Zoological Society of London (Leases) Bill

Debate between Thérèse Coffey and Roger Gale

Report stage
Friday 19th April 2024 Commons Chamber

[Mr Deputy Speaker]

Technically, no—not at this moment.

[Dr Thérèse Coffey (Suffolk Coastal) (Con)]

Further to that point of order, Mr Deputy Speaker. At what point can we make speeches on the Bill?

[Mr Deputy Speaker]

Once the Third Reading debate has commenced.

Third Reading

King’s consent signified.

Motor Vehicles (Driving Licences) (Reform)

Debate between Thérèse Coffey and Roger Gale

Wednesday 21st February 2024 Commons Chamber

[Dr Thérèse Coffey (Suffolk Coastal) (Con)]

I beg to move,

That leave be given to bring in a Bill to make provision about licences authorising the driving of motor vehicles of certain classes; and for connected purposes.

The principal purpose of the Bill is to reform regulation 5(2) of the Motor Vehicles (Driving Licences) Regulations 1999. These are EU rules that were put into UK law and reduce the number of vehicles that could be driven after passing a general motoring licence test. So-called grandfather rights were maintained for people like me who had passed their driving test prior to 1997 to continue to be able to drive certain categories of vehicles, including minibuses and medium-sized goods vehicles which fall under the categories D1 and C1. In particular, I am seeking reform to our driving licences so that the C1 and D1 categories are automatically given to everybody who has passed a driving test for a car, in the same way that happened for those of us who passed our test before 1997.

This opportunity—a Brexit bonus—to reform driving licence regulations that were put in place thanks to our membership of the EU is motivated by my intention to, first, support rural communities and, secondly, unlock economic growth opportunities. I recently raised this issue in the House in a debate on 31 January and gave notice then of my intention to seek to change the law. Other hon. Members voiced their support for a change, focused in particular on community transport and the D1 category. I do not seek to repeat everything I said in that debate, but since then the Community Transport Association and others have contacted me to voice their full support for a change in the law.

This whole issue first came to my attention when I visited Halesworth Area Community Transport in my constituency and was told about its challenges in getting more drivers. To drive a van or minibus for that non-for-profit organisation, as it then was, people had to pay between £2,000 and £3,000 to do a course and pass a test to acquire a D1 licence, due to the regulations. The problem was reinforced when I visited the Voluntary Help Centre in Southwold, where I was told a similar story. When I went to see the then Transport Minister, I was told that they were EU regulations and that there was absolutely no way we could change them for as long as we were part of the EU.

The Community Transport Association has given me further examples, including Bexhill Community Bus, which stated:

“We are a small Community Bus operator, and we rely on persons with D1 on their licence. We are facing a future when Cat B drivers lose the automatic right to drive a mini bus, and would face the expense of training all new volunteer drivers.”

Changing Lives Together, an organisation in Cheshire that supports a change in the law, says:

“This is very much needed, and we are recruiting from a smaller pool of people every year and it is causing real problems across our area.”

This issue is particularly challenging for community transport associations that help people with disabilities in their daily lives. That was recognised in the Government’s national disability strategy, and there was a commitment from the Department for Transport to help tackle shortages in community transport drivers. It is clear that there is a real need for reform in order to make it easier to acquire a D1 licence to support community transport ventures and our rural communities, and to avoid losing such services or turning them into exclusively paid services.

I turn to the benefits of reforming C1 licences, which are for medium-sized goods vehicles, not heavy goods vehicles. These are the kinds of vehicles used to do a lot of local delivery jobs, but the licence also applies to horse boxes and vehicles such as ambulances. Opening up this category—perhaps with some conditions, such as a minimum age of 25 or having held a driving licence for two or more years—would provide an instant economic boost, without a cost to the Government, and help productivity in the supply chain.

In recent years, we have experienced a shortage of HGV drivers due to a number of factors, particularly during covid. One of the reasons why there has been a shortage is that HGV drivers started switching to jobs using medium-sized vehicles, for which they were automatically qualified by holding an HGV licence. The Department introduced some sensible, temporary measures to help address the shortage. As an aside, the cost of acquiring a C1 licence is typically between £2,000 and £3,000, which is similar to the D1 licence. Apprenticeship courses are available for HGV driving qualifications, allowing businesses to use their apprenticeship levy funding, but there is not one for securing a C1 driving licence. I have been informed that previous attempts to secure one have been rejected, as it is not considered that a 12-month course and practical experience are needed to gain the qualification.

Within Government, I tried to persuade the Department for Transport to look at this opportunity, and I was delighted when it issued a call for evidence in August 2022. As the then Minister, my hon. Friend the Member for Lincoln (Karl MᶜCartney), wrote in its foreword:

“The licensing improvements”—

those regarding HGV drivers, to which I referred earlier—

“were achievable partly due to the fact that we had left the European Union and had the freedom to change our legislation to improve our testing and licensing regime… The call for evidence includes seeking evidence on the economic benefits of widening the recruitment pool for medium-sized goods vehicles and minibus drivers, which may attract more people to the industry and support economic growth by further strengthening our supply chain.”

There was exceptionally strong support for the changes to both C1 and D1 licences, and I particularly commend the submission made by the Community Transport Association on D1 licences. Businesses also gave very strong support to the C1 changes, citing significant economic advantages. The reasons given included that it would be much more efficient to run a single trip in a 4.6-tonne van than to be restricted to multiple trips, as it would require fewer journeys to transport the goods. In essence, it would mean fewer vehicles on the road and fewer trips. That is good news for the economy and for the environment. In the same summary, though, it was pretty clear that the Department did not want to make any changes, which disappointed me. But as is self-evident, I have not given up, as I think these simple changes would both bring economic growth and be hugely beneficial for rural communities.

I am aware that the East of England Ambulance Service was hindered in getting new drivers to drive ambulances due to the delays in C1 assessments, despite their already undertaking advanced driver training—the blues and twos, as it is known—for emergency vehicles. I am pleased to say that that has been rectified, but there was a barrier. Further, while I am in the mood for sensible reform through this Bill, we should consider the economic benefits of extending the lifetime of driving licences, which, due to EU law, is currently 10 years for a car and five years for several other vehicles, including horse boxes. That feels unnecessarily burdensome and a change would benefits not only in the cost of processing, but in the cost to drivers across the country.

I know that the Under-Secretary of State for Transport, my hon. Friend the Member for Hexham (Guy Opperman) is listening hard to these proposals for reform, and I welcome the discussions we have had. I suggest to the Government that such reforms would be exceptionally popular with community transport associations across the country, and with businesses large and small.

I understand the issues around safety. Driving tests have become considerably more difficult since I passed my test, but I think there is a way to address some of the concerns raised by certain campaign groups. I am aware that the Government signed up to the Vienna convention in 2018, although these regulations were already in place and, indeed, we have applied various reservations to the convention so as not to disrupt our common-sense practices in this country. For instance, we do not have to wait for the green light to cross the road at a pedestrian crossing when no traffic is coming in either direction, which, as we know, is a criminal offence in other countries in Europe.

I believe that this is a real opportunity to adopt some sensible approaches that, as I say, would be welcome across the House. The Bill would be a Brexit bonus, increase community transport and remove an unnecessary, costly barrier for business. Recognising the strengthening of the driving test in the past 25 years, we should have the confidence to back British drivers with British rules. I would like to work with the Government during the passage of the Bill to a Second Reading, and I commend it to the House.

[Mr Deputy Speaker (Sir Roger Gale)]

Before I call Sir Chris Bryant, may I gently remind him that he has to give a speech in opposition to the Bill? I take it that the hon. Gentleman wishes to speak in opposition.

Pet Abduction Bill

Debate between Thérèse Coffey and Roger Gale

2nd reading
Friday 19th January 2024 Commons Chamber

[Dr Coffey]

My right hon. and learned Friend, having been a recorder and Solicitor General, is well established in the operation of the law, and I agree. Why not make it two months after Royal Assent?

I strongly support the Bill. I appreciate that there have been many private Members’ Bills that latch on to an issue without really changing the law, on which there might have been questions today. There is no doubt that the change from “permanent deprivation” to “abduction” makes this a powerful Bill, and I look forward to it becoming law before the summer.

[Mr Deputy Speaker (Sir Roger Gale)]

I call George Freeman.

Animal Welfare (Livestock Exports) Bill

Debate between Thérèse Coffey and Roger Gale

2nd reading
Monday 18th December 2023 Commons Chamber

[Dr Coffey]

Of course I agree with my right hon. Friend. Indeed, I am standing in front of the shield of my former hon. Friend, a conscious reminder of the sacrifice that he paid for being a Member of this House. He will be known forever for his passion for animal welfare, and I am delighted that, as well as his closest friends, his successor, my hon. Friend the Member for Southend West (Anna Firth), has continued that journey.

The Bill is straightforward; it does what it says on the tin. That is the right approach. I wish that other parts of the European Union would agree to this. I am delighted that this legislation is one of the Brexit bonuses. It will be the second piece of primary legislation that DEFRA has introduced—the first being the Genetic Technology (Precision Breeding) Act 2023. I know that there is more to do, and I know that there are plenty of speakers who wish to speak today, but let us think carefully about how we can accelerate this Bill so that it gets through the next stage in one day—I believe that business has been tabled for the first week back—so that we can make sure that this legislation comes into effect as quickly as possible. That is good for the welfare of animals and good for our reputation around the world. It will show the leadership that we can bring and make sure that we continue to be strong in what we are doing while still recognising the ongoing animal welfare reforms that this Conservative Government have already put in place, and I know that there will be many more to come.

[Mr Deputy Speaker (Sir Roger Gale)]

I call the SNP spokesperson.

Environmental Protection

Debate between Thérèse Coffey and Roger Gale

Tuesday 18th July 2023 Commons Chamber

[The Secretary of State for Environment, Food and Rural Affairs (Dr Thérèse Coffey)]

I beg to move,

That the draft Environmental Civil Sanctions (England) (Amendment) Order 2023, which was laid before this House on 12 July, be approved.

[Mr Deputy Speaker (Sir Roger Gale)]

With this it will be convenient to consider the following motion:

That the draft Environmental Permitting (England and Wales) (Amendment) (England) (No. 2) Regulations 2023, which were laid before this House on 12 July, be approved.

[Dr Coffey]

The purpose of these instruments is to strengthen environmental civil sanctions, so that our environmental regulators can apply an unlimited penalty to companies that break the terms of their permits and do damage to the environment. We are also making it easier for such penalties to be applied rather than having to resort exclusively to taking polluters to court for fines to be applied.

Rightly, the Government care about the environment, as do the public. In January, we published our environmental improvement plan, which set out an ambitious five-year blueprint for action to make our country cleaner and greener, to restore nature and to improve the state of our environment. In April, we set out our comprehensive integrated plan for clean and plentiful water. Both plans demonstrated our ambition and the action that we would undertake to have a laser-like focus on cleaning up the environment, including enabling our regulators to enforce the law effectively and efficiently.

Let me turn to the enablers that we are debating today. First, the current provision for variable monetary penalties under the Environmental Civil Sanctions (England) Order 2010 is capped at £250,000. Possible penalties are supposed to be an effective deterrent to poor performance. Unfortunately, it seems that some operators may have priced in the fact that it can be cheaper to pay the current penalty than to fix the problem and tackle the pollution. Of course, people who breach their permits and pollute can be taken to court facing a criminal conviction and be faced with an unlimited fine and the prospect of going to prison. However, we know that such investigations and court cases can take years to accomplish such an outcome. Therefore, I am clear that we must provide a strong deterrent, particularly for large operators with significant turnover.

--- Later in debate ---

[Mr Deputy Speaker (Sir Roger Gale)]

Order. I have two points to make. First, interventions should be interventions, not speeches. Secondly, there is a lot of chirruping going on. Even if I am the only person in the House who wants to hear what the Secretary of State and shadow Secretary of State have to say, then I want to be able to hear.

[Dr Coffey]

My hon. Friend is absolutely right about these measures. By voting for them today—of course, they also need to go through the Lords—we will give our regulators all the tools that they need and that they have asked for to tackle this situation. He is right that it is a bit of a surprise that the Liberal Democrats are absent, but there we go. We will be able to remind people that, when Parliament was voting for this legislation, the Liberal Democrats were nowhere to be seen.

Secondly, there is currently no provision under the Environmental Permitting (England and Wales) Regulations 2016 for variable monetary penalties. The majority of Environment Agency investigations are conducted under those regulations, and at the moment the Environment Agency is limited in its enforcement options to giving warnings, advice, guidance or enforcement undertakings, or indeed having to go the whole hog and undertake formal criminal prosecutions.

The secondary legislation that we are debating will introduce variable monetary penalties to the 2016 regulations, ensuring a comprehensive, clear, effective and proportionate deterrent within the environmental civil sanctions regime. Penalties will be based on the degree of environmental harm and culpability, as well as the size of the operator. They are calibrated to act as a proportionate deterrent and punishment, and both instruments will require the environmental regulators to update and publish guidance that sets out their methodology for determining the penalty levels.