Seafarers (Insolvency, Collective Redundancies and Information and Consultation Miscellaneous Amendments) Regulations 2018

Lord Tunnicliffe Excerpts

Tuesday 6th March 2018 Lords Chamber

[Baroness Randerson (LD)]

My Lords, we should congratulate the Minister on bringing this legislation here. Since she took up her role as Minister, it is clear that she has looked into the dark corners of the Department for Transport’s cupboards, dusted off some badly overdue legislation and brought it into the strong light of day. I regret having to say this, but I have to ask again: why is it so late? I understand that this measure is based on the seafarers directive of 2013. It should have been transposed into UK law by October last year. So we are now six months overdue. I know that the Government are distracted by Brexit, but it is a bad symptom of a situation where a Government are really struggling to cope.

Of course, I support the proposals here; on these Benches, there is strong support for the principle behind the regulations. The big issue is whether they really equalise rights for seafarers, bringing them fully into line with those who work on land. We all realise that it is a much more complex issue, because if you work at sea national boundaries are crossed less obviously and supervision of terms and conditions of employment is probably much more complex. There are also complex employment patterns, as the Minister has pointed out.

One can therefore do nothing other than welcome the increased job security that there will be for seafarers as a result of these regulations—and perhaps dwell for the moment on the fact that it is quite ironic they have been introduced as a result of an EU directive at a time when many fishing and coastal communities are among those in the UK where support for leaving the EU was strongest. I fully support the regulations and thank the Minister for her explanation.

[Lord Tunnicliffe (Lab)]

My Lords, I come to these regulations still intellectually exhausted from biofuels and have set myself the minimum objective of trying to understand them. My few questions for the Minister are therefore just to understand them better.

The regulations and their accompanying Explanatory Memorandum seem, as far as I can see, to talk solely about share fishermen, where employed, and I am not clear whether the regulations affect anybody else. I thought that the easiest way to understand this might be to turn it on its head. The objective, we are told, is to turn the rights of seamen into the same rights that land-based workers have. Paragraph 7.3 of the Explanatory Memorandum identifies five directives, which are set out, covering five areas where in the present situation there is a difference between seamen and land-based workers. I was not clear whether all five were covered by the regulations. In simple terms, asking the obverse question, following the approval of the measure, what differences remain between seamen and land-based workers? If there are any differences, why have they been retained?

[Lord Hylton (CB)]

My Lords, these regulations are, no doubt, narrowly drawn and seek to improve protection for at least some seafarers using our ports. There are, however, some wider problems. Foreign owners and companies bring fishing vessels to British ports. They are often largely crewed by people from south-east Asia and the Indian subcontinent. When, from time to time, the owners become insolvent or the vessels break down, the crews can be left in very difficult situations. Their wages may be unpaid for long periods. They may or may not receive the redundancy payments that should be due. They may be asked to work on land or may choose to do so, even illegally, because of the threat of destitution. They may have serious difficulties in communicating with their families and their Governments.

I therefore ask the Minister: what representations have HMG received on these issues from voluntary organisations working with fishermen and seafarers? Do the Government now have proposals, other than those included in these limited regulations, for dealing with the very real, human problems—for example, over repatriation of crews? Do foreign Governments help with this, and what provision do our Government make for meeting the costs, particularly of repatriation in cases of bankruptcy when crews are stranded here through no fault of their own? The people who are affected by the problems I have mentioned are, by themselves, almost voiceless. They therefore deserve better protection than they have now.

Enhanced Partnership Plans and Schemes (Objections) Regulations 2018

Lord Tunnicliffe Excerpts

Tuesday 6th March 2018 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I thank the Minister for her introductory comments. One of the big questions when we debated the Bus Services Bill last year was exactly how the Government were going to devise a scheme that allowed existing operators to object to a proposed partnership without allowing them to act as a complete block on progress towards improved bus services. We all hope that the enhanced partnerships will provide those improvements, so I strongly welcome the Minister’s realistic analysis of what the regulations seek to do. It seems that the scheme as outlined here is quite a cunning plan, which is well balanced between the operators and the local authorities.

However, we will see how well it works in practice. I am delighted to hear that 30 local authorities are already working on this. One hopes that they are successful because the others, the less adventurous ones, might perhaps follow suit. Given that the Government declare in the Explanatory Memorandum that a review is not appropriate, will the Minister assure us that there will be an element of informal review to assess how well this is working after a couple of years? There might be some unintended consequences or the need for some adjustment, so it is only sensible to allow for review—although I understand the Government not wanting to commit to a formal review process.

The plans set out five stages in the life cycle of an enhanced partnership. The first is when the local authority proposes a plan, the second is when it makes a plan and the third is when it proposes to vary a plan. How will that work in practice? Suppose at stage 1, when the local authority proposes an enhanced bus partnership, the bus operators object. Is there sufficient flexibility in the process for the local authority and the bus operators to meet and discuss the plan, for the local authority to amend it and for the bus operators to withdraw their objections without having to go back to square one? I fear that in practice some local authorities might look at a plan and, if the bus operators object, they might just retire from the field and say that they will not bother with enhanced partnerships again. I am concerned that we have a system that is sufficiently simple and flexible to allow both sides to address issues and concerns and to move on through the process without having to go back to the start.

I hope the system is flexible and that this is a successful way ahead, because the decline in the number of bus services, particularly in rural areas, indicates that for many areas this is the last opportunity for decent bus services to survive—and we know that when a bus service goes, it strikes at the heart of a rural area.

[Lord Tunnicliffe (Lab)]

My Lords, I am afraid that the Minister has not really made my day since she has answered all the questions in my original speech. I shall not waste the time of the House by repeating them. Suffice it to say that I commend the realistic attitude that the Government have taken to how bus companies might behave. I shall press the point made by the noble Baroness, Lady Randerson, about a review. I am not pressing the Government to commit to a review, but should the carefully researched numbers in these regulations prove not to achieve the Government’s objectives, what complexity would there be in changing the numbers? Would it be possible within the parent legislation to bring forward new orders if the reaction of bus companies was excessively to veto apparently viable schemes?

[Baroness Sugg]

My Lords, I again thank the noble Baroness, Lady Randerson, and the noble Lord, Lord Tunnicliffe, for their broad support for these proposals. On the flexibility point, the legislation allows operators and local authorities to negotiate a deal through the objection system. They can reach this agreement in advance of a formal objection—so we think there is enough flexibility there. As to the review, yes, we absolutely will keep the thresholds under review and will bring forward amendments if necessary.

Enhanced partnerships are a new type of partnership agreement that did not exist prior to the 2017 Act, and we are encouraged by the interest and progress that has already been shown by local authorities and bus operators. The objection mechanism is a key part of the regime, and it is important that we strike the right balance between allowing operators a fair say on what should go into the schemes while at the same time preventing a minority from blocking improvements.

As the noble Baroness, Lady Randerson, said, we will need to see how these work in practice. The fact that this mechanism is in secondary rather than primary legislation gives us flexibility to amend and further debate the rules in future. My department will not hesitate to do so if that is required to ensure the ongoing success of the schemes. I beg to move.

Renewable Transport Fuels and Greenhouse Gas Emissions Regulations 2018

Lord Tunnicliffe Excerpts

Tuesday 6th March 2018 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)]

My Lords, I ask that the draft Renewable Transport Fuels and Greenhouse Gas Emissions Regulations be considered.

[Lord Tunnicliffe (Lab)]

I believe that the Minister does not want them considered but approved. The Minister’s civil servants are always right for the Moses Room, but we are in the Chamber rather than there.

[Baroness Sugg]

I thank the noble Lord for that correction. I therefore ask that the draft Renewable Transport Fuels and Greenhouse Gas Emissions Regulations be approved. These regulations will amend two pieces of legislation relevant to suppliers of fuels: the Renewable Transport Fuel Obligations Order 2007—the RTFO Order; and the Motor Fuel (Road Vehicle and Mobile Machinery) Greenhouse Gas Emissions Reporting Regulations 2012—the greenhouse gas reporting regulations. In September, the Government set out a 15-year strategy for renewable transport fuels. This is an ambitious strategy to support investment in sustainable advanced fuels of importance to the UK and to help meet our carbon budget commitments. These regulations are the product of that strategy and are key to its implementation.

It may be helpful at this stage for me to provide an overview of the current regulatory framework. Under the Renewable Transport Fuel Obligations Order, suppliers of fossil fuel have an obligation to demonstrate that the equivalent of 4.75% of their fuel supply is from renewable sources. Suppliers of biofuel that meet sustainability criteria are rewarded with renewable transport fuels certificates, which can be traded on the open market. The greenhouse gas reporting regulations operate in parallel with the renewable transport fuel obligations scheme, and require fuel suppliers to report the amount and type of fuel they supply and its greenhouse gas intensity.

Under the Renewable Transport Fuel Obligations Order, the greenhouse gas emissions savings from renewable fuels have improved year on year. Last year, the average greenhouse gas saving of a litre of renewable fuel was 71% compared to petrol and diesel. The draft regulations build on that success. They would amend the Renewable Transport Fuel Obligations Order to increase the targets for renewable fuels to 9.75% of fuel supplied in 2020 and 12.4% by 2032, providing investment certainty; increase incentives for new fuels of strategic future importance to the UK, known as “development fuels”; make certain renewable aviation fuels and make renewable hydrogen eligible for reward; and place a limit on the contribution that biofuels produced from food crops can make to meeting targets.

The draft regulations will amend the greenhouse gas reporting regulation to create a new greenhouse gas credit trading scheme. Key features of this new scheme are an obligation on fuel suppliers to reduce the overall greenhouse gas emissions of the fuels they supply by 6% compared to 2010 levels, and incentives to suppliers through rewarding with greenhouse gas credits for fuels with lower greenhouse gas emissions than petrol and diesel, electricity used in vehicles and reductions in emissions from the extraction of crude oils.

The serious groundwork for these amendments began in 2014 and there has been input from industry and NGO experts throughout. The department has, rightly, taken time to build consensus in a controversial and complex policy area. In 2014, there was no final agreement in the UK or at EU level over how best to address negative indirect land use change impacts associated with some crop biofuels, no broad agreement on how to increase renewable transport fuel targets or on what the long-term strategy should be, and no firm proposals on how to incentivise novel renewable fuels or advanced development fuels of strategic importance to the UK.

These regulations set a 15-year strategy, mitigate indirect land use change risks and promote advanced development fuels, and they are the most ambitious in this area to date. They also strike a balance between maintaining support for an established UK biofuel industry which faces challenging market conditions and setting ambitious, stretching targets to support new development fuels.

The Government recognise both the environmental and the wider economic benefits of established UK biofuel production. The department has listened to suppliers and is now proposing that the Renewable Transport Fuel Obligations Order obligation level will reach 12.4% in 2032, providing longer-term certainty. Rather than set a 2% crop cap in 2018, that cap should reduce gradually from 4% in 2018 to 2% in 2032.

The department is aware that the UK bioethanol industry and its partners would have preferred a different approach on the crop cap and are seeking support for a rollout of E10 fuel. These regulations will not contract the market for UK bioethanol made from crops and will provide space for a market for E10, should suppliers choose to deploy it. Moving to E10 fuel could make achieving our renewable energy targets easier and provide an economic boost to domestic producers of bioethanol and UK farmers in the supply chain. The department therefore remains committed to working with industry to ensure that any future introduction of E10 is managed carefully and that E5 remains available for vehicles not compatible with E10.

In conclusion, the regulations before your Lordships will accelerate the delivery of sustainable development fuels, enabling the UK to lead in developing and deploying those fuels. They also take into account the wider economic importance of existing UK biofuel production and seek to maintain that market. I beg to move.

--- Later in debate ---

[Lord Tunnicliffe]

My Lords, I, too, support the instrument—indeed, as has been pointed out, we should be celebrating it, given how long it has taken to achieve.

I have worked hard to understand the instrument and its accompanying memorandum and I would probably have had many questions to ask. However, the Secondary Legislation Scrutiny Committee’s report rather effectively had that debate for us in some depth. At the end of the day I agree with its general conclusion, despite the industry intervention, that the balance is about right.

However, the instrument is directive driven and the targets are only made by the dependence on non-crop double incentive—and by the time I had got to a non-crop double incentive I thought perhaps it was time to retire. I say it is directive driven because I would have valued seeing somewhere the department’s long-term vision for biofuel. Most forms of transport have credible non-hydrocarbon solutions, at least in embryonic form, but aviation, with its requirement for very high fuel density, needs to look forward hopefully to biofuel, which can be 100%. So I would be grateful if the Minister could set out the department’s thinking about the long-term use of biofuels, particularly in aviation.

From reading the Explanatory Memorandum and the correspondence with the sub-committee, it seemed to me that one problem was with the potential feedstocks for non-crop biofuels. Asked for examples, we were given cooking oil and tallow—but there are only so many fish and chip shops generating used cooking oil. Is there a viable long-term source of feedstocks for non-crop biofuels that could start to contemplate meeting the volumes of fuel that would be needed if biofuels, particularly non-crop biofuels, became the preponderant fuel for aviation?

[Baroness Sugg]

My Lords, I thank all noble Lords for their contributions and for their broad welcome and support for these regulations. The noble Baroness, Lady Randerson, mentioned the delay in passing them, and I acknowledge that there has been a slight delay. The regulations have been informed by extensive consultation with industry experts and NGOs and they represent a complex set of changes. We felt that it was right to build consensus wherever we could in this area.

The noble Baroness asked how we can help new suppliers, particularly to aviation, get from the demonstration scale to the commercial one. Under our second competition, up to £22 million of government funding will be matched by private sector investment to construct a first-of-a-kind fuel production facility in the UK which will enable the demonstration of technical and commercial viability, including for aviation fuel. She also asked why we did not propose a target in 2018. Time would have been tight for a 2018 target. During the consultation there was little support for targets before 2020 and we therefore decided not to introduce one for this year.

The noble Baroness raised the point about the crop cap and asked whether the percentage we have set is correct. It is different from that in other member states. We have taken into account the consultation responses to the regulations and we have set the cap at 4% in 2018; it will be reduced gradually from 2021 to 2032. To put the figures into perspective, total UK bioethanol production capacity at the moment is equivalent to a little more than 1% of the transport energy requirement, and the current proportion of crops being used to produce biofuels is equivalent to less than 2% of the UK fuel supply. As I say, I acknowledge that the cap is lower than that set in some member states, but they are already using more crop-derived biofuels. The changes proposed in the regulations continue to support our existing bioethanol industry by encouraging future investment in waste-derived fuels. We think that a higher crop cap in the UK could result in more fuels being supplied that can cause an increase in greenhouse gas emissions.

The noble Baroness asked whether we will deploy E10 fuel. I hope that the Government have been clear that deploying E10 fuel is an option for suppliers in meeting their obligations and it may well be the best and most cost-effective option, but at this stage the regulations do not mandate E10 fuel in the sense of requiring that petrol should be blended with 10% bioethanol. The regulations provide the flexibility for fuel suppliers to determine how best to meet their obligations, and we think that flexibility will enable the costs to be kept down and allow suppliers to react to changes that impact on the market.

On exiting the European Union, I can confirm that the Government have no plans to change their policy in this area and the amendments have been designed to achieve our domestic carbon budget commitments and provide UK industry with the long-term investment certainty it needs, but as with any policy, we will keep it under review to ensure cost-effectiveness. On the question raised by the noble Baroness on the generation of electricity for electric vehicles, with her permission I would like to consider further how we can address this in the AEV Bill, and I will write to her on the issue.

The noble Lord, Lord Berkeley, raised the issue of compatibility of the various different engine types with this new fuel. We recognise that the owners of vehicles, be they regular cars, vintage cars or indeed boats, will ask whether they will be compatible with E10 and indeed E5 fuel. We are committed to working with industry to ensure that any rollout of E10 is carefully managed and that information on compatibility is made available to vehicle owners. We intend to consult very soon on proposals that will require that E5 fuel remains available to motorists, and how best to provide information on it. I am not aware of the detail concerning boat engines, so I will write to the noble Lord.

The noble Lord, Lord Tunnicliffe, talked about the long-term proposal. Obviously, as we transition to ultra-low emission vehicles, we will continue to need low-carbon liquid and gaseous fuels for decades to come, particularly in the aviation sector. In the absence of new measures and given the expected growth in the aviation sector, emissions are likely to increase, so low-carbon fuels such as biofuels are considered the only viable source of energy available to significantly limit aviation emissions by 2050. Electric airplanes are in development, but I think they are some years off. The UK aviation industry has for some time advocated its eligibility for an award under the RTFO because it would help to provide the support needed, as the noble Baroness, Lady Randerson, also mentioned, to kick-start the use of aviation biofuels which at present are not produced or supplied in the UK. The regulations before us will enable renewable aviation fuels to receive RTFO incentives for the first time, and we hope very much that that will encourage the industry to grow.

The noble Lord asked about the availability of waste feedstocks and the number of fish and chip shops both in this country and abroad, given that we import some of our feedstocks. We have carried out scenario testing to look at different waste supply potentials. Stakeholders have been helpful in confirming that the volume of waste feedstocks we think we will need to meet the higher targets is likely to be available, and we therefore continue to assume that the waste feedstocks can be supplied. There is some uncertainty over exactly which feedstocks will be supplied—noble Lords have mentioned cooking oil and tallow—but we anticipate that much of the increase will come from the waste already being used to make biodiesel. Furthermore, given the post-consultation changes to the crop cap, which, as I said, will start at a high percentage and gradually reduce towards 2032, we consider that the risk of waste biofuels becoming more expensive than the buyout is reduced. The development fuels sub-target is also designed to increase the diversity of feedstocks used to produce fuels.

I hope I have answered all noble Lords’ questions; if not, I will follow up in writing. I thank noble Lords for their contributions to the debate. The regulations are needed to support investment in sustainable advanced fuels for automotive, aviation, road freight and maritime; to provide certainty to UK producers and the farms that will supply them that existing bioethanol capacity will be fully utilised; and to help us meet our climate change commitments. In meeting our commitments, low-carbon fuels will be needed for decades to come, not least in the sectors that are harder to decarbonise through electrification, such as heavy goods vehicles and aviation. We feel that the targets in these regulations are ambitious and will provide an important contribution to UK carbon budgets. The amendments build on the success of the RTFO to date in delivering significant greenhouse gas emissions reductions. I hope your Lordships will agree that the regulations are the best way to proceed with our renewable transport fuels strategy. I beg to move.

Brexit: Aviation

Lord Tunnicliffe Excerpts

Tuesday 6th March 2018 Lords Chamber

[Baroness Sugg]

My Lords, I thank my noble friend for that question. There will always be competing needs for housing and other uses of land, including for the general aviation industry. As my noble friend has rightly pointed out, yesterday the Government launched the new National Planning Policy Framework consultation, and the draft text for this consultation strengthens the language on airfields and aviation networks. It states that all planning policy should,

“recognise the importance of maintaining a national network of general aviation facilities”.

The Government have appointed a new general aviation champion, Byron Davies, who will be looking at this.

[Lord Tunnicliffe (Lab)]

My Lords, in announcing the appointment of the general aviation champion, Byron Davies, the Minister acknowledged the economic importance of general aviation, particularly smaller airfields, and the need for protection of airspace. Will she make sure that the role of general aviation in creating the next generation of airline pilots is held in the balance because, without general aviation to create that new generation, British aviation in general could be seriously damaged?

[Baroness Sugg]

I agree with the noble Lord on the importance of supporting general aviation. The skill sector within it currently supports more than 38,000 jobs, nearly 10,000 of them directly related to flying and the remainder in manufacturing. It is key that we continue to support this industry and those who are learning their skills in it.

Haulage Permits and Trailer Registration Bill [HL]

Lord Tunnicliffe Excerpts

2nd reading (Hansard): House of Lords
Tuesday 27th February 2018 Lords Chamber

[Lord Tunnicliffe (Lab)]

My Lords, I get a sense from previous speeches—most of which have stolen the contents of mine, so I shall try to be short—that an awful lot of people are trying to understand the road haulage legal environment. That includes myself, and I admit to failing, so if I make assertions I will not be upset if the Minister tells me I am wrong.

It seems that in anticipation of multiple scenarios, the Government are doing three things: ratifying the 1968 Vienna Convention on Road Traffic; introducing a registration scheme for trailers; and introducing the capability of issuing permits. The 1968 Vienna convention was, I believe, signed at the time but not ratified. I got married in 1968 and that is a long, long time ago. It is difficult to understand why we have not ratified this convention earlier. My studies tell me that we depended on the 1949 Geneva convention before that.

The Vienna convention is now being ratified, which includes a process in this House—not that it is easy to notice that. The convention was laid in both Houses on 8 February this year and it will be dealt with under the Constitutional Reform and Governance Act 2010. This is a most unsatisfactory process because the only way you would know it had been laid is if you had picked up the Lords business and minutes of proceedings documents, for the fact that it was being laid was publicised on one day only, as is the convention of this House. The 2010 Act allows 21 sitting days for any Peer to pray against it. This is not the same as a negative instrument but it would create a debate. Because I would have to take the debate, I shall not pray against it. Why are the Government doing that? I quote from their own Explanatory Memorandum:

“The UK signed the 1968 Convention on 8 November 1968, and has now decided to ratify it for reasons of uniformity, to increase safety and to facilitate international traffic”.


One of the foolish things I did was to get a copy of the convention. It is quite long and in oldish language, but I assume the key paragraph is paragraph 3 of Article 3, on page 7, which states:

“Subject to the exceptions provided for in Annex 1 to this Convention, Contracting Parties shall be bound to admit to their territories in international traffic motor vehicles and trailers which fulfil the conditions laid down in Chapter III”.


It then goes on to specifics. But essentially, it seems to be the technical requirements to allow a vehicle to move internationally, and includes specifications about licences and what is to be accepted as a licence. A consequence of our decision to ratify that, as I understand it, is that it implies that trailers should be registered. This brings me to the Bill, which covers the two other things I mentioned: the registration of trailers and the issuing of licences.

As a generality, we will support the Bill, simply because, as with motherhood, you cannot deny somebody who is trying to create a contingency. It is an absolutely mad situation, but you still have to support the necessary procedures to cover the contingency. The registration of trailers more widely would seem quite a sensible thing to do. I would be interested in the extent to which registration of trailers includes the safety requirements that the registration of tractors does. It seems to me that it would be an anomaly if trailers are not required under British law to be as safe as their tractors. I cannot see, more widely, why one should be allowed to pull a trailer that does not meet the same safety standards as the vehicle you are pulling it with, although that may be outside the Bill.

We come now to the more significant part of the Bill and the fact that the Government propose to create an administration scheme for the issue of permits. It would have been irresponsible not to but, frankly, it is far from desirable. It is undesirable because it will create costs in an industry that works on very small margins and because requiring a new permit to be carried will invite friction at borders. All we learn about this industry is that friction at borders will be a significant hazard to successful operation.

What does the future hold for us? There is a contrast between the United Kingdom and the European Union here. In the United Kingdom, we have weekends at Chequers; in the European Union, they have a Commission. The Commission does not seem to know about weekends at Chequers, but just gets on and pumps out this stuff. One of the things it is doing now is pumping out documents called “Notice to Stakeholders”. I have in front of me the one created by the Directorate-General for Mobility and Transport, dated 19 January this year in Brussels, and titled, “Withdrawal of the United Kingdom and EU Rules in the Field of Road Transport”. Its tone is hardly friendly. I quote:

“In view of the considerable uncertainties, in particular concerning the content of a possible withdrawal agreement, road transport operators within the meaning of Article 2 of Regulation (EC) No 1071/20094 are reminded of legal repercussions, which need to be considered when the United Kingdom becomes a third country. Subject to any transitional arrangement that may be contained in a possible withdrawal agreement, as of the withdrawal date, the EU rules in the field of road transport no longer apply to the United Kingdom. This has, in particular, the following consequences in the different areas of road transport”.


This four-page document goes into a number of areas, but in the part entitled, “Access to the profession/to the market”, there is the following statement:

“As of the withdrawal date, a Community licence issued by the competent authorities of the United Kingdom will no longer be valid in the EU-27. Hauliers established in the United Kingdom will no longer have access to the internal road haulage market in the Union”.


That is the document’s only bright spot in its four pages. It also states:

“However, the multilateral quota system managed by the European Conference of Ministers of Transport (now International Transport Forum) would apply at that point”.


Hurrah, there is a fallback—until we look into what the fallback is. It is a convention or agreement—I am not sure of the right term—between 43 states, which includes all the EU states except Cyprus. The mechanics of that are laid out in an International Transport Forum document; that organisation now runs this scheme. Its document has many pages but I shall quote from one small part of it. Chapter 3, entitled “Issuing and limits of ECMT licenses”, states:

“ECMT licences … are multilateral licences, delivered by the ITF/ECMT, for the international carriage of goods by road for hire or reward by transport undertakings established in an ECMT Member country, on the basis of a quota system, the transport operations being performed: between ECMT Member countries; and in transit through the territory of one or several ECMT Member country(ies) by vehicles registered”.


Apparently, we have a process that we can fall back on.

However, the magic word is “quotas”. The quotas, we are told, have a maximum number—1,224—of multiple-use annual permits. The Lords Library briefing suggests that there are 30,060 certified copies of the Community licences. As far as I can see, that is the equivalent of the permit. The only problem is the difference between them—that is, the number of permits that would be available in this quota are some 4% of the certified copies that have been issued. The effect of this would clearly be catastrophic. Clearly, the Government anticipate the problem of not having enough permits, because they include in the Bill—in Clause 2(2)—a reference to how they will manage a situation where there are insufficient permits. They go on to say that the Bill will,

“include random selection and first come, first served”.

I cannot think of anything more terrifying than that system.

The Government anticipate failure and I have to say, with their present attitude to the customs union and single market, it seems that there is a very steep hill to climb. Failure would be unacceptable. Society could not exist. The noble Earl, Lord Attlee, pointed out that, normally, societies avoid catastrophic situations. Sadly, looking back over the past century, often they did not. This could be just such a situation, be it in road haulage, air transport or maritime.

My only real question for the Minister is: can she set out how the Government plan to achieve transport agreements that will leave us with a viable and flourishing road transport industry?

Laser Misuse (Vehicles) Bill [HL]

Lord Tunnicliffe Excerpts

Report stage (Hansard): House of Lords
Tuesday 27th February 2018 Lords Chamber

[Lord Tunnicliffe (Lab)]

My Lords, we, too, welcome these two amendments. Put simply, I agree with my noble friend about further tidying up. If the noble Baroness wants to come forward on Third Reading with any tidying up, we would be grateful for it—but we are very pleased that the spirit of the debate has been taken on board.

[Baroness Sugg]

On the point made by the noble Lord, Lord Berkeley, perhaps we could wait to discuss the definition of “vehicle” until the fourth group, as Amendment 5 refers to exactly that. The amendments in this group clarify what we intend the Bill to cover and ensure that all safety-critical points are included. On that basis, I beg to move.

--- Later in debate ---

Moved by

[Lord Tunnicliffe]

2: Clause 1, page 1, line 5, leave out paragraph (b)

[Lord Tunnicliffe]

My Lords, while I am not going to get carried away and divide the House on this issue, I will press it just once more. In my view, Clause 1(1) and (2) in fact describes two crimes. Clause 1(1)(a) says,

“the person shines or directs a laser beam towards a vehicle which is on a journey”,

which is great,

“and … the laser beam dazzles or distracts”.

That is a straightforward crime because I have stopped before the word “or”, so it is not a problem. Then there is a second offence, where,

“the person shines or directs a laser beam towards a vehicle which is on a journey, and … the laser beam … is likely to dazzle or distract … a person with control of the vehicle”.

In my view, it will be incredibly difficult to prove this second crime of being likely to dazzle or distract. That is why I would like paragraph (b) deleted so that it would simply be a matter of proving that a person had shone or directed a laser beam towards a vehicle that was on a journey. That is my reason for pressing the amendment again.

[Baroness Randerson (LD)]

The noble Lord has my support in wanting to push this issue a bit further. I recall raising in Committee the issue that it would be difficult to imagine why people would be walking around carrying a laser and pointing it at either objects on the road or planes in the air unless they were intent on doing some mischief.

It is also possible that people would find it very difficult, as the noble Lord has said, to prove the intent that is in the Government’s proposed legislation. I understand where the Minister is coming from on this—the Government do not want to criminalise people simply for walking around with a laser pen in their pocket—although I go back to the point, which I believe I made at Second Reading, that we have a situation with knives where we all own them and use them on a daily basis but it is an offence to be carrying a knife in certain situations. So we have managed to sort out the law in such a way that it is possible to distinguish between people who happen to have a knife in their rucksack because they were cutting up their apple for lunch and people who are carrying a knife with the intent to use it as a weapon. I say to the Government that it is probably worth while going back and looking again at applying that approach to the carrying of laser pens and lasers in general.

--- Later in debate ---

[Baroness Sugg]

My Lords, the noble Lord, Lord Tunnicliffe, and I have discussed this matter and I have written to him on the subject. I have also discussed this at length with colleagues in the Ministry of Justice, and I will attempt to set out the reasoning behind why we are resisting the amendment.

The Government believe that removing the requirement to dazzle or distract would widen the offence more than is appropriate, thereby criminalising behaviour that would not cause harm. It is government policy and part of the better regulation agenda not to criminalise behaviour unless it is absolutely necessary, which includes focusing any offence on the behaviour it seeks to address. Criminal law ought not to be more extensive in scope than is necessary to achieve its purpose. In creating criminal law, a balance has to be drawn between protecting society and individual rights, and an act generally should not be condemned as criminal where there is no risk of a harmful effect on the public or society.

The offence in this Bill has already been widened from the original contained in the Vehicle Technology and Aviation Bill because it now covers when pointing a laser at a vehicle is,

“likely to dazzle or distract”.

This means that the prosecution will not necessarily need to prove that the laser dazzled or distracted if it presented a clear risk and potential to do so. Evidence of that could come either from the person whom the laser is attempting to dazzle or distract, or from eyewitnesses.

Furthermore, this will be a strict liability offence. Such an offence requires no proof of intention or knowledge of wrongdoing and therefore should be kept within appropriate bounds. There is no need to prove intent to harm, or to dazzle or distract. When the police try and prosecute more serious cases under the offence of endangering an aircraft, they are required to prove recklessness or negligence, which can make prosecutions difficult. Under the new offence, it will no longer be necessary to prove that the accused was reckless or negligent. It is therefore the Government’s opinion that the offence as it is now drafted will make it easier to prosecute without going further and criminalising behaviour that does not present a risk to the public.

I hope that that explains the reasoning for resisting the amendment and satisfies the noble Lord. However, I have heard the arguments and would be interested as to whether he would like us to consider the matter further.

[Lord Tunnicliffe]

I thank the noble Baroness for setting out the arguments. As a non-lawyer, I remain underwhelmed and hope that she will look at this debate and once again consider coming back at Third Reading with some change to allay the fears that have been expressed in the debate. However, it would not be appropriate to press the matter further at this time, and I beg leave to withdraw the amendment.

Amendment 2 withdrawn.

--- Later in debate ---

[Baroness Randerson]

I certainly support the principle behind the amendment, but I am aware that the Government are keen to keep the Bill as simple as possible, and I hope that the Minister will be able to persuade us that it is already covered in other ways. It is essential that co-pilots are also covered. Attempts have been made in government amendments to broaden the Bill—for example, to include towers at airports. That is welcome, but it is important that we ensure that the co-pilot—the person sitting alongside the pilot —is covered, because if the pilot is dazzled, undoubtedly anyone sitting next to them will be as well.

[Lord Tunnicliffe]

My Lords, we support the amendment and hope the Minister will consider it. First, I can see no harm in it and no perversity that might come out of it. It is always dangerous in high-tech industries to be too constraining in one’s language. For all we know, the illustrious title of pilot, which both the noble and gallant Lord, Lord Craig, and I enjoyed at one point in our lives, may fade away as the operation of aircraft becomes more automated. This catch-all amendment would improve the Bill just that little bit.

[Baroness Sugg]

I am very grateful to the noble and gallant Lord, Lord Craig, for tabling the amendment. As I said, it has always been our intention to cover all persons in control of a vehicle, and it is of course important to include all members of the flight crew who are in control of the aircraft or have a safety-critical role in monitoring its control. I hope that my acceptance of the amendment reassures the noble Baroness, Lady Randerson, that a co-pilot will indeed be covered. I reiterate my thanks to the noble and gallant Lord for lending his expertise to this and other areas of the Bill. I fully agree that the amendment strengthens the legislation, and the Government support it.

--- Later in debate ---

[Baroness Randerson]

My Lords, I am grateful to the Minister for her amendments. They demonstrate that she has approached this Bill with very much an open mind. Because of the Bill’s technical nature, some experts in the House were able to add some very useful amendments, the noble and gallant Lord, Lord Craig, being an example. But it perhaps gives us pause for thought that the Bill, which has been pretty narrowly drafted—fortunately the noble Baroness has tabled amendments to broaden it significantly—still needed quite a lot of amendment. Although this is an issue that the Government have been considering for many months, there were still technical issues that needed to be addressed. That does not suggest that the proposals had been consulted on sufficiently. However, in relation to the Minister’s approach, I am very grateful to her for her assistance.

[Lord Tunnicliffe]

My Lords, we have examined this group of amendments and believe they have significantly improved the Bill. I thank the Minister for bringing them forward.

[Baroness Sugg]

I thank all noble Lords for their contributions on this group. All the vehicles mentioned by the noble Lord, Lord Berkeley, would be covered under the definition of a vehicle as,

“any vehicle which is used for travel by land, water or air”.

We have brought forward this amendment so that the definition does cover things comprehensively, not just a limited list.

As the noble Baroness, Lady Randerson, said, the Bill has changed during its progress through the House. It is an excellent example of the improvement that this House can bring to a Bill. I thank all noble Lords for their contributions to that improvement.

--- Later in debate ---

[Baroness Sugg]

My Lords, Amendment 6 creates a new offence of shining or directing a laser towards air traffic control which dazzles or distracts, or is likely to dazzle or distract, a person providing air traffic services. The inclusion of air traffic control in the Bill has seen cross-party support, including from the noble Lords, Lord Tunnicliffe and Lord Monks, and the noble Baroness, Lady Randerson, who tabled amendments on this subject in Committee. We have listened to these concerns.

Air traffic control personnel have an important responsibility in controlling and monitoring the movement of aircraft. I agree that a laser attack on a person carrying out these duties presents clear safety concerns and could endanger aircraft. The Bill was originally drafted to deal with the safety risks faced when a laser distracts or dazzles the person in control of a vehicle, but including air traffic control fits with the underlying principle of the Bill and goes further to protect the travelling public.

Before tabling this amendment, we consulted a range of stakeholders including BALPA, NATS and the UK Laser Working Group. They are all supportive of this new clause. We are treating shining a laser beam at air traffic control in the same way as shining a laser beam towards vehicles, with the same defences and punishments. There is a clear case for this amendment in the interest of public safety, and I am grateful to noble Lords for highlighting this and so improving the Bill. I beg to move.

[Lord Tunnicliffe]

We welcome this amendment. We moved into interesting territory in Committee and, sadly, the Government may come back at some point to address the whole issue of the laser as a weapon. However, they have chosen the right point in that progression and we support the amendment.

[Lord Balfe (Con)]

My Lords, I draw attention to my entry in the register. The Bill is a good example of a common endeavour in this House. Because they are passionate about aviation safety, all sides of the House wish to have a successful Bill. I thank the Minister for listening to all the groups that have responded, particularly BALPA, of which I serve as vice-president. We are extremely grateful to the Minister for the efficient and open way in which she has handled this matter. I place that on record as we come to the end of this stage.

Space Industry Bill [HL]

Lord Tunnicliffe Excerpts

Ping Pong (Hansard): House of Lords
Tuesday 27th February 2018 Lords Chamber

[Lord McNally (LD)]

My Lords, perhaps I may cover the other amendments to which the Minister referred. I welcome what the Government have done; she promised to do it and she has, and for that we are very grateful.

This gives me an opportunity to repair an omission from our earlier debates. These were much dominated by the prospect of the Moynihan international spaceport up at Prestwick—the noble Lord, Lord Moynihan, is not in his place at the moment—but I saw something a few days ago that took me back to my youth, if not to my childhood. It was the name Goonhilly hitting the headlines, with the fact that there is to be an £8.4 million investment by the Cornwall and Isles of Scilly local enterprise partnership to upgrade Goonhilly Downs. I can still hear “Telstar” in my head as I think of the way Goonhilly captured the imagination of the world many years ago. It is good to know that Cornwall Airport Newquay is also an active bidder for the idea of being one of these new spaceports.

The other factor to bring to mind is that the UK Space Agency says that the global market for space is expected to increase from £155 billion per year to £400 billion by 2030. Although sometimes during the debate in both Houses there was a feeling that these matters are a long way away, they are really just around the corner, and the activities of people such as Elon Musk are proving that to be so. That is why this amendment is so important. We have to give people the assurance that if they go into this exciting new industry, they will not be left with unlimited liabilities, and that public safety will be adequately covered. By her action, the Minister has made sure that the industry is investment-friendly, and that is all to the good.

[Lord Tunnicliffe (Lab)]

My Lords, we raised the issues covered by these amendments in the Lords, and the Minister assured the House that changes would be brought forward in the other place to address those concerns. We are pleased the Government have delivered on those assurances and warmly welcome the amendments. During the passage of the Bill, I referred to early aviation legislation and its failure to envisage the growth of that industry or the impact it would have on our future. These amendments are vital to ensuring that we look not only at the needs of the industry but at the impact it will have on the environment and, importantly, surrounding communities.

When we began the Bill, there was not a huge amount of reference to the environment in it and—as the Minister no doubt finds it hard to forget—there was no mention at all of the word “noise”. We have come a good way since then. The new clause ensures that the impact the project will have on the environment is put front and centre as part of the application process and will be duly taken into account by the regulator. We welcome this and put on record our hopes and expectations that this will be a rigorous part of the application process.

The amendments to Clause 34 will ensure that the uninvolved general public—those of us who are not planning to launch into space any time soon—are fully protected if a catastrophic incident occurs and causes damage. It is right and proper that the Government have afforded their citizens that protection. We thank the Government for listening and acting on our concerns.

[Baroness Sugg]

My Lords, first, I thank noble Lords for participating in this short debate and for their support for the amendments to the Bill. Indeed, this cross-party support has been clear during the passage of the Bill through your Lordships’ House. As ever, the scrutiny and analysis of noble Lords has improved the Bill.

The Bill will deliver on the Government’s ambition to take the UK into the commercial space age by enabling small satellite launch and suborbital spaceflight from UK spaceports, whether it be the Moynihan Prestwick one or the McNally Newquay one, as we might now call it. There is no shortage of ambition in the UK, with a number of potential spaceports and launch companies developing plans to offer UK launch services. The Bill provides the modern regulatory framework needed to enable this exciting and empowering opportunity for our thriving space sector, but also addresses the important concerns around the environment and communities. This will help ensure that the UK is one of the best places to start, grow and invest in space businesses.

Automated and Electric Vehicles Bill

Lord Tunnicliffe Excerpts

2nd reading (Hansard - continued): House of Lords
Tuesday 20th February 2018 Lords Chamber

[Lord Tunnicliffe (Lab)]

My Lords, we on the Labour Benches are broadly supportive of this Bill. Our colleagues in the other place supported it the first time round, when it was part of the Vehicle Technology and Aviation Bill. The Government have said that this Bill is about getting ready for the changes that we will see in motoring over the next decades. We are told that 85% of car accidents are in some way due to human error, and automated vehicles have a huge potential to radically improve road safety, reduce human error in incidents, improve traffic flow and combat our air quality and pollution crisis. They could also broaden access to mobility for elderly, disabled and vulnerable people. This is all to be encouraged.

The key provisions in the Bill are welcome, but they seem to be just part of the story when it comes to preparing ourselves for transportation of the future. I wonder if the Government have thought ahead to the impact that automated vehicles might have on our already stretched infrastructure. If the cost, dangers and environmental impact of driving are brought down, how many people might drive their own vehicles, or be driven in their own vehicles, in 20 or 30 years’ time, rather than taking public or other modes of transport? That is something we should think about.

The Bill updates the regulatory regime around motor insurance, removing uncertainty for insurers and manufacturers for claims relating to automated vehicles. It also seeks to address the inhibitors to widespread take-up of electric vehicles. In doing so, it gives the Secretary of State a large number of secondary legislative powers in relation to standards for design of charging points and transmission of data, which I will return to in a minute.

While we broadly support its aims, there are areas of the Bill on which we intend to pose questions and suggest amendments. Clause 1 requires the Secretary of State to keep a list of automated vehicles. The definition is therefore in the hands of the Secretary of State, an issue which remains unaddressed as the Bill reaches your Lordships’ House. The Bill assumes that there is a clear distinction between a vehicle that is automated and one that is not, when the distinction may be more complex. The Government should make sure that they draw on all available expertise and consult before drawing up such a definition. We should not underestimate the size of the task of creating an appropriate regulatory environment for these vehicles. The history of creating a safe regulatory environment in transport is extremely grim. In virtually every mode of transport—aviation, railways or motoring—regulation has caught up with the need to secure safety only after multiple crashes. It is important that a well-resourced and thought-through approach is applied to developing these regulations. We have to recognise that high reliance on digital technology platforms is a very new area. My personal view is that the technology is pubescent: it is full of promise and deeply unreliable.

We welcome the Government’s action to facilitate automated vehicle insurance policies in the future but we need to ensure that changes to insurance processes in the Bill do not result in policyholders being left with additional costs and that there are clear lines of responsibility between manufacturers and insurers. With the introduction of new technology, we must ensure that we have in place cybersecurity measures against hacking. We do not want automated vehicles or charging points to become vulnerable or dangerous. As with other forms of software, automated vehicles will need to be updated and remain so to prevent safety risks. The Government should require automated vehicles to be up to date for the automated function to be used. They should also make clear how the large amounts of data stored in automated vehicles and their charging points will be shared and regulated.

There are currently 11,840 charging points for electric vehicles across the UK and only seven hydrogen filling stations. There are multiple charging point operators, each with their own plugs, software, customer charges and payment methods. If we are to increase the take-up of electric cars, we must make sure that charging points are universally standardised across the country. The Government should ensure that they assess the costs, benefits and feasibility of charging points so that we end up with a national network for both commercial and public use. We are glad that the Government have agreed to publish an updated strategy for promoting the uptake of electric vehicles by the end of March this year and look forward to seeing it in due course.

In making way for the number of electric vehicles on our roads to grow, we need to consider the effect this will have on the current workforce and the potential for a skills gap. Electric and hybrid vehicles need fully trained technicians and a recent study on behalf of the Institute of the Motor Industry showed that 81% of independent garages found it difficult to recruit technicians with the skills to work on such vehicles. Provisions must be put in place for mechanics and small businesses to upskill, so that we may prepare the workforce as we develop this new technology.

As I mentioned, Part 2 of the Bill is full of regulation-making powers for the Secretary of State. Regulations may impose requirements and prohibitions in relation to payments at public charging points, services and facilities available and the transmission of charge point data, to name but a few. We are concerned about the Government’s liberal use of wide-ranging secondary legislation and will examine the Bill more closely to see whether they are using such powers inappropriately. We look forward to hearing the view of the Delegated Powers and Regulatory Reform Committee on this.

We support the Bill but we are disappointed that it is not accompanied by a broader strategy to combat poor air quality and climate change. This is an important opportunity missed. The proportion of renewable transport fuels in the UK fell from 4.93% to 4.23% in 2015 and the Government are in danger of missing their legally binding renewable fuels target of 10% of transport fuel coming from renewable sources by 2020. Electric vehicles are one way for the Government to confront the air quality crisis that they are presiding over, but the Bill could have been a much more ambitious vehicle for tackling pollution and improving public health. We look forward to discussing these and other issues further with the Minister as the Bill progresses through your Lordships’ House. I am particularly looking forward to the many amendments promised by the debate this afternoon.

Laser Misuse (Vehicles) Bill [HL]

Lord Tunnicliffe Excerpts

Committee: 1st sitting (Hansard): House of Lords
Tuesday 23rd January 2018 Lords Chamber

[Lord Brown of Eaton-under-Heywood (CB)]

My Lords, it is plain that anyone trying to dazzle or distract someone in control of a vehicle by using any laser device ought to be guilty of a criminal offence. The critical question raised by this group of amendments is whether the dazzling or distracting light produced by every sort of laser device can properly be described as a beam. If it can, there is no need for this amendment. But if, as I understand is being suggested by my noble and gallant friend Lord Craig of Radley, supported by no less distinguished a scientist than my noble friend Lord Oxburgh, other laser devices such as a laser gun or rifle can reasonably be said to produce light not by beam, but in some other way—by pulse, burst or whatever—the Bill as drafted may well not catch these other sorts of laser misuse.

As a lawyer, I thought to remind myself of the cardinal legal principles that apply to the construction of statutes. To this end, I consulted Bennion on Statutory Interpretation, the sixth edition of which runs to no fewer than 1,200-odd pages. The only relevant principles perhaps worth mentioning here are what is called the principle against doubtful penalisation and the principle that ordinary words in the English language should be given their ordinary meaning, understood as they are in common language.

As to the principle against doubtful penalisation, the court’s approach will be that a person should not be penalised except under clear law, so that penal enactments require a strict construction. As to the principle that words should bear their ordinary meaning, it could perhaps be argued that a pulse or a burst of light is not, in the ordinary use of the English language, properly to be described as a beam.

I am certainly not saying that if this issue were to reach the courts, it is likely that the Bill as drafted would be found wanting. Indeed, I strongly suspect that it would be held to encompass all laser misuse, as so plainly it is intended and right that it should. But if there is any scintilla of doubt about that, and if that doubt can be quite simply removed by adopting this amendment, then why on earth not do that? That surely is the sensible question the Minister should ask herself today.

I add only that if the Bill team is wedded to the word “beam”, then why not simply add to that, “or device”? Alternatively, we could go down the road suggested by my noble friend Lord Oxburgh and in the definition provisions at the end explicitly put the matter as he has suggested, which would take it beyond the reach of any lawyer, however imaginative.

[Lord Tunnicliffe (Lab)]

My Lords, I have to announce that Her Majesty’s loyal Opposition do not have a firm position on this amendment, but I hope the Minister is listening to this debate and will come forward with pretty concrete assurances that the law is clear, or with an appropriate amendment.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)]

My Lords, I understand noble Lords’ intentions in tabling these amendments, as they quite rightly want to ensure that the wording in this legislation is as strong as possible and does not include any loopholes. The amendments aim to capture all the different type of laser products that could be used to dazzle or distract the person in control of a vehicle, and indeed even some products which may not exist yet.

The Bill does use the term “laser beam”, but I can assure noble Lords that the Bill is not limited to any particular type of laser and that all variants of laser should be captured by this. Following the helpful contributions of the noble and gallant Lord, Lord Craig, at Second Reading, I sought further expert clarification on the definition of a laser, including from the Department for Transport’s chief scientific adviser. All types of lasers emit focused beams. Therefore, despite the varying properties that different types of lasers will have, all will still produce a beam, and it is this beam that will dazzle or distract the person in control of the vehicle.

The term “laser” would cover the pulse and burst laser products that the noble and gallant Lord referred to. These products still emit a laser beam, just of a shorter duration. Short-duration laser beams can be very intense and transmit as much power in the pulse as a lower-power continuous laser, so I agree it is important that these are included in the Bill. We expect the courts to interpret “laser” with this wide definition.

--- Later in debate ---

[The Deputy Chairman of Committees (Lord Palmer of Childs Hill) (LD)]

I need at this stage to mention that I cannot call Amendments 3 or 4 because of pre-emption if this amendment is agreed.

[Lord Tunnicliffe]

My Lords, this group of amendments falls under two issues: one is control towers and control buildings, the other is what I call “to dazzle or not to dazzle”. Amendments 2, 6, 8, 10, 12 and 14 refer to the former—I accept that they also refer in part to dazzling or not dazzling—and I tabled Amendment 3, which is directly on the dazzle issue.

I think everybody involved with the Bill supports the central idea that we should prohibit the shining of lasers at aircraft because of the associated risk. Beyond that, there has been a degree of mission creep. The Government’s piece of mission creep has been to want to apply this to all vehicles—fair enough. The aviation lobby’s mission creep has been to want to apply it to control towers—fair enough. When you have had those pieces of mission creep, it is reasonable to apply it to control buildings, although I would be more supportive if there were concrete examples.

We in general support the thrust of the amendments, but I am slightly uncomfortable, because they start to nudge up against the concept of lasers as weapons. The Government must take on board the concept of the use of lasers as weapons in society in general and study this worrying development. That relates to matters such as importation, the crime of carrying such a weapon, and so on. But we do not want to confuse the Bill by going into that territory. I hope that the Minister will take that concern back to her colleagues. I believe that there is already work in BEIS taking place.

To dazzle or not to dazzle is all about gaining a successful prosecution. Our amendment increases the probability of successful prosecution, because it does not require the court to have, completely misquoting Elizabeth I, a window into men’s minds. In other words, the court does not have to prove what people were thinking when they did it. I know that there is general discomfort about strict liability offences, but the issue here is about balance. It boils down to: for what other purpose, having regard to the defence in Clause 1(2), would anyone shine a laser at a vehicle other than to dazzle and distract? That simplicity pushes one towards taking away the dazzle and distract requirement for successful prosecution. I shall deal with my amendment at the appropriate time.

[Lord Monks (Lab)]

My Lords, first, I declare my interest as president of the British Airline Pilots Association. I want to speak briefly to Amendment 14 which, as the noble Baroness, Lady Randerson, said, overlaps with others in the group. On all sides of the House, we are trying to protect not just pilots and the drivers of vehicles but those who control traffic, especially those in control towers at airports. Laser pointers can be a very offensive weapon and their dangerous use should be regarded as rather similar to waving around a gun or other offensive weapon. None of us is under any illusion; the Bill will not be easy to enforce, but it needs to send a strong message about what is acceptable and what is not. I think that it does that but I hope that we can tweak it a bit so that it strengthens that message. The amendments are all designed to add weight to the Bill’s central message on that score.

The noble Baroness, Lady Randerson, spoke about air traffic control, and I will not repeat what I hope were her persuasive points for the Minister to consider. I would just add that such is the range of modern laser pointers that they can reach control towers in controlled areas remote from perimeter fences. Controllers at some distance could be affected by dazzle and distraction in the same way as pilots. As we know, and as has been said, their role is crucial in scanning the airport. Those of us who have had the privilege of joining them in their control rooms have seen that they look physically as well as at the screens; they look at the ground as well as up in the air. They check for obstructions and any hazards that might impede landings, in particular, but check other movements as well.

As such, it is incumbent on us to try to ensure that they are protected as much as possible from thoughtless or malicious laser use. We are coming close to zero tolerance when it comes to laser users flashing them about when people are moving vehicles and aeroplanes.

--- Later in debate ---

[Lord Craig of Radley]

My Lords, I suggested at Second Reading that a horse-drawn vehicle or carriage should be included for completeness. In her reply to that debate, the noble Baroness merely stated that horse-drawn carriages would not be covered by this Bill as,

“We have not seen any evidence of a problem”.—[Official Report, 9/1/18; col. 176.]


In her letter of 15 January, the noble Baroness did not further refer to my raising this omission at Second Reading, but I feel the list of vehicles is incomplete without it. While no such attack may have yet taken place, that alone is no reason not to include it. I gave the example of the coachman driving the state coach with Her Majesty on board. There are many more uses of horse-drawn carriages or vehicles which also deserve consideration so that we give the driver protection.

I hope that, on reflection, the Minister will agree that a horse-drawn vehicle has as much of a place in the Bill as all the other road vehicles listed, including even pedal cycles, and they should also be added to Clause 1(7) at line 11 on page 2. I am not proposing that horse riders should also be included, though I do wonder about the risk of an attack on huntsmen by hunt saboteurs. Such an offence may already be covered by other legislation. I beg to move.

[Lord Tunnicliffe]

My Lords, I do not have much to say, but I thought I had to say something. I was quite surprised that the Government had decided to define “vehicle” in the Bill. I believe there is a good working definition of the word in law, which would have included horse-drawn vehicles. I had a little chuckle when I came to submarines, because I have some problem envisaging how you could dazzle one, but I suppose it could be possible. I say put the horses in as well.

[Baroness Sugg]

My Lords, I greatly appreciate the noble and gallant Lord’s intention to ensure that the Bill is as strong and all-encompassing as possible. The reason horse-drawn vehicles are not covered in the Bill is that it is designed to legislate in areas where we have already seen a real danger to public safety, and to date we have not seen evidence that laser incidents are a problem for that particular mode of transport.

The department works closely with organisations such as the British Horse Society to improve road safety, and I am not aware of this issue being raised as a concern or any reported laser incidents involving horse-drawn vehicles. Of course, anyone who did cause injury by shining a laser at the person in control of a horse-drawn vehicle could be prosecuted for offences against the person such as actual or grievous bodily harm.

The noble and gallant Lord raised an interesting point about someone attempting to dazzle or distract the driver of the state coach with the monarch on board. This is, of course, a matter that we take very seriously and as a result have discussed it with the head of the Metropolitan Police’s royalty and specialist protection command, who has also consulted with Her Majesty’s Household, specifically those individuals with responsibility for Her Majesty’s horses. The police have assessed that the likelihood of such an attack is low and, in terms of the impact of such an attack, Her Majesty’s horses are trained to be comfortable with a number of surprising events. These would include sudden loud noises, smoke and light flashes and they are often blinkered when drawing a carriage. The relative speeds are very low and the carriage drivers are, of course, highly trained. Having reviewed this issue the police have advised me that, as both the likelihood and impact of such an incident are considered low, this is not an area that requires legislation.

As I have said previously, when creating criminal offences it is important that this is done proportionately. Based on the evidence of risk to transport safety seen to date, particularly the advice from the police, the Government do not believe that including horse-drawn vehicles in this offence would be proportionate. However, I have listened to the points made by the noble and gallant Lord, Lord Craig, and the noble Lord, Lord Tunnicliffe, and will take them away and consider this further.

[Lord Tunnicliffe]

Further to that argument, how many incidents of dazzled submarines does the Minister have on record?

--- Later in debate ---

[Lord Trefgarne (Con)]

My Lords, I have some sympathy with the noble and gallant Lord on this matter. For example, it is very likely that training flights, which are of course an important part of aviation, most often begin and end at the same aerodrome. I am slightly unpersuaded, as is the noble and gallant Lord, that they are covered by the Bill, and I hope that the Minister can reassure me.

[Lord Tunnicliffe]

My Lords, I also hope that the Minister will take this away. One worrying point is somewhere deep in various bits of aviation law: a flight is defined as when the wheels of an aircraft first turn. We are envisaging a possible situation where a laser is used immediately before the wheels turn, and the aircraft could then end up in a dangerous situation. The Government therefore have to look at this concern in some depth, and I hope that they will bring something back to us on Report.

[Baroness Sugg]

My Lords, the Government’s intention in the Bill is to cover both when a vehicle is in motion and when it is stationary if the vehicle is about to travel. There would be a safety risk in both cases if the person in control were to be dazzled or distracted.

A journey is intended to start when the vehicle is ready to commence travel. It includes taxiing in the case of aircraft, and for all vehicles will cover any temporary stops along the way, such as stops at a train station, bus stop or traffic lights, or when waiting to take off. It is also intended to capture journeys of any length and to include a journey that returns to the same place at which it began.

I appreciate the points that have been made and what the amendment is aiming to clarify. It is our intention that if the aircraft is about to travel or has not finished shutting down after coming to a stop, this should be covered, as there could still be a risk to transport safety. The Government believe that saying that all periods should be covered, including when a person occupies the vehicle, potentially goes too wide, as that person could be in the vehicle for a long time before the journey commenced or after it finished, when there would not be a risk to transport safety.

At Second Reading the noble Lord, Lord Berkeley of Knighton, highlighted the definition of “journey”, which can be found in the international aviation treaty—the Tokyo Convention. It states that an aircraft is in flight from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. We intend the Bill to cover that definition, but I accept the questions raised in relation to the current wording and will ask the drafters to look at this matter carefully.

A point was made about journeys—including training flights, which were mentioned by my noble friend Lord Trefgarne—which start in one place and return to that same place. It is absolutely our intention that these types of journeys will be covered by the Bill but, again, I will look at the options for making sure that that is clearer.

I hope that I have been able to clarify our intention when the word “journey” is used but, as I said, we will look at this further to ensure that there is no ambiguity in the interpretation. On that basis, I hope that the noble and gallant Lord will withdraw his amendment at this stage.

--- Later in debate ---

[Baroness Randerson]

My Lords, I was pleased to add my name in support of the amendment of the noble Lord, Lord Monks. As he said, the age profile of offenders tends to be quite young and the amendment reflects the fact that young people are often unaware of the danger and gravity of what they are doing. I made the point earlier today that the fact that lasers are often mislabelled emphasises that it is difficult for people to know the strength of the laser they are using.

The Minister wrote to me in response to points I raised at Second Reading and pointed out that lasers are often bought by young people and children on holiday abroad, and that this is frequently the way in which they come into the country. This emphasises the importance of the underlying points the amendment seeks to make—the issue of parental responsibility and the importance of educating parents in the dangers of lasers. In that way we will educate generations of young children.

[Lord Tunnicliffe]

While I have some sympathy with the general direction of the amendment, it touches on a massive subject—the extent to which parents are responsible for the criminal activities of their children. I worry about such a difficult concept being part of this Bill. If there is a problem here, I hope the Government will take this issue away, look at the generality of the relationship between parents and the criminal behaviour of their children and solve it in a wider context than this Bill. I await further discussion on Report before we take a final view.

[Baroness Sugg]

My Lords, parents are not held directly responsible for the criminal acts of their children and I am not aware of any circumstances in our criminal law in which an adult who knowingly or recklessly permits a child or young person to commit an offence is itself an offence.

Punishments such as the local child curfew or a child safety order can be given to children under the age of criminal responsibility who break the law. The order means that a child can be placed under the supervision of a social worker or a youth offending team worker to ensure that the child receives protection and support and is prevented from repeating the offence. Children between 10 and 17 can be arrested and taken to court if they commit a crime, although they are treated differently from adults.

Parents and guardians can be held responsible if their child repeatedly gets into trouble or if the parent does not take reasonable steps to control their behaviour. They could be asked to attend a parenting programme, sign a parenting contract or be given a parenting order by a court. A breach of a parenting order is a criminal offence and can result in a fine of up to £1,000 or community service.

On education, the Government are working on a programme of education which will include a specific programme for schools to target young people and to educate them on the dangers of lasers.

The Government’s view is that the current youth justice system is sufficient to deal with this issue and it would not be appropriate to make an exception to the usual practice. I hope the noble Lord will withdraw his amendment.

--- Later in debate ---

[Lord Trefgarne]

My Lords, I am slightly surprised that the noble Baroness got this one past the clerks. Be that as it may, the advice of the clerks is the advice of the clerks and that is that. She did get it past them, but this sort of thing seems outside the scope of the Bill and the Long Title as I read it. I hope that she will not press it.

[Lord Tunnicliffe]

My Lords, we broadly support the amendment. We will congratulate ourselves after Report and Third Reading, having used very little parliamentary time, on having a narrow Bill that addresses a particular problem, but the real issue is enforcement. Will this law be effectively enforced? We have a crisis in policing in this country. There are some 20,000 fewer officers than in 2010. One has no idea where in the police’s priorities this particular piece of law will fall.

The beauty of having a report after a year is that it will have to include information about how enforcement has gone. That can do nothing but good. There is a general rule of management that what gets measured gets done. The fact that police forces would know that Parliament will be looking at the result of this law and the extent to which it has been enforced would be an important incentive to make it work.

[Baroness Sugg]

My Lords, the Government keep safety across all modes of transport under constant review and, along with industry, are always looking at ways in which we can mitigate risks to safety. The risk posed by the misuse of lasers is no exception. I assure the noble Baroness, Lady Randerson, that we will continue to work with the police, regulators and other stakeholders, including the UK Laser Working Group, to monitor the number of instances of a person shining or directing a laser beam at a vehicle and look at what other steps can be taken, including raising public awareness and using evolving technology, to mitigate the impact that a laser attack has on a person in control of vehicles.

In addition to what we are proposing in the Bill, the Department for Business, Energy and Industrial Strategy has announced new measures to tackle the sale of unsafe laser pointers, which I hope will reduce the number of instances of laser misuse on transport. Much of this will be a matter for the newly created Office for Product Safety and Standards to consider. Announced on Sunday, it will be a national body to further enhance the UK’s product safety system and provide support at a local level. I have already mentioned the education programme. We believe that the very introduction of the Bill will raise awareness of the dangers that lasers pose. The noble Baroness points out that the Bill’s scope is very narrow. That is indeed the case. As I said, BEIS has recently published its response to its call for evidence. The new Office for Product Safety and Standards should help.

We will follow the usual post-legislative scrutiny guidance and submit a memorandum, published as a Command Paper, to the House of Commons Transport Select Committee within five years after Royal Assent. The memorandum will include a preliminary assessment of how the Act has worked in practice. The one year that the noble Baroness proposes in her amendment may not be enough time to properly assess the full impact of a new criminal offence and the other measures I have mentioned. As I said, we will of course be keeping this under constant review. I hope that my reassurances will satisfy the noble Baroness and that she will withdraw her amendment.

Transport for the North

Lord Tunnicliffe Excerpts

Thursday 18th January 2018 Lords Chamber

[Baroness Sugg]

My Lords, we are absolutely committed to improving journeys on the trans-Pennine route, bringing in the state-of-the-art trains, longer carriages and more frequent services that the passengers would like. We want to go further and are planning to spend £3 billion to upgrade the key routes between Manchester, Leeds and York to give passengers those better, faster and more reliable journeys.

[Lord Tunnicliffe (Lab)]

My Lords, I thank the noble Lord, Lord Greaves, for this Question because it has caused me to look at the document. You have to get to page 86 before it says anything about money:

“TfN’s status as a pan-regional organisation, with a range of stakeholders but limited fiscal powers, means that a bespoke but credible funding and financing framework will be required. A substantial element of funding will come from central Government budgets.”


Is the Secretary of State going to buy into this plan and that substantial element of funding?

[Baroness Sugg]

My Lords, absolutely—we are waiting to see the final plan which we will then of course consider. If the initial funding settlement for TfN does not include the funding for transport projects, it will be allocated separately from central government funds.