Planning, the Green Belt and Rural Affairs

Debate between Christopher Chope and Matt Rodda

Friday 19th July 2024 Commons Chamber

[Matt Rodda (Reading Central) (Lab)]

I am grateful for the opportunity to speak in the debate. Let me first thank my constituents for returning me to this place; I am representing many of them for the first time.

I wish to speak in support of the King’s Speech, and to raise a number of points about issues that are important to my constituents and to many others across the country. The King’s Speech set out nothing less than a programme for national renewal, presenting a chance for us to change our country for the better for the benefit of all its people, including my constituents in Reading. I want to draw on a series of examples to show just how important these measures actually are.>

I will start with the important area of infrastructure, including the need for data centres, onshore wind and new electricity connectivity. All are absolutely essential if we are to get our economy growing again after 14 years of very low growth and, indeed, austerity. Building new homes is vital for tackling the housing crisis, and I speak from great experience. Residents in Reading are under severe pressure because of the high cost of purchasing a house in the home counties, the very high cost of renting and the growing population. Thousands of local families are struggling to get on the housing ladder; they are struggling both to buy and to find good-quality rental properties.

Action to build on greyfield sites and put brownfield sites first is essential in trying to tackle this huge problem, and I will give a short example from my experience as a local councillor. One of the hardest things that I ever had to do as a councillor was to try to help families who had been moved out following no-fault evictions. It was absolutely and utterly heartbreaking to see families with both parents in work struggling to find a new place to live after being moved out by a landlord, which is the sort of issue that measures in the King’s Speech will tackle. It is absolutely essential that we take this matter forward and deal with these really pressing social problems, which affect people across our country and which are dreadful for so many families, particularly in many of the towns and cities represented on the Government Benches.

I would like to draw out a number of other measures that are important to my residents and others across the country, particularly the Government’s commitment to legislate on knife crime. I have experienced appalling cases in my area, including the dreadful murder of a 13-year-old boy. I can only say that my heart goes out to any family affected by this appalling crime. The measures announced to tackle the problem through much tougher action on knives, and to provide better support for teenagers, are absolutely essential, and I hope they will be welcomed by Members of all parties.

I would also like to make a point in support of GB Energy. The Government are absolutely right to look at a new way to increase investment in green energy. We face an unprecedented crisis in the form of the climate emergency, and we must take action. It is simply vital that we move forward on this matter.

Rail renationalisation will make a huge difference to thousands of the residents I represent and, indeed, to people across the country. I echo many Members’ support for rail and public transport, which plays a very important role in connecting people across this country.

Finally, I thoroughly endorse and encourage the Government’s action to promote football regulation, which is long overdue. Some good work was carried out under the previous Government, and it is important that this continues. I hope that the legislation will support and help many clubs across the country that are struggling with enormous challenges, including my team, Reading football club. I look forward to hearing more on this issue later.

I am conscious of the time. I congratulate the many new Members who have spoken so eloquently today, and I thank you for the opportunity to speak, Mr Chope.

[Mr Deputy Speaker (Sir Christopher Chope)]

I call Alison Griffiths to make her maiden speech.

Pedicabs (London) Bill [Lords]

Debate between Christopher Chope and Matt Rodda

Committee of the whole House
Tuesday 26th March 2024 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

Does the hon. Gentleman acknowledge that in a previous debate on the Bill a great deal of concern was raised by a number of hon. Members from across the House about the conduct of some pedicab drivers and the level of fees sometimes levied on passengers, some of whom were tourists who were unaware of the nature of the business they were getting into? I believe the hon. Member for Cities of London and Westminster (Nickie Aiken) raised that issue in the previous debate.

[Sir Christopher Chope]

I accept that, but those concerns relate to the use of pedicabs when they are plying for hire, and people then getting into them and being—to put it colloquially—“ripped off.” There should be regulation of fares in those circumstances, but where the pedicab is a private hire vehicle—where an agreement has been made prior to its hire—the terms and conditions will be a contractual arrangement between the hirer and the pedicab operator. That is exactly equivalent to what happens in the private vehicle hire sector at the moment, where there is no regulation of the fare. I do not understand why TfL is seeking powers to regulate the pedicab fare even when that is a private hire arrangement, rather than the subject of a hire arrangement made on the street.

Page 5 of the potential licensing framework for pedicabs in London states, “TfL would seek to introduce controls on fares for pedicabs, including fares for pre-booked journeys.” That is completely inconsistent with the point TfL makes in the previous paragraph, which says, “TfL does not regulate fares for private hire vehicles. As private hire vehicles are pre-booked, passengers are in a position to make a consumer choice before hiring the vehicle. Private hire vehicle fares are thus set by the operators in a competitive market, which allows price to be one of the factors passengers take into account when choosing which operator to book with.” So why is TfL seeking to introduce controls on fares for pre-booked journeys?

The next issue of concern, which has not been resolved, is whether pedicabs should be able to charge per passenger. Currently, taxis cannot charge per passenger; they charge per journey. One can understand why, because the taxi is licensed for a certain number of seats—for example, five—and the number of passengers does not make much difference to the speed of the vehicle. The situation for pedicabs is significantly different, because taking four passengers in a pedicab requires a lot more cycling effort from one person than one passenger does. So surely it is reasonable that pedicabs should be able to charge per passenger, rather than just per journey irrespective of how many passengers are there.

Alarmingly, the potential licensing framework makes reference to the possibility that TfL might require pedicab operators to accept any fare that was offered. So if a group of people got together and said, “You’ve got four seats in your pedicab, we wish to take all four of them and we require you to take us to Leicester Square”, the pedicab driver would be required to accept those four people, who might be heavy. That would be the case despite his wish to have only one or two people in his pedicab because he was not sufficiently fit to transport all four people in his pedicab. Those are further concerns I have about what is contained in these draft regulations.

The cycling fraternity are very worried about pedicabs being legislated out of existence, which is why they have argued that the pedicab regime should be national, rather than limited to London, and that it should not be an extension of the rules relating to taxis and private hire vehicles. I tabled a question to the Minister following his helpful intervention on Second Reading, when he talked about the issue of licensing authorities across the rest of the country and referred to paragraph 8.3 of his Department’s publication “Taxi and private hire vehicle licensing best practice guidance for licensing authorities in England”, which was updated on 17 November. In that update, the Department advised that licensing authorities “should make appropriate adjustments” to take into account the demand for pedicab services in their area.

During the earlier debates, we had heard that some such areas include Oxford, Salisbury, Bristol and Cambridge. So I tabled a written question to the Secretary of State asking

“what information his Department holds on (a) the number of pedicabs outside Greater London that are licensed as (i) taxis and (ii) private hire vehicles and (b) the number and proportion of those pedicabs that are in (A) Oxford, (B) Salisbury, (C) Bristol and (D) Cambridge; and if he will make an assessment of the potential impact on the number of licensed pedicabs of paragraph 8.3 of his Department’s guidance entitled Taxi and private hire vehicle licensing best practice guidance for licensing authorities in England”.

The answer I received from the Minister on 25 March rather ducked the question:

“Outside London pedicabs can be licensed as taxis. Pedicabs cannot be licensed as a private hire vehicle as legislation defines a private hire vehicle as a motor vehicle. The Department for Transport issues guidance on licensing taxis and private hire vehicles to authorities who should consider the recommendations made and their obligation under the Regulators’ Code to carry out their activities in a way that supports those they regulate to comply and grow. The Best Practice Guidance…sets out that where there is local interest….licensing authorities should make appropriate adjustments…Subject to the legal requirements, it is for licensing authorities to consider”.

What the Minister did not say was what impact, if any, the change in the best practice guidance that he issued has had on pedicab operators or on people being able to start pedicab operations outside London. The answer, as far as one can gather, is that outside London there are no licensed pedicab operations, because, despite the Government’s apparent best intentions, those who wish to operate pedicabs outside London using the taxi and private hire vehicle regulations are unable to get their operations off the ground. That is largely because of the regulatory burdens and the costs associated with insurance, apart from anything else.

There are those who believe, as I do, that pedicabs are a highly environmentally advantageous means of transport: the pedicab driver is taking good exercise in cycling his pedicab and it is not causing any emissions. In addition, pedicabs enable people to get from one part of London to another and to have an enjoyable experience. In the same way that not many people in Venice use gondolas as a means of getting from A to B quickly, pedicabs are not used as an alternative to the bus or the underground. They are there for a bit of fun and recreation. Why would this Conservative Government want to legislate them out of existence? I do not think they want to do that, which is why I have proposed a series of amendments designed to tighten up the pedicab regime.

My first amendment

“requires Transport for London to have regard to any guidance issued by the Secretary of State in relation to the making of pedicab regulations and exercising TfL’s functions under those regulations.”

My point is that the making of the regulations is what is important rather than the exercising of the functions under them, so the amendment requires Transport for London to have regard to that. That links to the requirement in amendment 19 to ensure that the Government produce the guidance within six months of the Bill receiving Royal Assent. Without that provision we could have a situation where the Government are required by law to produce regulations, but there is no time limit on that.

As an example of how time lapses, I remember that just over five years ago, on a Friday in this Chamber, my right hon. Friend the Member for East Yorkshire (Sir Greg Knight) brought forward a Bill to control bad behaviour by rogue parking operators, who can cause abuse at the behest of transport organisations, access driver and vehicle details, and impose severe penalties, including enormous fines, on alleged miscreants who have parked on private property. The Government assured us that a code of practice would be drawn up, and I put forward an amendment specifying the period within which that should be done. I was assured by the then Minister—none other than the person who is now our Prime Minister—that my amendment was unnecessary, but five years later that code of practice has still not been produced, to the frustration of motorists up and down the country. That is why we need to include an amendment that specifies the timescale within which the Government must produce their guidance.

Amendment 19 suggests a timescale of six months. Transport for London could introduce its regulations thereafter, having taken into account the Government guidance. Clause 7 is purely permissive: it permits, not requires, the Government to issue guidance to Transport for London. It is essential that the Government issue guidance that ensures Transport for London realises it will not be allowed to prevent pedicabs plying for hire in London; it will not be able to require pedicab operators to put a maximum of four heavy people in their cab and not get any extra fee for transporting them; and it will not be able to require other potentially damaging provisions in the draft regulations.

Children's Access to Books

Debate between Christopher Chope and Matt Rodda

Tuesday 6th June 2023 Westminster Hall

[Sir Christopher Chope (in the Chair)]

I call Matt Rodda.

[Matt Rodda]

Sorry, Sir Christopher—I just wanted to intervene on colleagues, not make a speech.

[Sir Christopher Chope (in the Chair)]

In that case, I call Jim Shannon.