Oral Answers to Questions
Debate between Sam Tarry and Trudy Harrison(2 years, 11 months ago)
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Trudy Harrison
I would be delighted to accept that invitation. The UK has a wealth of bus and coach manufacturers. About 80% of the service buses are made in the UK and I look forward to the invitation.
Sam Tarry (Ilford South) (Lab)
In February 2020, the Prime Minister and his Cabinet promised to deliver 4,000 zero-emission buses by 2025 as part of the Prime Minister’s “bus revolution”. After all, there can be no journey to net zero without green transport. Yet 18 months later, where are they? Is Santa going to deliver them? No major British manufacturer has even started production yet, nor have any orders even come in. The Department for Transport still seems unable to show how many are on order. Can the Secretary of State and Ministers confirm that the beginning of the release of funding for the ZEBRA—zero emission bus regional area scheme—contracts for building those buses will be given to British-based manufacturers? After speaking to them over the past few days I know that, given the unfolding omicron crisis and passenger levels again plummeting, they are desperate to have reassurances about their future and the future of tens of thousands of British jobs in their industry. Can the Minister enlighten us as to when, if ever, she expects the 4,000 zero-emission buses to be on the road? Exactly how many are in production now? How many are being procured right now?
Trudy Harrison
As I said, we already have nine in the north-east and 50 operating in the country at the moment. We have 500 zero-emission buses being supported through the ZEBRA scheme, with £120 million of investment. A further 300 zero-emission buses will be supported through the all-electric bus city scheme and over 100 zero-emission buses have been supported through the ultra-low emission bus scheme since February 2020. In addition, £355 million of new funding was made available for zero-emission buses at the autumn 2021 Budget.
Draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021
Debate between Sam Tarry and Trudy Harrison(2 years, 11 months ago)
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Trudy Harrison
I thank my right hon. Friend for his intervention. I will endeavour to ensure that the impact assessment takes that figure into consideration. We are working with training providers, and we are also looking at potential compensation schemes. My right hon. Friend should, in the first instance, suggest that his constituent accesses the helpline via the Government website.
We should be proud that the UK has some of the safest roads in the world. I referred to the “Tow Safe 4 Freddie” campaign. This will continue. We will draw attention to the importance of motorists doing safety checks whenever they are towing. The removal of the separate test for car drivers wishing to tow a trailer or caravan frees up some 30,000 vocational test slots annually. That equates to up to 550 extra tests a week, or a 37% increase in weekly tests, relative to pre-pandemic levels. This SI supports the streamlining of testing to increase the number of HGV tests taking place. Thanks to the great efforts of Driver and Vehicle Licensing Agency staff, the backlog of 55,000 driving licence applications for heavy goods vehicle drivers has been eliminated. These are now being processed within the normal turnaround time of five working days.
Keeping our roads safe is of paramount importance, and we will monitor the situation and act if needed, if our roads become less safe. This SI is just one of 32 Government interventions to tackle this issue, to help reduce the strain on our national supply chains, which is affecting every aspect of our daily lives.
Sam Tarry (Ilford South) (Lab)
It is an honour to serve under your chairmanship, Mr Dowd, for the first time.
Our views on this legislation are already on record, so I will not reiterate all the points made in previous debates. I note that my hon. Friend the Member for Bristol South is here, and I am sure she will have a few things to say about the regulations. We on the Opposition Benches understand the Minister’s rationale for this decision, as the regulations make a technical amendment, but it would be remiss of me not to ask a few questions. We all want the HGV shortage to be addressed. Let us be clear: that shortage has been many months, if not years, in the making. Successive Conservative Governments have had the opportunity to address the problem, and have so far failed to get a permanent, workable solution.
As a result of that mismanagement, MPs are today being asked to make a decision that has significant risks. What do we know? Some 30% of drivers fail the B+E test, and since the introduction of the test in 1997, road safety has improved. Ministers simply do not know the risks associated with this decision, and whether a younger cohort more prone to accidents will begin towing as a result of it. These are serious questions that need to be addressed.
It is not acceptable for MPs to be asked to take a decision blindly, when the Department’s impact assessment of the implications for road safety is either not completed or not being shared with Parliament. The ability of this place to scrutinise the Government has been compromised as a result. We did not hear answers when the matter was debated in the Chamber a few weeks ago. Given that implications of the decision are as yet unknown to Parliament, I would like to press the Minister on the review period. A review of the implications of the decision will take place only every three years. That cannot be right. I ask the Minister to consider a shorter period, and to update the House on towing accident figures quarterly; that will give some reassurance that those involved will be in a position to undertake remedial action swiftly if a problem emerges.
In the absence of an impact assessment, can the Minister explain the thinking that underpins the safety assessment? Baroness Vere said in her letter to the Secondary Legislation Scrutiny Committee that there is not currently any statistical evidence to suggest that competence and skills will worsen if drivers do not take a statutory test to tow a trailer. What statistical evidence did Ministers assess to come to that conclusion? Are they conducting an assessment of whether there will be a change in the trend in the age distribution of drivers towing trailers if all current and future car licence holders become automatically eligible to tow, and will that be published?
Although we will not oppose the regulations, we would welcome, either here or in writing, answers to the very serious questions that we have for Ministers, and we would like to put on record our serious concern about the way in which the regulations have been managed.
Oral Answers to Questions
Debate between Sam Tarry and Trudy Harrison(3 years ago)
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Sam Tarry (Ilford South) (Lab)
I welcome the Minister to Transport orals for what I believe is her first set of questions.
In April, I raised the devastating impact of Government cuts on rural transport networks, which has led to what CPRE calls “transport deserts”. I asked for
“assurances…that significant investment will be offered”
to support rural bus networks and
“ensure that our rural communities are genuinely connected”.
The Minister of State told me:
“There can be no greater champion of buses than the Prime Minister”.—[Official Report, 29 April 2021; Vol. 693, c. 501.]
He then gave assurances that funding was on its way.
Six months on, rural communities are still bearing the brunt of the Government’s failure to act. Many of the funding announcements in the Budget were nothing more than rehashed and repackaged initiatives that will do nothing to tackle the transport deserts that blight the lives of ordinary people in so many rural communities, towns and villages. I ask again: will the Minister offer rural bus networks the tangible and significant investment that they so desperately need? Will she offer a firm deadline for when that will be done?
Trudy Harrison
As the hon. Member will know, in last week’s spending review, we set out an unprecedented level of support for buses, including zero-emission vehicles. This Government are supporting the bus network through manufacturing and through the infrastructure required as we decarbonise, as set out in our transport decarbon- isation plan.
Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill (First sitting)
Debate between Sam Tarry and Trudy Harrison(3 years ago)
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Sam Tarry (Ilford South) (Lab)
I beg to move amendment 1, in clause 1, page 1, line 19, after “driving” insert
“(assessed in accordance with DVLA standards and associated sanctions)”.
This amendment would provide that a driver’s “risk to road safety while driving” is assessed in line with DVLA standards and not the individual assessment of the licensing authority.
It is an honour to serve under your chairship, Ms Bardell. The thinking behind the amendment is that a driver’s risk to road safety while driving would be assessed in line with Driver and Vehicle Licensing Agency standards, as opposed to the individual assessment of the licensing authority. At present, licensing authorities are not required to share information with other authorities, which prevents them from being able to make an informed decision about granting or renewing a driver’s licence. That creates the conditions for a driver who has been refused a licence, or who has had an existing licence suspended or revoked because of safety concerns, to apply for a licence in another area, where the new licensing authority is completely unaware of the previous refusal, suspension or revocation. That is not acceptable. It puts the safety of taxi and private hire vehicle users at risk, and it goes against the recommendations of the task and finish group on taxi and private hire vehicle licensing.
It is paramount that driving standards are tightened. At present, local authorities are using points on a licence to issue revocations; instead of using DVLA criteria, they are issuing individual revocations based on their own rules and the judgment of individual officers. That sets a precedent that allows for dismissals, potentially, based on reasons that are different from those of the DVLA—based on the individual licensing authority and therefore that driver. For instance, due to the nature of the job, a driver may be pressured into speeding by a difficult passenger and then will accrue points unfairly, which results in them ultimately losing their job.
It is therefore clear that DVLA regulation should be the sole framework by which drivers are assessed; it should not be left to the judgment of an individual licensing officer. This would create a consistent approach and help cut unnecessary bureaucracy and reduce time spent in the courts system. I am aware that point has previously been raised with the Transport. At present, there is a great deal of uncertainty among representative bodies, such as the Licensed Taxi Drivers’ Association, about whether the Government will support the Bill. The Government have previously indicated that there are no plans to legislate, but instead strongly encourage all licensing authorities to adopt their new statutory standards.
The current approach focuses on improving licensing through the statutory taxi and private hire vehicle standards, published last year, which local authorities are in the process of implementing or consulting on. However, bodies such as the LTDA believe that those standards do not go far enough. Furthermore, they do not deliver all of the recommendations made by the task and finish group. For example, they do not address the vital issue of cross-border hiring, which currently undermines the efficacy of licensing.
I therefore urge the Committee to consider the approach that I have put forward and adopt a more robust stance that would address passenger safety comprehensively and enhance existing licensing legislation through national minimum standards that are legally enforceable. The existing statutory standards are no longer fit for purpose: while they urge data sharing between local authorities and encourage the use of the existing NR3 database—the national register of taxi and private hire licence refusals and revocations database—they do not mandate it, which creates clear inconsistencies in the system.
In closing, I reiterate my earlier point that taxi or private hire vehicle drivers operating out of an area in which they are not licensed must be stopped. Furthermore, enforcement must be shifted to a national level, which would allow local authorities to issue enforcement within their jurisdiction. The Government and the Bill could go further than simply encouraging licensing authorities to adopt the statutory standards.
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I congratulate my hon. Friend the Member for Darlington on his success in promoting his private Member’s Bill. It brings our attention to an important issue: how the licensing authorities can best share information to ensure that the minority of individuals who would seek to cause harm can be prevented from obtaining a taxi or private hire vehicle driver’s licence.
As the Bill does not change the decision-making process of the licensing authorities, the amendment is an unnecessary clarification of what we mean by road safety. Clause 1 seeks to clarify which decisions by an authority to suspend, refuse or revoke a taxi or private hire vehicle driver’s licence should be recorded on a database. For those purposes, the broad description of road safety that is in use already would seem sufficient, as all decisions made in relation to road safety should be available for authorities to review when making their decisions.
Those authorities are of course still able to grant a new licence to a driver who has a record on the database. They are not bound by the previous decision, or by the fact that that is held on the database. The guidance that the Government will produce, should the Bill make it to the statute book, would clarify the terms in more detail for the licensing authorities, so that they are clear what decisions relating to road safety and other relevant information should be recorded on the database. For those reasons, the Government will resist the amendment.
Peter Gibson (Darlington) (Con)
It is a pleasure to serve under your chairmanship, Ms Bardell.
Clause 1 defines “Relevant information”. That definition is important because it is used throughout the Bill to trigger when there is a duty on a licensing authority to record instances of a suspension, refusal or revocation of a driver’s licence on the database, or to report concerns about drivers licensed in other areas. Those duties apply only when the licensing decision relies wholly or in part on the concerns related to relevant information.
Licensing authorities are required to carry out an assessment of whether a driver is fit and proper to hold a driver’s licence and to ensure that remains the case for the duration of the licence. Legislation already enables them to take a view of whether a driver is a risk to road safety. Licensing authorities are experienced at taking decisions on what poses a threat to road safety and know that they must justify those decisions. Existing checks and balances ensure that licensing authorities’ decisions can be contested, including the ability to challenge an authority’s assessment of any risk to road safety.
The Bill does not seek to change or influence the decision making of licensing authorities, and nor does it change the right of a driver to contest a decision; it is simply focused on ensuring passenger safety. The Bill includes provisions for the Secretary of State to issue guidance for licensing authorities, which I am sure could be used to provide further guidance on the matter.
Following my explanation and that of the Minister, I hope that the hon. Member for Ilford South will feel able to withdraw his amendment.
Sam Tarry
Like my hon. Friend the Member for Cambridge, who has a great deal of expertise on this issue and has worked cross party in such a fantastic way to bring these measures forward, I do not want to talk too much about the points I made on Second Reading. However, it is important to note that there is so much consensus across the House on the need for the Bill. The hon. Member for Darlington has worked incredibly hard; he has spoken with stakeholders and taxi users and has reached out across the House in a commendable way. For Members on the Labour Front Bench, this is something that needs to happen as soon as possible, with the Government’s support.
We have heard from my hon. Friend the Member for Rotherham about the harrowing and tragically avoidable situations that the legislation could begin to address. As she explained, the taxi system has been used to abuse people; it needs to transition to being a shining light in terms of standards. I hope that Government support for this private Member’s Bill can make that a national priority.
The hon. Member for West Bromwich West made a good point about SEND transport. It is imperative that everyone, including older and disabled members of our communities, is fully confident in their taxi driver. Recently, we have seen a huge growth in taxi systems; we can pick up our phone and have a taxi at the front door in just a few minutes. As a London MP, I am perhaps more confident than others, given Transport for London’s regulatory framework, but the situation is not necessarily the same across the country. There is the well-known issue of some local authorities, which I will not necessarily name, issuing a vast number of licences. In fact, there were so many licences in some of those cities that the streets would surely be gridlocked with taxis. In reality, the situation in those towns and cities is perhaps more about bumping up the funds available to the local authority than safety and addressing the issues of cross-border working.
In my Second Reading speech, I mentioned how long it has taken for the measures to get to this point. One reason why I was prepared to withdraw my amendment is that I want the Government to move forward on this. Many of the recommendations of the task and finish group are partly addressed in the Bill. It could still go further, but something is obviously better than nothing. We have in the Bill some key measures, which the hon. Member for Darlington has worked hard to put there. It will move things forward, get on the statute book, put national standards in place and, importantly, introduce the database, which can be checked across the country. That is essential to ensuring we do not have a patchwork approach across the country. As in any other sector, standardising safety means setting national standards, and it is important that this legislation makes that happen. I hope we can move forward positively.
Trudy Harrison
First, I thank my hon. Friend the Member for Darlington for the sheer amount of work and dedication he has invested in bringing this private Member’s Bill forward. I also thank right hon. and hon. Members from across the House who have expertise in this legislation and in transport going back many years. I should mention the work done by the hon. Member for Cambridge on this important passenger safety issue.
Passenger safety in taxis and private hire vehicles is a priority for this Government, which is why we are keen to support the legislation. I reiterate that the vast majority of licensed taxi and private hire vehicle drivers are fit and proper persons, who are a credit to the sector and their communities. However, we must ensure that those who are not fit and proper people to hold a licence are not able to do so. It has been set out this morning why that is so important, and the implications of getting it wrong.
Last year, the Government issued the statutory taxi and private hire vehicle standards, which outlined how licensing authorities can best safeguard many of the vulnerable citizens who use those services. One of the recommendations in those standards is the use of the national register of refusals and revocations, which is hosted by the National Anti Fraud Network. Some licensing authorities are using NR3, but not all. Clauses 2, 3 and 4 of the Bill would rectify that by mandating the use of a database that records not only refusals and revocations, but suspensions.
There has been reference to the cost of that database. We would hope that it could be in house; it should certainly be not for profit, and would be done at the minimum possible cost. It would give licensing authorities more information with which to make informed decisions on who we entrust with the responsibility of being a taxi or private hire vehicle driver. That can only be a good thing. The more information available to licensing authorities, the better their decision making will be.
The Bill rightly focuses on safeguarding and road safety issues. Refusals, revocations or suspensions relating at least partly to the safeguarding and safety criteria set out in clause 1 must be recorded on the database. The criteria are sufficiently broad to ensure that all manner of safeguarding, road safety and discrimination concerns can be highlighted to a licensing authority making its decision.
Clauses 5 and 6 also introduce duties on licensing authorities in England to report concerns about drivers licensed in other areas and to act on any concerns reported to them. The Government wholeheartedly support these provisions, which would ensure that, where authorities have concerns about a licensed driver relating to the criteria set out in the first clause, they can do something about it. As many on the Committee will no doubt know, a licensing authority can only revoke or suspend a taxi and private hire vehicle driver’s licence if it issued it. Under this duty, if a driver licensed in another area is behaving in an unsafe manner, or other concerns are raised, the authority responsible for issuing the licence must consider their suitability again.
The clauses would greatly improve not only the collaboration between our licensing authorities, but the effectiveness of their collaboration with other agencies such as the police, who may report a concern to the local licensing authority, which may then be under a duty to pass it on to the relevant licensing authority.