature of good government is an ability to spot crises ahead and then co-ordinate properly to avoid them, but this is exactly what Ministers have been unable to do. I am reminded of the millennium bug ahead of the year 2000, which many now erroneously think was a myth. As the head of a large, complex organisation at the time, I found the Government’s intervention tiresome, but, as our understanding of the problem grew, we were grateful for the early intervention. The truth is that the millennium bug did indeed pose a real danger to the UK economy and infrastructure. It was only through proper management that the danger did not materialise.
The Government have failed to avoid this crisis, and now Ministers need to show some responsibility and take concrete steps to tackle the chaos growing on their watch. First, we need co-ordination, and that means convening emergency talks with the major ferry operators and Eurotunnel Freight to boost capacity on routes over the channel. Parallel talks are needed with the airline industry to try to solve the crisis, or at least manage the shortages in an orderly way. As part of this, the Government must bring together industry, airports, unions and Governments to tackle the chronic low pay hampering recruitment and address the skills shortage leaving the aviation industry thousands of staff short for this summer. In the past, there was loyalty in the civil aviation industry. That has been eroded by employers’ efforts to reduce costs by making workers poorer. Not surprisingly, people made redundant in the pandemic have better jobs, with more sympathetic employers, that they are unwilling to leave.
Secondly, Ministers need to form a supply-chain council of key industry groups, ports, unions and Government, so their voice is heard loud and clear in the planning, preparation and delivery of measures to tackle the disruption. This council can then be used as a springboard to cut the red tape choking British business, with veterinary agreements to reduce checks and forms for fresh food and goods, contributing to the lengthy waits at ports.
Finally, we also need real leadership to tackle the Cabinet Office backlog in security checks for airport staff, to allow employees to be safely recruited ahead of the busy summer period. In addition to this, the Government must also look to the future and improve conditions for hauliers around Dover, with proper facilities for drivers to wait in comfort along the first phase of the route. If Ministers had properly planned, prepared and co-ordinated, this crisis could have been avoided. Sadly, they have not, and we are therefore dealing with the consequences.
Ryanair: Afrikaans Language Test
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Baroness Vere of Norbiton (Con)
I warmly invite the noble Lord to a QSD that will take place in your Lordships’ House at about 3 o’clock today. I will be going into great detail about what the Government are doing in terms of our work with the airports and airlines. It is the case that it is not every single airline and airport, but there is much we can do with the entire sector regarding skills, recruitment and training, and we are working on that. We recognise that there are challenges for the sector, and the Government are going to step in to do what they can.
Lord Tunnicliffe (Lab)
Given the uniformity of view on this question, may I probe the Minister a little further? Can she tell us what powers the Government have to force Ryanair to take a more enlightened view?
Baroness Vere of Norbiton (Con)
As I said, I am probably not going to go much further than I already have, because we have yet to hear back from Ryanair. A number of noble Lords have recognised that the CAA, as the UK’s regulator, may well be able to assist Ryanair in reaching the right decision.
Electric Vehicles: Supporting Access
Lord Tunnicliffe Excerpts(3 years, 8 months ago)
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Baroness Vere of Norbiton (Con)
My noble friend is right that many people do not buy any vehicle. Indeed, fleet operator businesses represent around half of the new vehicles purchased in this country. It is important that those vehicles then come into the secondary used car market once they have ended their useful life within businesses. That happens after around three years, so we expect a number of zero-emission vehicles to come into the used car market in due course. We recognise that there are probably not enough of them there now, but that is just a function of time. We can work with fleet operator businesses and get them to buy new zero-emission vehicles, which will then come into the used car market.
Lord Tunnicliffe (Lab)
My Lords, does the Minister accept that, because of the paucity of public transport outside London, many workers—including quite low-paid ones—are absolutely dependent on a motor car? Does she also accept that the private sector, which is so praised in the department’s latest guidance, does not have a good record of making sure that facilities such as this are provided at reasonable cost? Is it an objective of the Government to make sure that people who have cars for their work today will be able to afford and run them in future?
Baroness Vere of Norbiton (Con)
The noble Lord raises a number of issues. It is worth pointing out that the private sector has been incredibly successful in the rollout of energy sources in the past. I do not believe that previous Governments would mandate petrol stations in certain places, nor spend billions of pounds supporting their introduction, but we are very clear that we will support the introduction of charging points. On public transport, I beg to differ: this Government are investing billions of pounds of both capital and revenue to support public transport in our great cities and our rural areas.
Touring Hauliers: Arts Organisations
Lord Tunnicliffe Excerpts(3 years, 8 months ago)
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Baroness Vere of Norbiton (Con)
They can use their own vehicles for touring in Europe if they have a standard operator licence. They still have to remain within the requirements set out in the TCA, which is either two cross-trades or one cross-trade and one cabotage. However, as I have said previously, they can get an ECMT permit to do three cross-trades. We recognise the challenges for those operating on their own account, because they have to operate within those particular requirements. However, if they are of a significant size, they may wish to set up an organisation in the EU, and then they would have slightly greater, although not unlimited, flexibility—but it might be helpful.
Lord Tunnicliffe (Lab)
My Lords, it seems to me that the Minister is saying that the Government have done as much as they intend to do. It is equally clear from the industry press that the industry feels that this is a really serious problem for small and medium-sized performers. I do not understand the industry very well, but I would imagine that big bands come from little bands and that the importance of the industry over time is that the small successes are able to grow. Surely this whole situation is sufficiently serious for the department to continue pressure to try to devise a system that works for the smaller operators.
Baroness Vere of Norbiton (Con)
My Lords, I reassure all noble Lords that we have thought long and hard about this. We have engaged with the EU but, when we did so, the exemption for specialist hauliers was rejected. Our door remains open for discussing alternative exemptions. There is a limit to what we can do on a unilateral basis. This was the best idea that came up both from my officials working on this and from our consultation with industry—68% were in favour of this. When it comes to smaller operators and those operating on their own account, the other option would be for them to go into partnership with an EU haulier and thereby provide that continuity across the system.
West Coast Main Line
Lord Tunnicliffe Excerpts(3 years, 9 months ago)
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Baroness Vere of Norbiton (Con)
I thank my noble friend for that contribution and I have nothing further to add.
Lord Tunnicliffe (Lab)
My Lords, can we go into this Avanti contract a little more? Modern Railways magazine, which tends to be an authoritative magazine in the industry, says that Avanti will be taking over the service on a national rail contract on 16 October. Can the Minister confirm that that is true? When does she expect to actually conclude the contract with Avanti? Can she explain what revenue risk, if any, Avanti will be taking? Will she perhaps illustrate what other risk Avanti will be responsible for? The key question, I think, given that there is not going to be a competitive process, is: how do we know we are getting value for money?
Baroness Vere of Norbiton (Con)
Avanti already has an emergency recovery measures agreement, which was awarded to First Trenitalia, which is Avanti, in August 2019. That was initially for seven years, so the national rail contract we are currently negotiating with Avanti will replace that. It will start on 16 October if negotiations reach an appropriate point. We will not award the contract if it is not right to award the contract, because, of course, there are alternatives. As for the revenue risks, obviously these contracts operate as all rail contracts do, whereby the Government take on the revenue and the costs; however, the train operating companies do annual business planning every year, which has to be agreed with the department. On that basis, within that, there are various performance measures that have to be met, and that is how we are able to control the railway and ensure companies are delivering value for money.
Civil Enforcement of Road Traffic Contraventions (Representations and Appeals) (England) Regulations 2022
Lord Tunnicliffe Excerpts(3 years, 9 months ago)
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Lord Tunnicliffe (Lab)
My Lords, I thank the Minister for bring forward these regulations, which I welcome. They will extend the rights of representations and appeals in parking, bus lane and moving traffic cases. I will not seek to detain the Committee for long, given that there is broad consensus on the basic principles. However, I welcome any details as to why it has taken so long to introduce these changes, given that they relate to a policy statement from two years ago.
A colleague was going to be doing this debate today so I came against the regulations only at 11.30 am. My understanding is that this is really a package made up of a commencement order that has no parliamentary procedures, a negative order that nobody has prayed against—so it will go through—and this measured affirmative order, or whatever the right term is. I hope that these regulations do a simple, uniform thing and bring the powers and appeal rights in England and Wales into a uniform piece of legislation. There are lots of nods but I would like to hear the Minister say yes to that because it would simplify how one thinks about this.
I wonder whether the Minister can offer a timeline for what flows from this package. I recognise that she may have done that in her speech but the impressive speed of her delivery was beyond my comprehension in places; I am not suggesting that she was not right and accurate, so I apologise for that. The reason I would like to see a timeline is because, as the Minister knows, the commencement of this order depends on the commencement of the negative order but I do not know when that is proposed to be. It would be useful to have on record when that will happen and when the consultation on the guidance will complete. I got the impression that the guidance might be published on the same day as the commencement. That would be unfortunate but it goes to the general issue of how motorists will know about both the offences and their appeal rights at the same time. I think the Minister said a little about how motorists will know about the offences, but knowledge about their appeal rights seems equally important.
The Committee hopes that these regulations will contribute to making the system of road traffic contraventions fairer and more effective. On broader road traffic issues, the Minister will be aware that the Government recently published an updated private parking code of practice, which caps fines at £80 in London and £50 elsewhere. Welcome as that is, unfortunately, the new code will not come into force fully until 2024. In the meantime, many parking firms are charging more than those caps permit. Does the Minister believe it is right that they are able to charge extortionate amounts before the new code of practice fully comes into force?
Baroness Vere of Norbiton (Con)
I thank noble Lords for contributing to this short debate. I apologise at the outset for my speed of delivery. I must slow down; I will slow down. I promise the noble Lord, Lord Tunnicliffe, that, next time I give an opening speech, I will slow down, enunciate and break for breath every now and again.
Some important points have been raised, which I hope to cover. I will write, of course, because I suspect that I will not be able to answer a couple of things in full. I am grateful for the broad welcome for these regulations. I accept that they have been a long time coming, particularly given that the Traffic Management Act was enacted in 2004. Then there was the issue of commencing Part 6. The delay in commencing that part and in putting these regulations before the Committee is partly down to the pressures of the pandemic; it has been a little busy in the Department for Transport. We wanted to get this right, recognising that it will be up to local authorities to put this into operation. They, too, have been suffering from a lack of time and resources during the pandemic.
We did crack on with it when we felt that things looked a little more positive but we had an issue with the JCSI, which was alluded to by my noble friend Lady McIntosh of Pickering. An error was discovered in the affirmative SI, which meant that we withdrew it and then re-laid it with the error resolved. It did not have an impact on the date of its coming into force, so it did not have an impact on the whole process of what was going to happen, but we are grateful to the JCSI for its work on finding the error because it would have been unforgivable for that to have got on to the statute book.
On the issues relating to the JCSI vires, I might write with a little more detail, perhaps to explain why we slightly differ from the JCSI and how we propose to respond to it. I believe that we will make some changes at the earliest opportunity; potentially, there is an opportunity to make a change in the first designation order, which will come soon.
On the point raised by my noble friend Lady McIntosh on resources, cameras and the gubbins that will have to be in place to operationalise these regulations, we know that some places have already put them in place. We know that London already does it but, let us face it, London is not really like everywhere else. But one might look at Cardiff. For example, in Wales, the Welsh Government commenced the Part 6 powers back in 2013 and, to date, Cardiff City Council and Carmarthenshire have acquired the designation of those powers. In Cardiff, we have a little bit of visibility about how they did it, how much it cost them and what the impact was on their budgets. The council’s latest Annual Park and Traffic Enforcement Report for 2018-19 confirms the following. For the first full year of enforcement, which was actually 2016-17—it is a little while ago, but that was its first full year, and it is the most up to date that we have—it ended up with a combined income of around £3.4 million and a total expenditure of £5.6 million, including parking. We estimate that it probably spent around £3.7 million on bus lane and moving traffic enforcement. So that was a deficit of about £0.3 million. We would expect that, in most circumstances, after the first year when things have settled down, you would end up with a surplus. As I explained in my opening remarks, that surplus can be used only on very specific things.
There is also the issue to consider, if a local authority is putting something in place, that we have said that within the first six months there will be warning notices rather than fines to be paid for any individual attracting a contravention at a particular camera. So that will reduce the income. It is also worth recognising that many of the set-up costs will be one-off costs. There will be ongoing maintenance costs for the CCTV, but they will usually be one-off costs, which can be met more than over just the first year. On the flip side, we know that costs will be mitigated somewhat by the slight increase to the bus lane penalties.
In general, in our new burdens assessment, we suggested that there was no additional burden to local authorities by implementing these regulations, and the Local Government Association did not object to the new burdens assessment. So I think either it will work out cost neutral or there will be a surplus which, as discussed, will be used only for certain areas. I take the point about some sites being very non-compliant and therefore attracting large numbers of fines. Of course, we will make it clear in the guidance how local authorities should deal with those sites. We want the cameras to be in problem sites but, clearly, there will be areas where they can improve their highways layout or, indeed, their traffic signage to make people understand exactly what has happened.
To go back to my noble friend’s question about cameras, those that are used for moving traffic contraventions must be certified by the Vehicle Certification Agency. We have very specific cameras that are certified by the VCA, and we certify cameras at no charge to the LA—the department bears the cost. We have a specific fund from which we draw down. But it is local authorities that are responsible for paying for the cameras and then putting them in place, so it is up to them.
That slightly leads on to the point raised by the noble Baroness, Lady Scott. The guidance that we will complete will set out all sorts of things in relation to operating these regulations appropriately. I have mentioned those areas where there is lots of contravention. We have worked closely with the sector on the development of the detailed statutory guidance. We have had input from a wide range of stakeholders, including the motoring groups—the RAC and the AA have been very involved—and local government: the Local Government Association and local councils. We have also been in touch with and talked to active travel groups, including Sustrans, British Cycling and Living Streets, as well as the British Parking Association and the Traffic Penalty Tribunal. Clearly, we have to get this guidance right. We need to make sure we have the right level of enforcement and in the right places.
Highway Code
Lord Tunnicliffe Excerpts(3 years, 11 months ago)
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Baroness Vere of Norbiton (Con)
I am afraid that I will not commit to meet the cycling lobby again because there was an opportunity for all the stakeholders to input into the consultation. A correct balance has been met. The motoring organisations were there as well, and we are content with how we have resolved the situation around riding two abreast. We say that you can ride two abreast but be aware of drivers behind you and let them pass. It is about getting all people on our roads to act in a very safe and considerate manner.
Lord Tunnicliffe (Lab)
My Lords, I am appalled that the Minister finds the criticism of the Highway Code and particularly how it has been introduced to be just hot air. I am very sorry that she is content; I believe she should be deeply dissatisfied. To dismiss the changes in the Highway Code as not significant is almost as if she has not read them. It is a very important modification. It requires road users to do things differently. It means that different people have different rights of way. The Minister should not shake her head—that is exactly what it requires. Where two road users both believe they have the right of way, it is potentially catastrophic.
The changes to the Highway Code are designed to make the roads safer but they are completely undermined by the lack of public awareness. The Department for Transport said it will begin launching an awareness campaign in February. Has this now been launched, and why did Minister not begin the campaign prior to the introduction?
Baroness Vere of Norbiton (Con)
My Lords, there is hot air and misinformation around this change to the Highway Code; I am not going to lie—that is absolutely true. There are also situations that have existed for decades—as I have pointed out, these are quite minor changes. Where the Highway Code says “should”, that does not mean that you are required to do anything, but, if it says “must”, you are required to it. There has always been a question, since the start of the Highway Code earlier in the last century, I believe, whereby different people will sometimes have to agree who will go first—that is just life.
The noble Lord will know that we have had quite a lot of coverage on non-paid-for communications channels, which is what we are focusing on at the moment. THINK!, a paid-for £500,000 campaign, will start very shortly, and we will continue over the summer, as various different modes tick up in their usage.