Road Safety

Robert Goodwill Excerpts

Tuesday 10th December 2013 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

Thank you very much for calling me to speak, Mr Dobbin. You seem to have drawn the short straw again in having me in one of these debates.

I congratulate my hon. Friend the Member for Gillingham and Rainham (Rehman Chishti) on securing this debate. Road safety is an issue that has long been close to my heart. The UK is a world leader in road safety. Our statistics show fewer road deaths per million population than in almost any other EU country. Road deaths in the UK are lower by almost a factor of four than in the United States, and they are also lower than in Germany or France. From 2011 to 2012, the number of people killed in road accidents reported to the police decreased by 7.7% to 1,754, which is the lowest figure on record. The number of casualties also fell by 4%, including a reduction in the number of people seriously injured on our roads. However, there is no room for complacency. Every death and serious injury is a tragedy, and it remains vital to reduce the number of people who are killed or seriously injured on the UK’s roads. Even one death on our roads is too many.

Many of the issues that my hon. Friend raised about sentencing and penalties are matters for the Ministry of Justice; it would probably expect me not to encroach too far on to its territory, but I hope that there can be an engagement between the Ministry of Justice, the Department for Transport and my hon. Friend, to consider how we can review some of these sentences and penalties. I am assured that all penalties are constantly under review in the light of experience.

I turn now to drink-driving and repeat offenders. I share my hon. Friend’s concerns about the impact of drink-driving. My hon. Friend the Member for Worthing West (Sir Peter Bottomley) outlined his own involvement in dealing with this issue. I must admit that I have not thought about it for very long, but his idea of a surety that could be built up before being returned to a driver if they are successful in not drinking and in meeting the medical requirements imposed on them seems—at the outset—to be a sensible idea. I also note the points that he made about puffin crossings. I have had a meeting with him and with those who have produced a very useful video that shows some of the dangers faced by people using the old pelican crossings with multi-lane approaches.

We have a proven strategy for tackling drink-driving and repeat offenders, which combines legislation, enforcement, engineering and communications. We work closely with the police and other organisations on education, and on communicating drink-drive messages in a consistent way. As a result, there has been a step change in public attitudes to drink-driving. Indeed, the current generation of young people regard drinking and driving as a complete no-no.

Since 1979, drink-driving casualties, deaths and serious injuries have fallen dramatically. There has been an almost sixfold reduction in the number of people killed in drink-drive related accidents and a similar drop in seriously injured casualties. In 2011, we saw the lowest level of drink-driving fatalities since detailed reporting began. Provisional figures suggest that the number of people killed in drink-drive accidents in 2012 increased by 17% on the previous year, from 240 to 280. However, that estimate is provisional; it is based on a limited sample of data and will be finalised next year when a more complete sample is available. The provisional sample is based on a large degree of uncertainty and there have been significant revisions in previous years.

[Sir Peter Bottomley]

This extra, helpful suggestion is probably more for the Department of Justice than the courts. When there is an inquest into or a prosecution resulting from a death through over-the-limit drink-driving, might I suggest that inquiries should be made and presented to the court about where the person was drinking, who knew they were drinking, who knew they were driving and whether those people did anything to dissuade the person from driving after heavy drinking?

--- Later in debate ---

[Mr Goodwill]

I am sure that those listening to this debate in the Justice Department will have taken heed of my hon. Friend’s point. That is part of our campaign over Christmas. One police force has been encouraging people to shop their mates who insist on drinking and driving. Often, people try to remove keys from the driver but they still insist on driving.

My hon. Friend the Member for Gillingham and Rainham mentioned the drink-drive limit. My current view is that we should not reduce the drink-drive limit; we have a gold standard limit and a gold standard penalty. Although other countries in the European Union have a lower limit, they also have lower penalties. I would not want to demote the offence of drink-driving and for it to be in a similar bracket with speeding or other motoring offences. It is right to stick with the decision made in a review some years ago about our drink-drive limit and to stick with disqualification, which is the penalty that really makes people sit up and take notice.

On campaigns and communication, just last week I launched the Think! drink-drive campaign, highlighting the snowball effect that a drink-driving conviction can have on one’s future job prospects. Up to 1 million people work in jobs that they could lose as a result of a drink-drive conviction, and almost a third of people would have to give up their job as a result of such a conviction because they rely on a car to get to work. Additionally, it could affect a person’s chance of getting another job, because any employer can ask to see unspent criminal convictions. Drink-driving is a criminal offence. A drink-driving conviction can have a devastating impact on people’s personal life, leading to a driving ban, criminal record, job loss and even imprisonment. That is the message we are giving this Christmas. The Think! drink-drive campaign has been running for more than three decades and last week it was awarded a Prince Michael international road safety award for the part it has played in helping to reduce drink-drive casualties.

Last week, the sixth annual Coca-Cola designated driver campaign was launched, in partnership with Think! This allows drivers to benefit from a “Buy one, get one free” offer on Coca-Cola products over the festive season. I must point out that other carbonated beverages are also available.

What new measures are being introduced? We are also introducing new legislation, through the Deregulation Bill, to close the loopholes on drink-drive enforcement. One of these loopholes is the so-called statutory option. If the lower of the driver’s breath readings is below 50 micrograms per 100 ml of breath, they are entitled to have their breath sample replaced by a specimen of blood or urine. This measure has been in place since 1981 and was included due to concerns about the reliability of evidential breath-testing devices at the time. But the process can lead to delays in obtaining the specimen where there is not a resident health care professional at the police station, which can result in a negative blood or urine test. Roadside breath-testing machines have been developed extensively and there are no longer concerns about reliability. More than 30 years on, it is time that the statutory option is removed.

We are improving devices further. Roadside evidential breath-testing devices are currently being type-approved by the Home Office. Once that process is complete, police officers will be able to collect evidential specimens at the time the offence is committed. We are supporting that by removing the requirement for a preliminary breath test where a roadside evidential breath test is performed. This means that in difficult operational scenarios, police officers will only need to take two breath specimens instead of three. Another measure is to allow registered health care professionals to take blood specimens in hospitals. This makes blood collection consistent with that in police stations, streamlining the process.

Drink-drivers pose a grave risk to other road users. Repeat offenders are a particular cause for concern, because previous contact with the criminal justice system has evidently done little to change their behaviour. I appreciate why my hon. Friend is keen to ensure that appropriate maximum penalties are available to the courts when dealing with these cases. The Ministry of Justice is looking at this issue. I do not wish to pre-empt the outcome of that work, but I assure the House that the Government agree that these are important issues and we are considering them carefully. In the meantime, we will continue to work to improve preventive and enforcement measures, to deter drink-drivers and communicate the implications of drink-driving convictions.

On drug-driving—

[Rehman Chishti]

Recently, I was made aware of a campaign in some parts of the country where people are given £1,000 to shop an individual they think is susceptible to drinking and driving. Does the Minister agree that it is completely unacceptable to use taxpayers’ money for that purpose? We should be doing the good thing regardless, because it is right to make the authorities aware when somebody is about to commit a crime, rather than having incentives for reporting a susceptibility to crime.

[Mr Goodwill]

I wondered when I saw that campaign by Derbyshire police—I think—whether it was more about getting headlines than getting people to shop their mates, so to speak, but I am interested in its effects. It has certainly publicised this issue and, hopefully, will deter even more people from drink-driving.

Alcohol interlocks, or alcolocks, are a relatively recent development in drink-driving, which prevent operation of the vehicle engine if the driver provides a breath sample that is above a specified alcohol limit. The provision for introducing them was included in the Road Safety Act 2006. These devices are used in some countries to manage some people with drink-driving convictions. Experience suggests that they are effective while in use, but that drivers revert to offending once the interlock is removed. Better results have been experienced where a programme is closely supervised and supplemented by education and counselling. However, the driver can get around the alcolock in other ways—for example, by changing the car they drive.

The Department undertook research in 2009 into the practicalities of a judicial programme. That concluded that the costs of implementing and enforcing a scheme are likely to be disproportionate. A scheme might also give those who could afford to take part the benefit of a discounted disqualification, without evidence that this achieves a long-term change in a drink-driver’s behaviour. Therefore, there are no plans to implement the use of alcohol interlock devices. However, I understand that some bus and lorry fleet operators use these devices.

My hon. Friend asked what discussions are going on in the European Union. There have been some informal official-level discussions on the pros and cons of the use of alcohol interlocks in EU member states. The European Commission consultation on the issue closed on 15 August. We have not yet received notification of the outcome. However, no formal proposals have been received from the EC in this regard.

As with repeat drink-drivers, drivers who flout driving bans are a significant risk to road users and repeat offenders are obviously a concern. In tragic cases where a driver causes a death, not only has a life been cut short, but it can also have a devastating effect on the victim’s family.

High-risk offenders are drink-driving offenders disqualified from driving for a number of reasons. A person is a high-risk offender if they are more than two and a half times over the legal limit for alcohol in breath, blood or urine. I am not aware of any plans to change that, but I hear my hon. Friend’s representations. People also fall into that category if they fail to provide a specimen for testing or if they refuse consent for a sample taken when they were incapacitated to be analysed. Repeat offenders are also high-risk offenders. If someone has been disqualified twice or more within 10 years for being over the legal limit or unfit to drive, they are a high-risk offender. We are considering the parameters in that regard. If correspondence from frustrated drivers who find it increasingly difficult to get their licence back is anything to go by, the system is working.

I am grateful to my hon. Friend for his hard work raising awareness and promoting the aims of road safety, and for this opportunity to speak on the subject. I hope that I have demonstrated our degree of commitment to road safety issues. The UK has one of the best road safety records in the world and we are working to ensure continued reductions in the numbers of people killed and seriously injured.