Draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021
Trudy Harrison Excerpts(2 years, 4 months ago)
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The Chair
I can confirm that we are quorate. Before we begin, I remind Members that they are expected to wear face coverings and to maintain distancing as far as possible, in line with current Government guidance and that of the House of Commons Commission. Please give one another and members of staff space when seated and when entering and leaving the room. I also remind Members that they are asked to have a covid lateral flow test twice a week if they come on to the estate, either at the testing centre in the House or at home. Members should send their speaking notes by email to handardnotes@parliament.uk. Officials in the Gallery should communicate electronically with Ministers.
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I beg to move,
That the Committee has considered the draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021.
It is pleasure to serve under your chairmanship, Mr Dowd. This statutory instrument, together with the Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021, and the Motor Vehicles (Driving Licences) (Amendment) (No. 3) Regulations 2021, which follows the negative procedure, are part of several measures through which the Government are seeking to address a heavy goods vehicle driver shortage.
The regulations were originally laid before Parliament on 16 September 2021 as the Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021. However, the No. 2 regulations were not approved in both Houses in time to come into force on 15 November 2021 as intended. Since such affirmative statutory instruments cannot be amended once laid before Parliament in draft, we have taken action to lay the regulations afresh, as the draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021. The No. 5 regulations are a replication of the No. 2 regulations, save for an updated title and coming-into-force provision.
The haulage sector has for some time been experiencing an acute shortage of heavy goods vehicle drivers worldwide. The coronavirus pandemic suspended driver testing for much of last year, which increased the shortage further. The shortage affects the supply chains of not only fresh food but fuel, medicines and medical equipment across Great Britain.
As hon. Members will be aware, we are working at pace to deliver Government interventions, including regulatory changes that could alleviate the HGV driver shortage. I recognise the Committee’s concern that evidence could not be provided; I reassure hon. Members that the Department for Transport takes seriously its responsibility with regard to evidence-based policy-making. I am pleased to report that an impact assessment has now been submitted to the Regulatory Policy Committee for scrutiny. I am grateful that these debates could be held at the earliest opportunity, so that we can address this issue as a matter of priority.
This statutory instrument is part of 32 Government interventions to help alleviate the haulier shortage. The overall aim of the SI is to increase the number of heavy goods vehicle drivers in Great Britain by increasing the number of test slots available to drivers wishing to pass the HGV driver test, while maintaining road safety standards following any changes made to the driving licence testing regime.
The intention of the No. 5 regulations is to remove the need for driving licence categories B and E—that is, car and trailer tests—which are currently required by car drivers who wish to tow a heavy trailer. Driving examiners have limited test availability, and this legislation would free up driver examiner time that could be reallocated to conducting HGV tests. That should provide additional availability of tests for potential HGV and bus drivers, to help lessen the driver shortage. For car drivers, the change in legislation will mean that they will be able to tow a heavier trailer—up to 3.5 tonnes or 3,500 kg— automatically once they hold a category B licence, without needing to take an additional B+E test.
Theory and practical training will continue to be recommended to help maintain driver safety on the roads. An accreditation scheme is being developed, with help from the trailer industry and training providers. The scheme will provide voluntary training opportunities for car drivers wishing to tow a trailer of any size for either recreational or business use. My officials have met with the all-party parliamentary group on trailer and towing safety to develop the outline of the scheme, and to consider core modules that would be applicable to all drivers who tow, as well as sector-specific modules. These might cover activities such as safely managing livestock and breakdown recovery towing.
We are already working with trainers and those in leisure and business to develop the trainer package. Together with these groups and the police, we will identify the additional data needed to monitor towing standards effectively. The scheme is planned to launch early next year and will focus, through the provision of specialised modules, on specific driver needs when towing different types of trailers. We will continue to recommend car drivers to undertake training on safely towing and managing trailers. We will encourage drivers through our existing campaigns, and we will work with leisure and towing groups to reach out with offers of training through their communications.
Road safety is, of course, of the utmost importance. That is why we have committed to reviewing this legislation at regular intervals—initially after three years have passed, and thereafter at five-year intervals. An impact assessment will be published early in the new year. Owing to road safety concerns, we decided to hold an additional review three years after legislative change, rather than after the standard five years. It is worth noting that around 6 million drivers who passed their test before 1 January 1997 can already drive a car with a trailer without having to take a separate test. This change affords that same entitlement to drivers who passed the test after 1997.
We should be proud that the UK has some of the safest roads in the world. I reassure the Committee that our support for the “Tow Safe 4 Freddie” campaign will continue.
Philip Dunne (Ludlow) (Con)
The Minister is making important points about this proposed legislation. Will she reassure me that the impact assessment that her officials will produce in January, after this instrument has come into effect, will include an assessment of how many training establishments that were established to provide training to drivers on towing vehicles, rather than offering more advanced heavy goods vehicle courses, will have gone out of business? A constituent of mine has set up a business and is of the opinion that none of his trainers will go on to train HGV drivers, because that is not what they want to do. The objective of this provision is right: we should try to increase the capacity for HGV driver training. However, I am concerned that we may inadvertently shut down viable businesses across the country.
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.
Karin Smyth (Bristol South) (Lab)
I rise to speak on behalf of my constituents, but also as chair of the all-party towing and trailer safety group. I put on record my strong opposition to the regulations on the Floor of the House on 8 November. Since then, the Government have created such chaos, through the announcement in September of this measure, which has still not been brought into law, that I have frankly become less assured, and more concerned, as the weeks have gone on. We are now unleashing thousands of untrained, unsafe and unqualified drivers of trailers on to our roads. It really does beggar belief that we are still doing this.
My hon. Friend the Member for Ilford South mentioned the answers Baroness Vere of Norbiton gave to questions tabled by the noble Baroness Randerson and Lord Bassam. I do not know if you have seen answers like this, Mr Dowd, in your time in the House, but the answers we have had to questions asking the Government
“what data they hold on the safety impact of the B+E car and trailer test; and what criteria they will use to review the impact on safety of the Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021 after three years”
beggar belief. The answer states:
“There is not currently any statistical evidence to categorically say that competence and skills will worsen if drivers do not take a statutory test to tow a trailer.”
In that case, frankly, I do not know why we are taking a driving test at all. Baroness Vere goes on to say:
“Road safety has significantly improved over recent decades for several reasons”—
we do not dispute that—
“and it is therefore difficult to identify how much the car trailer test…has made a difference since it was introduced in 1997…The number of trailer accidents is low, with the proportion of accidents of cars/vans towing a trailer compared to all car/van accidents, as roughly 0.45% in 2019.”
Over the past four years, the all-party parliamentary group on trailer and towing safety has worked steadfastly with the Department for Transport to gather data and information. The problem with further improving safety is that there has not been any more data and information.
Baroness Vere goes on to say:
“In respect of the demographics of the drivers towing trailers, our statistics show that individuals generally only start getting their car and trailer licence (Category B+E licences) from their late 30s and 40s onwards”.
If this is such a crisis, what is stopping drivers in their 20s from driving these trailers without a test? I have the support of the Association of British Insurers and of the Road Haulage Association, because they know that it is not safe—with all due respect to 22-year-olds—to put a 22-year-old on the roads, untested and unqualified, driving those trailers. I have spoken to very many people in their 20s, 30s, 40s and 50s, including people like me who, as the Minister has said, do not need the test. None of us thinks that we are competent to drive those trailers without training and testing. As my hon. Friend the Member for Ilford South said, we already know that 30% of people who have been trained and tested fail.
As I said in November, this move is reckless and dangerous. We know that 50% of trailers on the roads are already not compliant, as shown by the APPG’s work over the past few years, and that 30% of people fail the test. We know that the Government do not know the impact of their decisions, and that the so-called review after three years is a hollow commitment based on no data. I hope that the Minister will respond to my hon. Friend by explaining what on earth the criteria will be that are used to assess these regulations when they are reviewed in three years’ time. I will be here in three years’ time, and will hold the Government to their commitments. I promised my constituents Scott and Donna Hussey that I would do all I can to honour the memory of their son through “Tow Safe 4 Freddie”. I am grateful for the fact that the Government will continue their commitment to that campaign, but I am really quite appalled that we are back here again today, and I sincerely hope that, as a result of these regulations, we do not see the sort of reckless and unsafe driving on the roads that I fear we will.
Trudy Harrison
I will try to give Members some reassurance. As I have said, these regulations will free up 36,000 tests per year—550 extra tests per week—for heavy goods vehicle drivers who are bringing medicines, medical supplies and food to every part of our country. We had 9,541 responses to this consultation, which were mostly positive, and we will publish the full response in the impact assessment early next year. We will continually review this issue and take action when needed.
It is also worth pointing out that the Driver and Vehicle Standards Agency works throughout the year to ensure as far as possible that trailers, including caravans and trailers up to 3,500 kg—which I can tow, because I am 45 years old and passed my test before 1 January 1997—are roadworthy. To provide some indication of the work the Driver and Vehicle Standards Agency is doing, 3,219 tests were carried out on those trailers between September 2019 and September 2021, and only 50% passed. Some 732 tests were carried out on caravans, and only 12% passed, so I am setting out the need for further accreditation. Importantly, that can be accreditation that is suitable for the particular trailer that the motorist will be towing. It will also cover the maintenance of that trailer, which the test did not previously do.
I commend the hon. Member for Bristol South on the work she has done, as well as the work of the APPG and, of course, the “Tow Safe 4 Freddie” campaign. Perhaps early in 2022, particularly at the time of year when people are thinking about taking their caravans out or doing a tip run with their trailer for the first time in months, we will be able to work together to raise awareness of the benefits of training for towing and—just as importantly—maintaining trailers. That is what these regulations will achieve: the kind of accreditation that is suitable for the types of trailers and vehicles that are being used on the UK’s roads.
I have set out the reasons why we are doing this, so I will close by saying that if there are further aspects of the detail of the review that I have not been able to cover during today’s debate, I am very happy to respond in writing to the shadow spokesperson, the hon. Member for Ilford South. I commend the regulations, which were laid before the House on 23 November, to the Committee.
Question put and agreed to.
Committee rose.
Draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021
Trudy Harrison Excerpts(2 years, 4 months ago)
General CommitteesRead Full debate Read Hansard Text Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I beg to move,
That the Committee has considered the draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021.
It is pleasure to serve under your chairmanship, Mr Dowd. This statutory instrument, together with the Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021, and the Motor Vehicles (Driving Licences) (Amendment) (No. 3) Regulations 2021, which follows the negative procedure, are part of several measures through which the Government are seeking to address a heavy goods vehicle driver shortage.
The regulations were originally laid before Parliament on 16 September 2021 as the Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021. However, the No. 2 regulations were not approved in both Houses in time to come into force on 15 November 2021 as intended. Since such affirmative statutory instruments cannot be amended once laid before Parliament in draft, we have taken action to lay the regulations afresh, as the draft Motor Vehicles (Driving Licences) (Amendment) (No. 5) Regulations 2021. The No. 5 regulations are a replication of the No. 2 regulations, save for an updated title and coming-into-force provision.
The haulage sector has for some time been experiencing an acute shortage of heavy goods vehicle drivers worldwide. The coronavirus pandemic suspended driver testing for much of last year, which increased the shortage further. The shortage affects the supply chains of not only fresh food but fuel, medicines and medical equipment across Great Britain.
As hon. Members will be aware, we are working at pace to deliver Government interventions, including regulatory changes that could alleviate the HGV driver shortage. I recognise the Committee’s concern that evidence could not be provided; I reassure hon. Members that the Department for Transport takes seriously its responsibility with regard to evidence-based policy-making. I am pleased to report that an impact assessment has now been submitted to the Regulatory Policy Committee for scrutiny. I am grateful that these debates could be held at the earliest opportunity, so that we can address this issue as a matter of priority.
This statutory instrument is part of 32 Government interventions to help alleviate the haulier shortage. The overall aim of the SI is to increase the number of heavy goods vehicle drivers in Great Britain by increasing the number of test slots available to drivers wishing to pass the HGV driver test, while maintaining road safety standards following any changes made to the driving licence testing regime.
The intention of the No. 5 regulations is to remove the need for driving licence categories B and E—that is, car and trailer tests—which are currently required by car drivers who wish to tow a heavy trailer. Driving examiners have limited test availability, and this legislation would free up driver examiner time that could be reallocated to conducting HGV tests. That should provide additional availability of tests for potential HGV and bus drivers, to help lessen the driver shortage. For car drivers, the change in legislation will mean that they will be able to tow a heavier trailer—up to 3.5 tonnes or 3,500 kg— automatically once they hold a category B licence, without needing to take an additional B+E test.
Theory and practical training will continue to be recommended to help maintain driver safety on the roads. An accreditation scheme is being developed, with help from the trailer industry and training providers. The scheme will provide voluntary training opportunities for car drivers wishing to tow a trailer of any size for either recreational or business use. My officials have met with the all-party parliamentary group on trailer and towing safety to develop the outline of the scheme, and to consider core modules that would be applicable to all drivers who tow, as well as sector-specific modules. These might cover activities such as safely managing livestock and breakdown recovery towing.
We are already working with trainers and those in leisure and business to develop the trainer package. Together with these groups and the police, we will identify the additional data needed to monitor towing standards effectively. The scheme is planned to launch early next year and will focus, through the provision of specialised modules, on specific driver needs when towing different types of trailers. We will continue to recommend car drivers to undertake training on safely towing and managing trailers. We will encourage drivers through our existing campaigns, and we will work with leisure and towing groups to reach out with offers of training through their communications.
Road safety is, of course, of the utmost importance. That is why we have committed to reviewing this legislation at regular intervals—initially after three years have passed, and thereafter at five-year intervals. An impact assessment will be published early in the new year. Owing to road safety concerns, we decided to hold an additional review three years after legislative change, rather than after the standard five years. It is worth noting that around 6 million[Official Report, 15 December 2021, Vol. 705, c. 4MC.] drivers who passed their test before 1 January 1997 can already drive a car with a trailer without having to take a separate test. This change affords that same entitlement to drivers who passed the test after 1997.
We should be proud that the UK has some of the safest roads in the world. I reassure the Committee that our support for the “Tow Safe 4 Freddie” campaign will continue.
Philip Dunne (Ludlow) (Con)
The Minister is making important points about this proposed legislation. Will she reassure me that the impact assessment that her officials will produce in January, after this instrument has come into effect, will include an assessment of how many training establishments that were established to provide training to drivers on towing vehicles, rather than offering more advanced heavy goods vehicle courses, will have gone out of business? A constituent of mine has set up a business and is of the opinion that none of his trainers will go on to train HGV drivers, because that is not what they want to do. The objective of this provision is right: we should try to increase the capacity for HGV driver training. However, I am concerned that we may inadvertently shut down viable businesses across the country.
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.
Trudy Harrison
I will try to give Members some reassurance. As I have said, these regulations will free up 36,000 tests per year—550 extra tests per week—for heavy goods vehicle drivers who are bringing medicines, medical supplies and food to every part of our country. We had 9,541 responses to this consultation, which were mostly positive, and we will publish the full response in the impact assessment early next year. We will continually review this issue and take action when needed.
It is also worth pointing out that the Driver and Vehicle Standards Agency works throughout the year to ensure as far as possible that trailers, including caravans and trailers up to 3,500 kg—which I can tow, because I am 45 years old and passed my test before 1 January 1997—are roadworthy. To provide some indication of the work the Driver and Vehicle Standards Agency is doing, 3,219 tests were carried out on those trailers between September 2019 and September 2021, and only 50% passed. Some 732 tests were carried out on caravans, and only 12% passed, so I am setting out the need for further accreditation. Importantly, that can be accreditation that is suitable for the particular trailer that the motorist will be towing. It will also cover the maintenance of that trailer, which the test did not previously do.
I commend the hon. Member for Bristol South on the work she has done, as well as the work of the APPG and, of course, the “Tow Safe 4 Freddie” campaign. Perhaps early in 2022, particularly at the time of year when people are thinking about taking their caravans out or doing a tip run with their trailer for the first time in months, we will be able to work together to raise awareness of the benefits of training for towing and—just as importantly—maintaining trailers. That is what these regulations will achieve: the kind of accreditation that is suitable for the types of trailers and vehicles that are being used on the UK’s roads.
I have set out the reasons why we are doing this, so I will close by saying that if there are further aspects of the detail of the review that I have not been able to cover during today’s debate, I am very happy to respond in writing to the shadow spokesperson, the hon. Member for Ilford South. I commend the regulations, which were laid before the House on 23 November, to the Committee.
Question put and agreed to.
Electric Vehicles: Transition by 2030
Trudy Harrison Excerpts(2 years, 4 months ago)
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The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
It is a pleasure to be part of the debate and to serve under your chairmanship, Mr Twigg. I thank the hon. Member for Bath (Wera Hobhouse) for raising this subject, and all hon. Members who have spoken for their enthusiastic and passionate contributions about electric vehicles.
I will outline some of the support that the Government are providing for electric vehicles, before running through some of the questions from hon. Members. We have committed £2.5 billion in funding for vehicle grants and infrastructure to meet a very ambitious carbon target. We anticipate that up to quarter of the 36 million cars and vans on UK roads will be electric by 2030. As we can see from the data released by the SMMT recently, the pace of the transition is really accelerating. Industry data shows that almost as many battery electric vehicles were sold in September as in the whole of 2019, and that nearly one in five new cars sold in November 2021 was fully electric.
The journey is not just about the vehicles, however. As has been said, drivers will frequently need world-class charging infrastructure to support the full range of journeys and vehicles in our electric future. Rather than leaving that to the market, this Government have intervened: the Prime Minister announced his 10-point plan for net zero, which will phase out the sale of new petrol and diesel cars and vans in the UK by 2030, as hon. Members have said. From 2035, all new cars and vans must have zero emissions at the tailpipe. In response to questions about the definition of hybrid, that definition is being worked on as I speak, and we will be able to update Members on those conclusions very shortly.
In October, the Government announced in our net zero strategy that we would introduce a zero emission vehicle mandate, which would come into force from 2024. The idea is to help the phase-out dates by setting targets for a percentage of a manufacturer’s annual new car and van sales in the UK to be zero emissions from 2024. Alongside our ambitious phase-out dates, we have also announced £1.3 billion to accelerate the roll-out of charging infrastructure, ensuring that drivers can charge where they need to and more easily than refilling a petrol or diesel vehicle. We are doing that through the Office for Zero Emission Vehicles.
Funding is available to support charge point infrastructure in homes, at workplaces, on residential streets and across the wider roads network. We have Homecharge, which provides £350 to homeowners to install charge points, and we have had about 230,000 householders take advantage of that. We have the on-street residential charge point scheme, which provides up to £13,000 per charge point to local authorities to install charging infrastructure, and the workplace charging scheme, which offers £350 per charge point. We have the local EV infrastructure fund, the charging infrastructure fund, the rapid charging fund—the Government are providing a wealth of support and building on the £1.9 billion from the spending review 2020, and we have committed an extra £620 million of this year’s spending review to support the transition to electric vehicles.
Grahame Morris
The Minister is being generous in giving way, and I am grateful for her listing all the investments and so on that have come through her Department, but has she had a chance to address the issues that I raised yesterday in a Delegated Legislation Committee, and indeed that the Transport Committee has raised, regarding the differential rate of VAT? Not everyone can have their own personal charging point if they live in a terraced house or a block of flats.
Trudy Harrison
The hon. Gentleman makes a common-sense point. We are looking at this, and I will, as he suggests, speak with my colleagues in the Treasury to see what we can do. I do think that the Treasury is playing an important part in this transition, but we need to work more with local authorities. Members across the House should work with their local authorities and with me, because, with their leadership and action through local transport and planning policies, we can really help to support the local zero-emission vehicle uptake, and make sure that it is integrated with local transport strategies.
The Government will publish an EV infrastructure strategy shortly. That strategy will define our vision for the continued roll-out of a world-leading charging infrastructure network across the UK, and focus on how we unlock the charge point roll-out needed to enable the transition from early adoption to the mass market uptake of EVs.
Jim Shannon
I thank the Minister for her response. During my contribution, I asked her to say what relationship she has had with the Northern Ireland Assembly, Minister Nichola Mallon and the Department for Infrastructure. I want the funding that came from Westminster to come again.
Trudy Harrison
I was going to mention this, but I did have the pleasure of meeting Minister Mallon in Belfast a few weeks ago. I also visited Wrightbus, not far from Belfast, in Ballymena. We are having those conversations with the devolved Administrations—supporting, providing funding and learning how we can collaborate best to ensure that the roll-out reaches all the UK.
Gavin Newlands
The Minister mentioned the strategy. Presumably within that strategy will be interoperability. When is that issue going to be addressed? We were told it would be at the end of this year.
Trudy Harrison
I will comment on Members’ queries now.
The hon. Member for Bath asked about energy provision. That is a matter for the Department for Business, Energy and Industrial Strategy, as I am sure she knows, but making sure we have the clean electricity is vital. She will know as well that the Prime Minister’s 10-point plan sets out the commitment towards 40 GW of wind by 2030 and 5 GW production capacity for hydrogen. We have also passed the regulated asset base for gigawatt-plus nuclear power stations, so we are not shy of taking action on energy.
The hon. Member for Bath also referred to fairness. I think that is really important, because in this transport revolution we have an opportunity that we perhaps did not have 150 years ago, which is to ensure that everybody is involved, this time in charging vehicles. We are working with organisations such as Motability to make sure that the charging infrastructure can be used by all, including disabled people. This is about ensuring through the regulations we are bringing forward that people know where charging infrastructure is; that they can be sure the infrastructure will work; that they will not need to use a selection of apps, but instead can use contactless, for example; and that we have the interoperability across different providers to provide a really comprehensive network, as is needed as we transition from fossil fuel to a decarbonised transport economy.
Matt Western
Will the Government legislate for interoperability? Will they publish a plan showing the milestones of how many public charge points will be built every year between now and 2030?
Trudy Harrison
I will take away that request, but I can tell the hon. Member that 26,000 public charge points are available and that of those 4,900 are rapid chargers. We also have a plan to install 750 kW as a minimum in all the 117 motorway service areas—and that absolutely includes the motorway services on the A1(M) at Ferrybridge at junction 41 and those at Wetherby at junction 46.
I commend my hon. Friend the Member for Broxtowe (Darren Henry). A couple of weeks ago, I had the absolute joy of visiting HORIBA MIRA in Nuneaton, where I saw the technology and innovation that is supporting not just decarbonisation but the connected and automated vehicles—they were was abundant with UK content, as the hon. Member for Leeds North West (Alex Sobel) said—that the country will need to be at the forefront. The technology that I saw at Nuneaton will be critical to the transition, and the midlands engine is at the forefront of it. I am delighted that my hon. Friend came to the debate to talk about that.
I am running out of time, but I want to address the lack of driveways. We want to ensure that no driveway is no problem. We understand the need to roll out publicly available charge point infrastructure, and local authorities are key to that. We are therefore putting together a toolkit with advice and, most importantly, resources for where local authorities are struggling to deliver. My message to hon. Members across the House is to work with me and with local authorities, because they will know their local areas best. The Department wants to ensure that we have fair, accessible, affordable, reliable and transparent charging infrastructure right across the UK.
Grahame Morris
The Minister is being kind. I am afraid that she has not addressed the resilience of the national grid and its importance to charging. The BEIS Committee has just produced an interesting letter and report.
Trudy Harrison
That is a matter for BEIS, which it is clearly taking seriously. I work continuously with colleagues in BEIS as well as those in the Department for Environment, Food and Rural Affairs on clean air zones. I will leave it there to allow the hon. Member for Bath to wrap up.
Draft Electric Vehicles (Smart Charge Points) Regulations 2021
Trudy Harrison Excerpts(2 years, 4 months ago)
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The Chair
I remind Members that they are expected to wear face coverings when not speaking and to maintain distancing as far as possible, in line with current Government guidance and that of the House of Commons Commission. Please give one another and members of staff space when seated and when entering and leaving the room. I also remind Members that they are asked by the House to have covid lateral flow tests twice a week if coming on to the parliamentary estate—either at home or in the House. Will Members send their speaking notes by email to hansardnotes@parliament.uk? Similarly, officials in the Gallery can communicate electronically with Ministers. I call the Minister to move the motion.
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I beg to move,
That the Committee has considered the draft Electric Vehicles (Smart Charge Points) Regulations 2021.
It is a pleasure to serve under your chairmanship this afternoon, Mr Robertson. The regulations will be made under the powers provided by the Automated and Electric Vehicles Act 2018. They mandate that most new private electric vehicle charge points sold in Great Britain be capable of smart charging and meeting minimum device-level requirements. They will play an important role in helping us to meet our transport decarbonisation targets.
As announced by the Prime Minister as part of the world-leading 10-point plan for a green industrial revolution, the Government are going further and faster to decarbonise transport by phasing out the sale of new petrol and diesel cars and vans by 2030. From 2035, all new cars and vans must be 100% zero emission at the tailpipe. Cars and vans represent one fifth of UK domestic CO2 emissions, and accounted for 71% of domestic UK transport emissions in 2019. Ending the sale of conventional new petrol and diesel cars and vans is a key part of the answer to our long-term transport, air quality and greenhouse gas emissions.
Electric vehicles do not only present a huge opportunity to decarbonise transport. They also present an opportunity for consumers to contribute to the efficient management of electricity and to share the benefits of doing so. Smart charging will enable that. It enables consumers to shift their EV charging to times when electricity is cheaper and demand is low. It is a win-win, both reducing the need for costly network reinforcement and saving consumers money on their energy bills. Today we are debating regulations that are essential to drive the uptake of this important technology to enable the transition to electric vehicles while minimising costs to consumers.
This instrument could deliver up to £1.1 billion of savings to the power system by 2050. Through this instrument, the Government will deliver four key objectives for smart charging policy by driving consumer uptake; delivering consumer protections; helping to ensure the stability of the electricity grid; and supporting innovation.
I will provide the Committee with some details on the key provisions in the instrument. First, the regulations mandate that most domestic and workplace charge points sold in Great Britain will have the capability to smart-charge so that consumers can benefit from the savings that that offers. Many home charge points already have smart functionality, so this instrument will work with the grain of the market and consumer behaviours to drive significant uptake of the technology and reduce the cost of EV transition.
It is important to note that the instrument maintains consumer choice. It mandates that charge points must have the functionality to support smart charging. Consumers will still be in control of when they charge, and they will of course continue to be able to choose the energy tariff that suits their needs and decide whether they subscribe to smart-charging services.
Some consumers might not engage with smart charging so, to encourage them to charge at times of low electricity demand, the instrument ensures that charge points are pre-set not to charge at peak times. Importantly, the instrument mandates that consumers must be informed and asked to confirm the setting during first use and that they must also be able to edit it at any future point too.
Secondly, the regulations establish new cyber-security and grid protection requirements. The instrument embeds new and more robust cyber-hygiene standards into smart charge points to help mitigate the risk that charge points are hacked and controlled to the detriment of both individual consumers and the electricity system. It also requires a randomised delay function to prevent the synchronised switching on or off of a large number of charge points—for example, in response to a drop in electricity prices. This will help ensure that smart charge points support the integration of EVs into the electricity system and do not destabilise it.
Thirdly, the instrument sets new requirements on how charge points monitor and record electricity consumption. This requirement will help consumers to engage with their energy bills and usage and ensure a charge point is capable of supporting smart services. Many requirements, such as cyber-security, electricity monitoring and the randomised delay function, align with standards developed with industry, namely the British standard for energy smart appliances, PAS 1878.
Finally, we are mandating that, in the event that a consumer switches their electricity supplier, their charge point must retain its smart functionality. This will ensure that consumers are not locked into a specific energy supplier by their choice of charge point. Members of the Committee will note that, across the instrument, we have taken an outcome-focused approach and do not prescribe specific technical implementations. This approach will support ongoing innovation within the charge point market and will help to maintain our position as world leaders in smart technology.
These regulations are essential to ensuring the successful uptake of smart-charging technology and to supporting the electricity grid and consumers in the transition to electric vehicles. I hope that colleagues will join me in supporting the regulations, which I commend to the Committee.
Trudy Harrison
I fear that we strayed considerably from the technical aspects. As interesting as it was, I recommend that those interested perhaps attend Westminster Hall debates for a comprehensive discussion on the wider aspects of EV charging.
To respond to some questions, the regulatory requirements are aligned with the British standard for energy smart appliances PAS 1878 and build on relevant existing international and European standards. I am more than happy to write to the right hon. Member for North Durham with a comprehensive response on the cyber-security aspects.
On charging, there are 26,000 publicly available charge points, of which 4,900 are rapid chargers. We know more needs to be done, but we are working with local authorities, and I encourage Members across the House to work with me to help their local authorities roll out the necessary charge point infrastructure, which must match, as the hon. Member for Wythenshawe and Sale East said, the considerable interest in electric vehicles.
The draft regulations are an essential step in ensuring the success uptake of electric vehicles and, therefore, the decarbonisation of transport. They are particularly about the technical capability to take part in smart charging and assist with managing the electricity system, while saving money on energy bills. This is the first step.
Trudy Harrison
I am afraid I will not, because I know votes are imminent. Work will continue so that consumers can fully access smart benefits and participate in the transition to a flexible system.
Trudy Harrison
I assure the Committee that this is my work. This will include the continued roll-out of smart meters to households and small businesses across Great Britain, and implementing further protections for consumers and the energy system. I hope the Committee will join me in supporting this statutory instrument.
Question put and agreed to.
Draft Renewable Transport Fuel Obligations (Amendment) Order 2021
Trudy Harrison Excerpts(2 years, 5 months ago)
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The Chair
Before we begin, I remind Members that they should wear face coverings except when speaking and unless exempt, and maintain social distancing as far as possible. This is in line with current Government guidance and that of the House of Commons Commission. Please give one another and staff space when seated and when leaving the room. Members should have a covid lateral flow test twice a week, either at the testing centre in Portcullis House or at home. If Ministers and Members have speaking notes, it would be greatly appreciated by officials if they could send those notes electronically to hansardnotes@parliament.uk.
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I beg to move,
That the Committee has considered the draft Renewable Transport Fuel Obligations (Amendment) Order 2021.
It is a pleasure to serve under your chairmanship for the first time, Mr Stringer. The instrument amends the Renewable Transport Fuel Obligations Order 2007, which established a certificate trading scheme known as the renewable transport fuel obligation. The RTFO promotes a market for renewable fuels and places obligations on larger suppliers of fossil fuels to ensure the supply of renewable fuels. Since 2018, that main obligation has included a sub-target supporting the uptake of development fuels. Development fuels are made from sustainable wastes or renewable energy. They deliver higher carbon reductions than traditional biofuels, and include fuels of strategic importance such as aviation fuels, drop-in fuels and renewable hydrogen. The amount of renewable fuel, including development fuel, to be supplied under the obligation is calculated as a percentage of the volume of fossil fuels supplied in a calendar year. Those obligations are met by acquiring certificates that are awarded for the supply of sustainable renewable fuels. The trade of those certificates provides a revenue stream for suppliers of renewable fuels.
The draft instrument delivers several commitments made in our transport decarbonisation plan, which was published in July. It increases the main RTFO obligation level from 9.6% to 14.6% by 2032, continuing at that level in subsequent years, and makes a corresponding change to the development fuel sub-target, ensuring that it is not reduced in absolute terms. The instrument further expands RTFO support for suppliers of renewable hydrogen. It does so by extending certificate eligibility to renewable hydrogen used in maritime vessels and in fuel cell-powered rail and non-road vehicles. Importantly, as targets for the supply of renewable fuels increase, this instrument further strengthens the sustainability and greenhouse gas emissions savings criteria that renewable fuels must meet.
The changes made by this instrument will make an important contribution to achieving UK carbon budgets. As we transition to zero-emission vehicles, we cannot ignore carbon emissions from conventional road vehicles, and increasing the supply of renewable fuels is the best abatement option for many such vehicles. Those low-carbon fuels will increasingly be required in the aviation and maritime sectors. The increase in targets for the supply of renewable fuels in this instrument can deliver carbon reductions quickly, and will provide investor certainty. Expanding eligibility for renewable hydrogen used in maritime and fuel-cell vehicles is an important transitional step, which will encourage the innovation needed to increase deployment of low-carbon fuels in transport sectors that are more challenging to decarbonise.
This instrument is a small part of the wider work that we are undertaking to drive down carbon emissions from liquid and gaseous fuels. Work is progressing at pace to consider further RTFO support for hydrogen, building on the summer consultation. That work includes better supporting hydrogen production plants located away from sources of renewable energy. We will respond with further proposals on the treatment of hydrogen under the RTFO early next year. Similarly, it is our intention to make recycled carbon fuels eligible for support under the RTFO scheme, once primary legislation is secured.
Recycled carbon fuels could play an important role in decarbonising aviation, supporting the aim set out in our net zero strategy to become a leader in sustainable aviation fuel. The net zero strategy contained £180 million of new funding to accelerate the commercialisation of UK SAF production and our ambition for 10% SAF to be blended into UK aviation fuel by 2030.
Beyond 2030, we are developing a long-term strategy for low-carbon fuels to meet decarbonisation challenges across transport sectors. The strategy, to be published next year, will set out the likely transition from road to other transport sectors, and examine the size of the opportunity for UK industry and the ways in which Government policies could support these changes.
In the here and now, it is worth noting that the RTFO delivers around a third of the savings required for the UK’s current transport budget. In 2020, the RTFO scheme saved carbon emissions equivalent to taking 2.5 million combustion-engine-powered cars off the road. The changes in this instrument are estimated to deliver carbon reductions equivalent to the removal of an additional 1.5 million cars from the road by 2032.
This instrument builds on the success of the RTFO scheme and is an important part of our future work to decarbonise transport. I commend this statutory instrument to the Committee.
Trudy Harrison
I thank the hon. Member for his interesting comments. The UK’s sixth carbon budget requires a reduction in emissions of 78% by 2035 compared with 1990 levels. That will require rapid action across the economy, supported by technological innovation. The changes in the instrument to expand the support currently provided by the RTFO for renewable hydrogen and to foster that innovation send a clear message for future low-carbon fuel investments. The increase in the RTFO obligation by 5% to 2032 is beyond ambitious. It is also necessary to reduce the environmental impact of conventional vehicles that use petrol and diesel. It is achievable, based on the availability of sustainable feedstocks, and it is widely supported by fuel suppliers, including suppliers of fossil fuels that would be obligated.
With the ongoing support of the RTFO, the UK fuel sector can play its part in helping to drive the UK’s transition to net zero and the green jobs that it will bring. The hon. Member referred to a number of measures that he would like to see. I remind him that, as we set out in our transport decarbonisation plan this July, we have made a commitment to phase out the sale of petrol and diesel cars from 2030, and that all cars and vans will be zero emission at the tailpipe from 2035. We have made a commitment on heavy goods vehicles: 26 tonnes from 2035, and then larger vehicles from 2040. We have set out our commitment for sustainable aviation fuel: 10% by 2030. I think that he, and Members across the Committee, would agree that we are making huge progress in the decarbonisation of transport. I hope that the Committee will join me in supporting the statutory instrument.
Question put and agreed to.
Bus Services: North-east England
Trudy Harrison Excerpts(2 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
It is a pleasure to serve under your chairmanship, Mr Dowd; I hope to do justice to the points that have been raised. I congratulate the hon. Member for Blaydon (Liz Twist) on securing this debate on the provision of bus services in the north-east. It is rather refreshing to hear all the support for buses. As a fellow northerner and a fellow rural MP, I, too, welcome the intensive interest in bus transport. As the Prime Minister set out in his 10-point plan for a green industrial revolution, buses—
Andy McDonald
I am very grateful. The Minister is applauding the interest in bus service provision in the north-east of England. It will not have escaped her attention that the Opposition Benches are full of Labour MPs from the north-east, but there is no one on the Government Benches. How is that a commitment to transport in the north-east of England?
Trudy Harrison
Let me talk about the commitment from this Government. Connecting people every day to jobs, studies and vital local services is absolutely why we value buses. The benefits are clear. They are at the very centre of our public transport system, and in 2019-20 there were more than twice as many passenger journeys by bus as by rail.
Covid-19 has had a huge impact here, as it has elsewhere, and the Government have provided an unprecedented amount of support for the bus sector, which the hon. Member for Blaydon referred to. Through the pandemic, more than £1.5 billion has been announced to date. That has been essential to keep bus services running and to get workers to jobs, children to schools and people to vital services. Without that support, bus services would have operated at a loss or would have stopped running entirely.
But we do not just want to go back to how bus services were before covid. There are huge opportunities to change the way that bus services operate and we want to make them better. That is why the commitment to buses is evident in the already mentioned “Bus Back Better” national bus strategy, which was published in March this year. It explains how we will see these services being more frequent, more reliable, easier to understand and use, better co-ordinated and cheaper. The point about comparing and contrasting London prices with those elsewhere in the country has been made many times.
Our central aim is to get more people travelling by bus—to not just get patronage back, but increase it—but we will achieve that only if we can make the bus a practical and attractive alternative to the car for many people.
Ian Lavery
The Minister mentioned a number of issues, but one of the real problems is affordability. Opposition Members have mentioned this twice: it costs £6.40 to travel seven miles in my constituency, but travel in the capital is capped at £4.65 a day. The Minister is from the north. When she considers levelling up, she should do what is right for her constituents and mine and ensure that it is affordable for people to use public transport. Affordability is so important.
Trudy Harrison
I do not need to be told that; I am quite aware of it. That is why the “Bus Back Better” strategy will look at how we make those fares cheaper and how we will adopt the London-style approach to fares across all parts of the country, but particularly in the north, which I also represent, as the hon. Member said.
Trudy Harrison
The hon. Member will be able to come back in at the end, if she allows me time now to get through my response.
Peter Dowd (in the Chair)
I remind Members that I will want to put the Question, so I exhort them not to intervene too much at this stage or I will not get to do that and it will affect the ability of the hon. Member for Blaydon (Liz Twist) to wind up.
Trudy Harrison
Thank you, Mr Dowd. Hopefully, I can set the hon. Member’s mind at rest. There are already examples of great bus services across England, where we have really seen passenger growth, with local authorities and bus operators working together to put passengers first, which is critical. Strong local plans are being delivered through enhanced partnerships between authorities and bus operators or franchising arrangements; those are crucial to achieving the goals that we have set out in the strategy. All local transport authorities in England, including the North East Joint Transport Committee, have confirmed that they will pursue one of these approaches—as the strategy asks. They have all published bus service improvement plans, setting out how the goals of our strategy can be delivered in their local areas and be driven by what passengers—and would-be passengers—want.
We set out in our guidance on bus service improvement plans our high expectations of what those plans should include. We have heard what priorities Members from across the House would want to see, as well—it is tackling congestion; it is speeding up services; it is reducing fares; it is simplifying ticketing, and it is decarbonising bus fleets. At the Budget we announced £1.2 billion of dedicated funding for bus transformation deals, which is part of an over £3 billion fund of new spend on buses over this Parliament. This level of investment represents more than a doubling of dedicated bus funding when compared with the previous Parliament. The hon. Member for Blaydon asked for clarity on the funding allocation; we shall be announcing more details on how that funding will be announced very shortly. She also asked for a meeting with the Minister responsible, Baroness Vere, in the other place. The Baroness would be delighted to confirm that meeting between Nexus, Transport North East and herself.
The spending review and the Budget also confirmed that the Government will be investing £5.7 billion in the transport networks of eight city regions in England, including in the north-east, through the city region sustainable transport settlements. It represents an unprecedented investment in the local transport networks, and will play a key role in driving forward the country’s national infrastructure strategy, as well as delivering transformational socioeconomic and environmental change in those areas. The north-east will be able to submit a programme of schemes that it intends to fund using its prospective settlement, which could include improvements to bus provision. The Government look forward to working with the region to unlock and deliver the many transport benefits that the CRSTS will provide.
The new funding comes on top of the support that Government already provide for buses. Each year, the Government provide £250 million in direct revenue support for bus services in England, via the bus service operators grant. Without that support, fares would increase and marginal services would disappear. Around £43 million of the bus service operators grant is paid directly to local authorities, rather than bus operators, to support socially necessary bus services in their area that are not commercially viable. The funding also supports the approximately £1 billion spent by local authorities on concessionary bus passes every year. The Government are committed to protecting the national bus travel concession, which is of huge benefit to around 9 million older and disabled people, allowing free off-peak local travel anywhere in England.
The national bus strategy is the biggest shake-up of the industry in a generation. It sets out what we want for passengers and how we will achieve it. I am sure that everybody would agree that only by working together can we provide the bus services that people want and need. The hon. Member for Blaydon asked a question on driver shortages; I wanted to reassure her that we now have a further 50,000 test slots annually, thanks to the changes that the Driving and Vehicle Standards Agency and the Driver and Vehicle Licensing Agency have recently made.
There is, of course, our commitment to 4,000 zero-emission buses, which was set out by the Prime Minister and is very much part of the Department for Transport’s transport decarbonisation plan. It was raised that nobody has seen these buses; well, I certainly have. I have had the joy of riding on those buses during COP26—both hydrogen and battery-electric. I have also had the pleasure of visiting Wrightbus, near Ballymena in Northern Ireland, to see the buses being manufactured.
Chi Onwurah
I, too, have seen the buses when they were parked in Westminster for a show and tell by the manufacturers. What I have not seen is the buses on the streets of Newcastle.
Trudy Harrison
I am sure that the hon. Member will look forward to taking a ride on one of those buses. I certainly found them to be smooth and they provide a far more enjoyable driver experience; and it is not just about the drivers, but the pedestrians and the people who live in the communities where the bus routes run.
I am proud of what the Government are doing on the decarbonisation agenda. I welcome the support for buses generally, and I hope that Members across the House will join me in encouraging increased patronage of bus services. I again thank the hon. Member for Blaydon for calling the debate and for the passion that has been displayed throughout.
HGV Driving Licences
Trudy Harrison Excerpts(2 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I beg to move,
That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021, which were laid before this House on 16 September, be approved.
Mr Deputy Speaker
With this we shall consider the following motion:
That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021, which were laid before this House on 18 October, be approved.
Trudy Harrison
Together with the Motor Vehicles (Driving Licences) (Amendment) (No. 3) Regulations 2021, which follows the negative procedure, these statutory instruments are part of several ways that the Government are seeking to address the heavy goods vehicle driver shortage. The haulage sector has been experiencing an acute shortage of HGV drivers worldwide for some time. This has been further exacerbated by the coronavirus pandemic having suspended driver testing for much of last year, meaning that the shortage increased further. The shortage affects not only the supplies of fresh food, but fuel, medicines and medical equipment across Great Britain. I am therefore grateful that this debate could be held at the earliest opportunity available, so that we can address this issue as a priority.
The overall aim of the regulations is to increase the number of HGV drivers in Great Britain by increasing the number of test slots available to drivers wishing to pass an HGV driving test, while maintaining road safety standards for any changes made to the driver licence testing regime. The intention of the Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021 is to remove the need for driver licence category B+E tests, which are required for car drivers who wish to tow a heavy trailer. Driver examiners have limited test availability, and this legislation will free up driver examiner time and mean that it can be reallocated to conduct HGV tests instead. This should provide additional availability of tests for potential HGV and bus drivers to help lessen the driver shortage. For car drivers, the change in legislation will mean that they will be able to tow a heavy trailer up to 3,500 kg automatically once they hold a full category B licence.
Karin Smyth (Bristol South) (Lab)
What assessment has the Minister made of whether the changes will in fact deliver the additional capacity for HGV drivers that she said should happen? What assessment has actually been made?
Trudy Harrison
The removal of tests will free up 30,000 opportunities, and the removal of staging will free up 10,800 opportunities. For car drivers, the change in legislation will mean that they will be able to tow a heavy trailer automatically once they hold a full category B licence. Theory and practical training will continue to be recommended to help maintain driver safety on the roads, which is of the utmost importance.
An accreditation scheme is being developed with help from the trailer industry and training providers. This accreditation scheme will provide voluntary training opportunities for car drivers wishing to tow a trailer of any size for either recreational or business use. The scheme is planned to launch early next year and will focus on specific driver needs when towing different types of trailers through the provision of specialised modules. We are already working with trainers and those in leisure and business to develop the training package and, together with these groups and the police, we will identify the additional data needed to monitor towing standards effectively.
The purpose of the Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021 is to streamline the HGV and bus driving licence regime by removing the staging requirement for a separate heavy trailer test for provisional vocational licence holders. This will mean that once car drivers have applied for and been granted the relevant provisional entitlement to drive an HGV or bus, they can then take a full HGV or bus driving test that includes towing a heavy trailer without first having to pass the rigid HGV or bus test stage. Road safety standards will be maintained as, in order to obtain this full licence, drivers must still prove competency in all required areas to pass the test. There is no change in the test standards. Together, these measures are expected to free up 3,300 additional test appointments every month, thereby helping to reduce the acute shortage of approximately 39,000 heavy goods vehicle drivers we were experiencing as of June 2021.
The SIs support the streamlining of testing to increase the number of HGV tests taking place. Keeping our roads safe is of paramount importance, and we will monitor and take action if needed, if our roads become less safe. The SIs are just one of the 28 interventions the Government are putting in place to tackle this issue and to help reduce the strain on our national supply chains.
Trudy Harrison
I would like to thank hon. Members for their clear consideration of these instruments. I will respond in turn to the various points that have been raised.
The shadow Minister, the hon. Member for Ilford South (Sam Tarry), encouraged swift action, and we have certainly taken swift action. There is a shortage of 39,000 HGV drivers, according to my data, as a result of a variety of factors including a lack of diversity and poor quality facilities. That is why in the latest spending review we have committed £32.5 million to improving those facilities. On diversity, I am delighted to be able to inspire the House with the latest figures on vocational tests. They indicate that 56% of men are passing the tests and that 65% of women are doing so. That is an uplifting statistic on vocational heavy goods vehicle testing.
We are also working with the Department for Education and now have specific apprenticeship standards with a funding band of £7,000. That is really working. We are providing funding to Think Logistics and working with Career Ready. As the hon. Member for Strangford (Jim Shannon) suggested, we are already working with ex-military personnel and others, including people who have retired, to help to retrain them to work in the sector once again. My hon. Friend the Member for North East Bedfordshire (Richard Fuller) questioned the timescales. Yes, we will review formally in three years and five years, but we will also review continually at every stage. Should there be a need for intervention, we will not hesitate to intervene where road safety is concerned.
I would really like to thank the hon. Member for Bristol South (Karin Smyth) for her work on chairing the all-party parliamentary group, and I would be delighted to accept her invitation to come and speak to the group and to understand how we can make this work. I want to reassure her, her members and, most importantly, Freddie’s family that safety is of paramount importance to the Department, and quite rightly so. We will continue to support the Tow Safe for Freddie campaign, which the Department has supported in the past, because we take road safety very seriously. The UK has some of the safest roads in the world. Our support for the campaign will continue, and will draw attention to the importance of motorists doing safety checks whenever they are towing.
The hon. Member for Richmond Park (Sarah Olney) raised a number of points. I have reached the grand old age of 45, and I passed my test before 1997. I can already tow a trailer of up to 750 kg—and indeed of up to 3,500 kg—because this change came in in 1997. Earlier this year, we ran a trailer safety campaign. It was timed to coincide with the lifting of the travel restrictions and the anticipated rise in the number of motorists towing caravans and trailers. It focused on encouraging motorists to do several basic checks before setting off on their journey, and highlighted the most common defects found by Driver and Vehicle Standards Agency examiners at the roadside. This reinforces the vital importance of maintaining trailers. I very much hope that people will take advantage of the Department’s encouragement of accreditation, which will also be provided.
We will shortly be publishing the impact assessment. It is being handled urgently and requires clearance, including by the Regulatory Policy Committee. We will keep those timescales to a minimum, but at the earliest we expect to be able to publish the assessment before the end of the year. We understand the concern that a full analysis has not yet been published, and we are working on it urgently. It was a case of balancing the need to take action quickly to address the driver shortage against the need to assimilate evidence and analyse it in full.
I hope the Chamber has found the debate informative. These instruments will play a critical part in ensuring we can rapidly address the acute heavy goods vehicle driver shortage that the haulage sector faces.
Trudy Harrison
I am afraid I will not—I am nearly there. The instruments will free up driver examination time so that more HGV driving tests can be conducted. As has been seen in recent weeks, this is a matter that affects us all in our daily lives and action must be taken.
Question put.
The Speaker’s opinion as to the decision of the Question being challenged, the Division was deferred until Wednesday 17 November (Standing Order No. 41A).
Resolved,
That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021, which were laid before this House on 18 October, be approved.—(Trudy Harrison.)
Oral Answers to Questions
Trudy Harrison Excerpts(2 years, 5 months ago)
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Mark Fletcher (Bolsover) (Con)
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
As announced in the spending review on 28 October, the Government are investing more than £5 billion over this Parliament in highways maintenance, enabling local highway authorities to fill in millions of potholes a year, repair bridges and help to resurface roads up and down the country. The spending review has also fundamentally protected the Government’s plans for RIS2, the second road investment strategy, while adjusting for schemes that are now progressing to a different timetable.
Mark Fletcher
More than 300 of my constituents have already signed my petition backing plans to improve junction 28 of the M1. It has been a constant bottleneck; residents of Pinxton and South Normanton are so often stuck there for a very long time. Will the Minister commit to working with me to make sure that we can deliver plans to improve that junction?
Trudy Harrison
Yes, of course. I congratulate my hon. Friend on his petition. I can reassure him that National Highways has now submitted information on the scheme to the evidence base that will help to inform the next stage of road investments. Thanks to his effective lobbying for his constituents in Bolsover, I can confirm to the House that National Highways has commenced a further study to assess the long-term future of junction 28 of the M1 to consider how planned growth may affect current and proposed schemes.
Andrew Jones (Harrogate and Knaresborough) (Con)
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
The Government will invest more than £3 billion in buses during this Parliament, including a new dedicated £1.2 billion fund for London-style bus transformation deals to improve infrastructure, fares and services.
Andrew Jones
Harrogate has electric buses already, and they are very popular for their ride quality and their environmental benefit. I am keen to see their benefits extended, particularly to Knaresborough, where we have two air quality management areas and the very high-volume No. 1 route. Will the Minister update the House on where we are with the ZEBRA—zero-emission bus regional areas—scheme?
Trudy Harrison
Absolutely. My hon. Friend is a superb champion for Harrogate and Knaresborough and has extensive experience of public transport. I am sure that he will appreciate the recent announcement of £355 million of new funding for zero-emission buses, which is in addition to the existing £120 million for the ZEBRA scheme. On ZEBRA, we also announced last week that almost £71 million of the funding has been awarded to Warrington, Leicester, Milton Keynes, Kent, Cambridge and Peterborough. We continue to work with a further 17 local transport authorities that will submit proposals. One of those areas is North Yorkshire; I understand that Harrogate and Knaresborough are part of the defined area. I look forward to working with my hon. Friend on the matter.
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.
Daniel Zeichner (Cambridge) (Lab)
Back in 2017, the hon. Member for Harrogate and Knaresborough (Andrew Jones) was the buses Minister. As he will remember, we had many discussions about the Bus Services Act 2017 and audiovisual announcements. Incredibly, some four and a half years on, the proposals for audiovisual announcements have still not been implemented. When can I expect to see and hear them on buses in Cambridge?
Trudy Harrison
We are working apace on this, and will be able to update the House in due course.
Several hon. Members rose—
Peter Aldous (Waveney) (Con)
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
The Home Office is currently considering responses to a targeted stakeholder consultation on the level of statutory fees for vehicle recovery.
Peter Aldous
I thank the Minister for that response. The fees paid to the often family-run businesses that provide this service have not risen since 2008, and there are cases of operators receiving less than 50% of the statutory fee. This is both unsustainable and unethical. Will my hon. Friend work with her counterparts in the Home Office to put in place arrangements that properly ensure the long-term viability of this industry, thereby keeping our roads safe?
Trudy Harrison
Absolutely. The Home Office is reviewing the responses to the consultation on the level of statutory fees for vehicle recovery. The purpose of the consultation is to gather evidence to ensure that fees are adequate to meet the current costs and operational needs of a sustainable vehicle recovery service. I welcome my hon. Friend’s keen interest in this area, and I will work alongside our colleagues in the Home Office as we progress this necessary update.
James Sunderland (Bracknell) (Con)
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
I can assure my hon. Friend that our intention for this consultation is to prevent modifications that negatively impact on road safety, vehicle security and the environment. Department for Transport officials have been instructed to ensure that proposals do not prevent activities such as restoration, repairs or legitimate improvements to classic cars, or do any damage to the motor sports businesses involved in these activities. Motor sport is an important sector for society, our economy and our heritage and I thank my hon. Friend for all that he does in championing this important area, as he is a fantastic advocate.
Alex Cunningham (Stockton North) (Lab)
Mr Robert Goodwill (Scarborough and Whitby) (Con)
Trudy Harrison
As Scarborough and Whitby is the proud home of Alexander Dennis coaches, I know that my right hon. Friend will welcome the firm acceleration that is supporting thousands of zero-emission buses, thanks to a further £355 million of funding announced in the spending review last week. With £71 million extra for our zero-emission bus regional areas scheme, we are bussing back better with a cleaner, greener kind of horsepower.
Judith Cummins (Bradford South) (Lab)
Trudy Harrison
Absolutely yes, Mr Speaker. I thank my hon. Friend for his championing of Bus Back Better. The Government are absolutely determined that great bus services be available to everyone, especially those in Stoke-on-Trent. Our national bus strategy explains how we will make buses more frequent, more reliable, easier to understand and use, better co-ordinated and cheaper. We are more than doubling dedicated bus funding compared with the previous Parliament.
Wera Hobhouse (Bath) (LD)
Making aviation net zero is clearly a big challenge. Earlier, the Secretary of State said that it is not flying that is the problem, but emissions from aircraft that use fossil fuels. Will he meet me to discuss ideas around synthetic fuels that scientists from the University of Leeds have brought to my attention?
Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill (First sitting)
Trudy Harrison Excerpts(2 years, 5 months 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.
Dr Johnson
I am grateful to the Government for supporting the fantastic Bill proposed by my hon. Friend the Member for Darlington. Women and girls in particular use taxis of an evening to get them home safely. They are used as a safety measure, so the work that my hon. Friend and the Minister are doing is extremely important. The Minister has talked about collaboration between different parts of England. This Bill applies only to England, because this is a devolved matter. Will she elaborate on what she is doing to ensure good collaboration between all four parts of the United Kingdom?
Trudy Harrison
This is indeed a devolved matter, but we very much hope that the devolved Administrations in Scotland, Wales and Northern Ireland learn from what we do here and are inspired by the work of Members from across the House. The priority is safety and accountability. The devolved Administration in Wales is already considering ways forward to protect the most vulnerable people. This Bill is an excellent step.
My right hon. Friend the Member for South Holland and The Deepings has extensive experience in transport, and I absolutely agree with him on the importance of safety. My right hon. and learned Friend the Member for South Swindon referred to legislation, and there will be further legislation in due course. The Bill covers a defined aspect of the issue.
I welcome what the shadow Minister, the hon. Member for Ilford South, said about not delaying this important change, and I thank the hon. Member for Rotherham for the cross-party, collaborative way she has worked to tackle the challenges in her constituency. The work she has done will save many more women from further incidents.
Sir John Hayes
My hon. Friend is coming to her exciting peroration and I do not want to spoil that, but the issue of DBS checks is really important. There are more than 30 recommendations from Professor Abdel-Haq, all of which warrant close attention. Those that require legislation need to be taken forward. The recommendation on DBS checks says:
“All licensing authorities must require drivers to subscribe to the DBS update service and DBS checks should must be carried out at a minimum of every six months. Licensing authorities must use their existing power to mandate this ahead of inclusion as part of national standards.”
That point was emphasised and amplified by the hon. Member for Rotherham. It is critical. That could be done in addition to the excellent work that has been done by my hon. Friend the Member for Darlington in bringing forward this Bill. Perhaps the Minister will—if it is not impolite to suggest a response to my query—go away and consider that.
Trudy Harrison
I will of course go away and consider that, and more importantly, we will work with colleagues in the Home Office. There has been some really important and concerning discussion about name changes in relation to DBS checks, and we are working on that issue with colleagues.
The Bill is an excellent step, and my hon. Friend the Member for Darlington has received support for it from across the House. I reiterate my thanks for the collaborative way in which we have got to this point. I look forward to following the Bill through its parliamentary stages.
Peter Gibson
This House is at its best when people work together, and this Committee has been a shining example of that co-operation and collaboration. I thank all right hon. and hon. Members who have been on this short Committee. This is a short but vital Bill, and I thank everyone for sharing their expertise.
The hon. Member for Rotherham has been a champion of reform in this area, and I pay tribute to her passionate work. The hon. Member for Cambridge, who I will designate the grandfather of the Bill, if I may, has been entirely co-operative throughout the process, and I thank him for his expertise and the care with which he has attended to the Committee’s proceedings. If the hon. Member for Cambridge is the grandfather of the Bill, then my right hon. Friend the Member for South Holland and The Deepings is its great-grandfather. I thank him for his help, assistance and guidance throughout.
My right hon. and learned Friend the Member for South Swindon—my good friend—is the Bill’s great-uncle. As he rightly pointed out, Sian O’Callaghan tragically lost her life at the hands of a taxi driver. Sian’s family and the Suzy Lamplugh Trust have been incredibly supportive of the Bill. It would be a fitting tribute to Sian if the Bill were to become known as Sian’s law.
I also thank the Lord Commissioner of Her Majesty's Treasury, my hon. Friend the Member for Castle Point (Rebecca Harris), for her guidance on and navigation of the maze that is a private Member’s Bill. She has been stalwart in her help and support. I also thank the Minister on her first appearance as Minister in Committee.
In conclusion, I record my thanks to those who work behind the scenes, including the officials at the Department for Transport, who have put in the legwork on the Bill, and our Clerk, Mr Mellows-Facer, who has been incredibly supportive over the past few months. I hope that all members of the Committee will see the Bill through today. I look forward to their joining me in the Chamber on 21 January for Third Reading.
Question put and agreed to.
Clause 1 accordingly ordered to stand part of the Bill.
Clauses 2 to 9 ordered to stand part of the Bill.
Driver and Vehicle Standards Agency: Shetland
Trudy Harrison Excerpts(2 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
It is an absolute pleasure to serve under your chairmanship, Ms Ghani. I thank the right hon. Member for Orkney and Shetland (Mr Carmichael) for explaining the situation. It is disappointing to hear his frustration, and I hope I can provide some level of comfort about the next steps. I will endeavour to work with him to find a solution to what he describes as an unacceptable situation for his constituents.
The Driver and Vehicle Standards Agency’s core aim is to help everyone stay safe on British roads, which are some of the safest in the world. The DVSA is part of the Department for Transport. It is funded not by the general taxpayer but by the fees it charges to those who use its vital public services. The DVSA is responsible for delivering, in a normal year, around 2 million car theory tests, 1.9 million car driving tests and 70,000 large goods vehicle tests. Those tests help people into and through a lifetime of self-driving. They also help ensure the safe and efficient movement of freight around England, Wales and Scotland, by examining people who want to drive professionally.
As Members know, recently the Government set out a range of measures to increase the number of lorry drivers as we continue to build back better from the covid-19 pandemic. Like many parts of the Department for Transport, as well as the wider public sector, the DVSA is working hard to recover its services as we continue to emerge from the pandemic. It is prioritising the reduction of waiting times as quickly and as safely as possible for customers who want a car practical test. It is also increasing the number of vocational tests available for those who want to become lorry drivers. The opportunity for people to book a lorry driving test is something the Government, the DVSA and the right hon. Gentleman feel strongly about.
Let me turn to the DVSA’s operation in the right hon. Gentleman’s constituency. I thank him for his detailed, albeit somewhat frustrated, explanation of events thus far. As he knows from his meetings with the DVSA to discuss his concerns, it has conducted vocational tests in Lerwick since October 2001. Module 1 motorcycle testing began in 2011. The DVSA conducted those tests from Anderson High School until 31 July 2021, when testing ceased because the landlord, Shetland Islands Council, had plans to redevelop the site. Testing stopped at the high school at the end of July this year, as the right hon. Gentleman explained.
Over the past six years, the DVSA, together with members of the council, has conducted an extensive search of the island. During that time, only two sites were identified as possible vocational and motorcycle module 1 testing locations: Ladies Drive, which is owned by Tulloch Developments, and Scatsta airport, which is owned by the council and became commercially available only in recent months. The Ladies Drive site was preferred by motorcycle and vocational trainers, as Scatsta airport is some 25 miles from Lerwick.
As the right hon. Gentleman is aware from the many discussions he has had with the DVSA, the DVSA considered the Tulloch site but rejected it because the construction cost to make it operationally suitable was too high, in addition to the significant annual lease cost, which was disproportionate to the number of tests that would be conducted. When taking into account the construction cost, 10 years of capitalised rent and rates plus associated fees, the Tulloch scheme would cost in excess of £1 million. That does not balance cost or manage public money responsibly, even when taking account of the Government’s priority to increase the number of lorry drivers.
Mr Carmichael
I am grateful to the Minister for giving way. As I indicated in my speech, when the costs were subsequently made known to me, they seemed higher than I would have expected. I was not party to the negotiations or discussions. I was told that the specification would have made it twice as thick as any other road in Shetland in terms of the tarmac to be laid. I think that there is more opportunity here to interrogate the work that has been done to get to these figures. That requires the DVSA to engage, instead of just saying, “That’s the cost, and we are not going to explain anything more.”
Trudy Harrison
I thank the right hon. Gentleman for his intervention. While there are considerable infrastructure costs in ensuring that the surface is suitable for the turning of very heavy trucks that would be required, there were also other costs for rent and associated fees, as I am sure he can appreciate. That said, I am confident that my colleague in the other place, Baroness Vere, would be willing to consider providing further detail on costs and, potentially, alternative sites if the right hon. Gentleman would like to discuss the matter further.
However, speed is of the essence. As the right hon. Gentleman will surely agree, his constituents are missing out on opportunities to become lorry drivers and to drive motorcycles, and we must ensure that a resolution is found in the swiftest order to relieve that burden on the Shetland isles.
The site at Scatsta airport is the more viable and affordable option. The DVSA met the council to discuss the possible use of the site. The initial negotiations were very positive. The council actively supported the DVSA in marking out the off-road manoeuvring area and in placing a container with equipment on site in anticipation of a mutually beneficial agreement. I am assured that the issue is unclear to the DVSA, but perhaps the right hon. Gentleman could explain. The council had a change of heart in August and told the DVSA that it was withdrawing from negotiations about the use of the Scatsta site as a testing facility.
This was a considerable disappointment to both the DVSA and its customers, given the amount of work that had been done. It meant a withdrawal of practical testing facilities on Shetland. The DVSA is committed to exploring and exhausting all possible options to retain the testing service on Shetland. It submitted a planning application to Shetland Islands Council for permission to use the vacant site for practical driver testing. Despite there being no other current use for the site, the council has told the DVSA that it will not recommend planning permission. In fact, it offered the DVSA a refund of its application fee if it would withdraw the application.
Mr Carmichael
The Minister is being very generous with her time. I appreciate that this is not part of her ministerial brief, as it rests with her noble Friend, but can the Minister tell me at what point the DVSA actually started investigating the Scatsta site? It is apparent to me from my dealings with the Minister and the agency that it had been well sighted on the difficulties that it had identified with the Ladies brae site in Lerwick. The point about the application for planning permission is that that went in only when I pointed out that nobody has done anything to obtain change of use permission.
Trudy Harrison
I hope that later in my speech, I will be able to answer that particular question. I will, of course, write to the right hon. Gentleman should he require further clarification.
We do not know the motivation behind the offer to refund the application fee in return for withdrawing the planning application, but Members will not be surprised to learn that the DVSA declined and awaits the official outcome of its application. Given the council’s unusual offer, the expectation that the DVSA will receive a favourable planning outcome is low. If Shetland Islands Council does reject the DVSA’s reasonable application to use otherwise redundant land at Scatsta airport, it will, with full support of the Department, push for full transparency in this matter.
The DVSA has been co-operative and transparent throughout its endeavours to secure new facilities on Shetland. It has shared all information with the right hon. Gentleman and others when it has been legally able to so. It is the DVSA’s firm view that the intransigency of the council is the only impediment to it being able to reinstate its vital public services to the residents of the island of Shetland. I hardly feel that I need to remind anyone of the urgent need for more lorry drivers in the current climate.
Trudy Harrison
I am afraid I will not give way any further, simply because of time restrictions. The position on motorcycle testing on Shetland also depends on securing a new site for conducting the off-road part of the test. Although the DVSA understands that the island’s sole motorcycle trainer has ceased his trade, without a testing facility there is no incentive for anyone else to offer such training on Shetland.
In the absence of a test facility on Shetland, the nearest venue for candidates in Lerwick is Orkney, which is about 120 miles and a five-hour journey by ferry away. The next nearest option is Aberdeen, which is around 224 miles away. That is not what the DVSA wants for its customers or for the right hon. Gentleman’s constituents. Shetland Islands Council has the opportunity to help the DVSA and its customers, who are also the council’s residents. I hope it will not pass up that opportunity.
Car practical driving tests remain at Lerwick on an occasional basis, as has always been the case, meaning that tests are conducted when there is a substantial customer demand. However, the waiting time for a test there is 24 weeks. We recognise that that is not ideal. In September, a new in-house contract for the DVSA to run the theory driving test came into operation. Starting tomorrow, I am pleased to say, the new theory test centre opens in Lerwick, and two more will open next month, at Mid Yell and Symbister. While the DVSA regrets the slight delay in opening the theory test centres, I am sure the right hon. Gentleman will agree that having three test centres, where there was previously just one, amounts to a significant service improvement.
In conclusion, I hope the right hon. Gentleman will be reassured that the DVSA is working hard for the people of Shetland to provide vital public services. I thank him for his hard work in this area over many years, and I will leave him to have the last word. However, I want to assure him that I will continue to work alongside him in finding a solution.