Police, Crime, Sentencing and Courts Bill

Lord Rosser Excerpts

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

I urge the Government to think again. Lower limits are supported by the RAC, Brake, and the Alcohol Health Alliance UK. In an attempt to appeal to the Government, I emphasise that this is a highly popular policy. The British Social Attitudes survey showed that 77% of the public are in favour of lowering the alcohol limits. That majority holds across all social and demographic groups, in both rural and urban areas, among young and old, and across all political allegiances. What have the Government got to be frightened of in adopting this policy?

[Lord Rosser (Lab)]

My Lords, I am sure that the House will be grateful to my noble friend Lord Brooke of Alverthorpe and his co-signatories for raising these issues again. This is a vitally important debate. We know that prior to the last election, a Transport Minister said that the Government had no plans to change the drink-drive limit. They did not believe that a case had been made and instead would focus on enforcing the current law. However, in January 2021, the Parliamentary Advisory Council for Transport Safety reported that the UK’s current system to prevent drink-driving was no longer adequate. It recommended a major review across the board on drink-driving, including lowering the legal limit.

Rather importantly, on the issue of enforcement, the PACTS report found that:

“Levels of police enforcement had decreased by 63% since 2009 and there are indications that drivers believe they are less likely to be caught.”


We know that drink-driving is one of the biggest causes of road deaths, at 13%, and that in the last decade 240 people have been killed each year where a driver was over the limit and that 17% of drink-drive offences are committed by a reoffender. We also know that levels of police enforcement have decreased quite substantially.

It is relevant to ask the Government what they are doing in this regard. Having said, prior to the last election, that they would instead focus on enforcing the current law, clearly that is not what has happened. Indeed, the situation appears in that regard to have got worse. Are the Government actively looking at international comparisons that have been referred to today, and the fact that we are higher when it comes to the legal limit than virtually every other country? Have they been looking at, for example, random breath tests? What do they make of the evidence? My noble friend Lord Brooke of Alverthorpe, has been open about Scotland having introduced a reduced drink-driving limit in 2014 which brought them into line with most other countries in Europe. My understanding is that it has been accepted by the public and, interestingly, it has not significantly impacted pubs and restaurants, which was one of the arguments against going down the same road as Scotland. It does not appear to have overloaded the police or the courts, which was another argument, and it seems that Northern Ireland may go even further, at least with a zero limit for novice and professional drivers.

I will listen with interest to what the Government have to say about why we should be so far adrift on international comparisons, and to what the Government have to say regarding the situation in Scotland. I appreciate that my noble friend Lord Brooke of Alverthorpe has given a very accurate statement of the situation, but those arguments which were advanced at the time for not bringing us in line with Scotland, in relation to impacts on pubs and restaurants and the police and courts, for example, have not materialised, as far as I know. I wait to be corrected if I am wrong.

The PACTS report recommended, among other things, mandatory breath-testing powers for the police, a reduction in enforcement levels to be reversed, a lower breath-test limit for England and Wales and for the Government to pay more attention to drink-driving, alcohol harm and night-time economy policies. When he was commenting on the report, the executive director of PACTS said that:

“After 10 years of declining levels of enforcement and social media campaigns aimed at young men, it is time for a new, more comprehensive approach to reducing the toll of drink drive deaths and injuries. Drink driving is often cited as a road safety success story, yet it remains a major killer and progress has ground to a halt since 2010. Not only is better enforcement important but also the problems of mental health and alcohol dependency need to be recognised.”


What has come across in our debate this evening is a recognition that we seem to have stopped making progress; and we are still much higher compared with most other countries involved in the international comparisons. Some of the things that were said about Scotland—that it would be a difficulty if we came down to their level—have not materialised in Scotland. Drink-drive deaths are still at an unacceptable level. We seem to have stopped making progress.

I hope that in the Minister’s response we are going to hear what plans the Government have to bring down the level of drink-driving. It is not good enough that somebody puts forward a proposal to lower the limit and the Government do not agree with it. If the Government do not agree with it, what do they intend to do to improve the situation? Arguments have been advanced tonight as to why bringing down the limit would improve the situation. You can certainly say with random testing that, if the limit is lower, the chances are the random testing is likely to have a more dramatic effect than if the limit is at the present higher level—where we seem to have reached a situation in which a number of those who drink and drive seem fairly convinced they will not be caught or get into difficulties as a result.

I hope we will hear from the Minister tonight what the Government are doing. I hope it will not just be a case of the Government saying, “We don’t agree with an amendment to bring it down to 50, we don’t agree with an amendment about random breath testing”, because if that is their response, it is purely negative. It is saying “We are not prepared to go down the road of the ideas that have been advanced, but we do not have any fresh ideas ourselves—we do not have a programme for reducing drink-driving”—and that, surely, is what we all want to do in view of the level of deaths. I hope we will get a positive response from the Government and a recognition that we need to do something, not rejection out of hand of every idea that has been put forward in our debate this evening.

[Noble Lords]

Hear, hear!

--- Later in debate ---

[Lord Rosser (Lab)]

This issue was also raised by my colleague, Ben Bradshaw MP, in the Commons. As has been said, exceptional hardship is the plea a person can use when charged with road traffic offences to avoid losing their licence if not being able to drive would cause them exceptional hardship. Obviously, as we have heard, the concerns about the system are that exceptional hardship is being agreed to too frequently for repeat offenders and in spurious cases.

What has quite clearly been asked of the Government —that is, what is being sought—is a tightening-up of the definition of exceptional hardship. I ask the Government to say in their response, first, whether, in their view, there is an issue with exceptional hardship being agreed to rather too frequently. Do the figures show that the number of times exceptional hardship is being agreed to is going up year by year? As I understand it, between 2011 and 2020, there were more than 83,500 cases where drivers did not receive a driving ban by pleading exceptional hardship. Do the Government have a feel for whether it is the case that instances of exceptional hardship being agreed to are increasing? Are they aware of any areas, perhaps in relation to courts, where there is what they regard as best practice, where the system is working well?

I remember once being told that “exceptional hardship” was something that people suffered, for example, at times of war. When it comes to the loss of a licence, perhaps we are talking more about a form of inconvenience than necessarily about hardship. Even in the more extreme case where somebody was able to persuade you that they would lose their job, presumably it is relevant to ask, “Well, that may be the case, but if it is for a short period of time, will the employer be prepared to live with it and give out other duties that do not involve driving?” Perhaps, if they are going to lose their job, it would suggest that the employer is not necessarily highly enamoured of their performance. But, even in a case where you might lose your job, it must surely be assessed against “exceptional hardship”: what would the individual’s prospects be at that time of getting another, completely different job that did not involve driving, if a ban would cause them to lose their job that involved driving?

I know that there are other instances where people come out with examples of it being almost impossible to get to work but where it turns out that, if they were prepared to get up an hour and a half earlier in the morning, they might be able to get there by public transport—but somehow it is regarded as an “exceptional hardship” to have to get up so much earlier to get there by public transport and it taking longer to get home. So I am aware of the way these arguments get used and put forward, and we need to be careful to draw a clear distinction between what is “exceptional hardship”, with a proper definition of “hardship”, and what may be closer to “exceptional inconvenience”.

I simply repeat what I asked earlier: do the Government have a feel for this one? Do they have any information on the extent to which “exceptional hardship” is being used and accepted more as an argument? Do they have any examples of where the wording is being applied in perhaps a more realistic manner, and are they looking to take action in this area? What is being asked for in this amendment is that we should tighten up the definition of what constitutes exceptional hardship. I await the Government’s response with interest.

[The Minister of State, Home Office (Baroness Williams of Trafford) (Con)]

My Lords, I thank all noble Lords, and particularly the noble Baroness, Lady Randerson, for her explanation of this amendment, which seeks to define the term “exceptional hardship” that applies in the context of a court’s decision on whether to impose a driving ban.

I reassure the Committee that the Government take road safety extremely seriously. Drivers who reach 12 points should automatically be disqualified from driving, to protect themselves and others. However, sentencing, including the imposition and length of a driving disqualification, is properly a matter for our independent courts, based on the facts of each case—we have heard of a number of interesting and diverse cases this evening. Courts have the discretion not to disqualify, or to impose a reduced disqualification, if they are satisfied that there are mitigating circumstances justifying a claim of “exceptional hardship”.

This amendment to introduce a definition of “exceptional hardship” is unnecessary, detrimental to judicial discretion and of questionable utility in assisting a court in applying the “exceptional hardship” test. It would introduce a narrow definition that would not be able to account for all circumstances that were presented to the courts and would remove the courts’ freedom to use their experience to reach decisions accordingly.

It might assist the Committee if I read out the sentencing guidance that is already in practice—from my mobile phone. It says:

“When considering whether there are grounds to reduce or avoid a totting up disqualification the court should have regard to the following … It is for the offender to prove to the civil standard of proof that such grounds exist. Other than very exceptionally, this will require evidence from the offender, and where such evidence is given, it must be sworn … Where it is asserted that hardship would be caused, the court must be satisfied that it is not merely inconvenience, or hardship, but exceptional hardship for which the court must have evidence … Almost every disqualification entails hardship for the person disqualified and their immediate family. This is part of the deterrent objective of the provisions combined with the preventative effect of the order not to drive … If a motorist continues to offend after becoming aware of the risk to their licence of further penalty points, the court can take this circumstance into account … Courts should be cautious before accepting assertions of exceptional hardship without evidence that alternatives (including alternative means of transport) for avoiding exceptional hardship are not viable.”


It concludes by saying:

“Loss of employment will be an inevitable consequence of a driving ban for many people. Evidence that loss of employment would follow from disqualification is not in itself sufficient to demonstrate exceptional hardship; whether or not it does will depend on the circumstances of the offender and the consequences of that loss of employment on the offender and/or others.”


I hope the Committee found that guidance helpful.

--- Later in debate ---

[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.

[Lord Sharpe of Epsom (Con)]

I thank all noble Lords who have participated in this relatively short debate. As we have heard, Amendments 159 and 165 would require the Government to conduct a full review of road traffic offences. I shall make a number of brief points in response.

First, we do not consider it appropriate to include a requirement in legislation for the Government to undertake a review, especially in the case of Amendment 165 from the noble Lord, Lord Berkeley. The Government are concerned that this amendment sets out, without consultation or regard to practicalities, the terms of reference and timing of such a review. We are also concerned that the amendment does not fully grasp the range and complexity of the review which the Government would be required to undertake. Nor, might I suggest, does it consider who is best placed to conduct such a review—the Government, an independent body such as the Law Commission, or an expert panel.

Secondly, I point out the announcement of a review of driving offences and penalties in May 2014 by the then Secretary of State for Justice. The Government did conduct a review; I hope that goes some way towards answering the question from the noble Lord, Lord Rosser. As part of that internal review, we considered a range of concerns that had been raised by campaigners, victims and parliamentarians. In the debate on an earlier group of amendments, my noble friend Lord Wolfson committed to writing to the noble Baroness, Lady Jones of Moulsecoomb, and some of those concerned participants.

The review focused on the most serious offences that can result in death or serious injury, and the results are what we see now in Clauses 65 and 66 of the Bill. As we have already debated, the Bill includes provisions that will increase the maximum penalty for causing death by dangerous driving from 14 years’ imprisonment to life—again, I refer to the points made by the noble Baroness, Lady Jones of Moulsecoomb. Provisions in the Bill will also increase the maximum penalty for causing death by careless driving while under the influence of drink or drugs from 14 years to life imprisonment and create a new offence of causing serious injury by careless driving. These provisions have been long awaited, and they have widespread support. Those reforms also fit within the existing framework of road traffic offences. They are therefore consistent and proportionate responses and should be allowed to take effect before any further reform is considered.

I take note of the list that the noble Baroness, Lady Randerson, gave of other things she thinks should be considered, but, without going into detail on all of it, I will make just a couple of points. First, I mentioned in the group of amendments on pedicabs that there is a consultation on cycling which began in 2018 and is due to report towards the end of this year or the beginning of next year. I hope that will help to answer some of those questions about the changing nature of cycling. On e-scooters, they are of course illegal unless they are hired and, if the rider is not insured, they can be impounded. I take the points made by the noble Lord, Lord Russell, about enforcement very seriously—these rules are not being enforced, and they perfectly well should be. I also say to the noble Lord that I am extremely jealous of his mother’s red MG—my mother had a Ford Popular, and we used to have to hide on the back seat.

My last point is simply this: while we do not think it is necessary to legislate to require such a review, or to set out its terms of reference in such a restrictive way, the Government are not ruling out a wider review of road traffic offences in the future. As the noble Baroness, Lady Randerson, said, there will be a whole bunch of considerations when we have the advent of technologies such as autonomous vehicles—not just road traffic considerations but things such as who insures them, how you insure them, and whether you are insuring the car, the driver, the software or the hardware. There are a whole variety of different implications. We will, of course, keep the law under review both in terms of specific offences and where it is necessary to reform the structure of the legislation. But having had this opportunity to debate this issue, I invite the noble Baroness, Lady Randerson, to withdraw her amendment.