58: Clause 66, page 65, line 13, at end insert—
“(3A) Section 34 of the Road Traffic Offenders Act 1988 (disqualification for certain offences) is amended as follows.(3B) In subsection (3), in the words after paragraph (d)—(a) after “the offence” insert “(“the new offence”)”;(b) for “three years” substitute “the period specified in subsection (3A)”.(3C) After subsection (3) insert—“(3A) The period is—(a) six years, where—(i) an offence of which the person was convicted within the ten years mentioned in subsection (3) falls within paragraph (aa) of that subsection, and(ii) the new offence also falls within that paragraph;(b) in any other case (but subject to subsection (4ZA)), three years.”(3D) In subsection (4)—(a) in the words before paragraph (a), after “(3) above” insert “and subsection (4ZA) below”;(b) in paragraph (a)—(i) omit sub-paragraph (ii) (and the “or” after it);(ii) in sub-paragraph (iia), for “that Act” substitute “the Road Traffic Act 1988”;(iii) omit sub-paragraph (iii) (and the “or” before it, but not the “and” after it).(3E) After subsection (4) insert—“(4ZA) Subsection (1) shall apply as if the reference to twelve months were a reference to five years in relation to a person convicted of—(a) an offence under section 1 of the Road Traffic Act 1988 (causing death by dangerous driving), or(b) an offence under section 3A of that Act (causing death by careless driving when under the influence of drink or drugs),but this is subject to subsection (3) in cases within paragraph (a) of subsection (3A).””Member’s explanatory statement
This amendment increases minimum disqualification periods for offences under sections 1 and 3A of the Road Traffic Act 1988.
My Lords, keeping our roads safe is a key priority for the Government. Too many innocent road users are killed or injured by the reckless actions of a minority of selfish and uncaring drivers who simply do not understand or appreciate the responsibility that comes with holding a driving licence. We can and must do more to force home the message that holding a driving licence comes with a serious level of responsibility. If drivers are prepared to ignore their responsibility, we will use the law to ensure that they are removed from the roads.
We listened carefully to the passionate and well-informed opinions voiced by noble Lords during the Committee stage debates on road traffic offences. Against that background, we reflected with great care on what change we might make to the Bill to further the cause of road safety. Our deliberations have resulted in the Government tabling Amendment 58, which I am confident will improve road safety.
The amendment focuses on two of the most serious road traffic offences: causing death by dangerous driving and causing death by careless driving when under the influence of drink or drugs. These cause untold grief to many families every year. Both involve a degree of recklessness that is completely unacceptable. Elsewhere in this Bill we are increasing the maximum sentence from 14 years to life for these offences.
This amendment reinforces the seriousness with which the Government regard these two offences by increasing the minimum period of disqualification from driving for anyone convicted of them. In the case of causing death by dangerous driving, the amendment increases the minimum period of disqualification from two years to five years. In the case of causing death by careless driving when under the influence of drink or drugs, the amendment also increases the minimum period of disqualification from two years to five years. But it also goes a step further in respect of this offence. The amendment maintains the existing principle of having a longer minimum period of disqualification for a repeat offence of causing death by careless driving when under the influence of drink or drugs, raising it from three years to six years.
My Lords, I will speak to the various amendments in this group. I first thank the Minister for arranging two meetings with her colleagues, one in Transport and one in her department, which were very helpful in sharing our concerns—I am speaking from briefings from a large number of groups that are concerned about road safety generally. As a result, we reached some quite good conclusions about where things are going.
Amendment 58 is a good start, so I do not need to spend too long speaking to some of the other amendments. Although it is a welcome start, I also welcome the much wider review that the Minister mentioned. The issue with that review, which comes under my Amendment 65, is that it could cover an enormous scope of issues. We can all think of things about road safety that should be improved—the legislation and the penalties—and it covers some of the issues which will probably come up later today in considering other amendments. I am pleased that the review is starting in January, but I hope that the Minister will be able to say a little more about it. How long it will take? Who will be involved? Will the Government welcome input from people outside—from your Lordships’ House, from the other place and from other groups? Will a report be published with all the evidence? One hopes so.
If that is the case, the next thing, of course, is the legislation needed to implement those. Some of it may require primary legislation; some of it could perhaps be done by secondary legislation. But, again, that needs to be looked at. Perhaps when the Minister responds at the end of this grouping, she could give us a bit more detail about that. This is a good start, but there is still a long way to go.
I will speak very briefly, first on Amendment 63. We discussed “exceptional hardship” at some length in Committee. What worries me—it is worth repeating the statistics—is that 8,632 motorists are still permitted to drive despite having 12 or more points on their licence. I will not go into examples, but that indicates to me that something needs to be done. I do not know whether the Minister has considered it, but in advance of and separately from the review, would it be possible for Ministers to look again and consider revising or amending the sentencing advice to magistrates, so that this was tightened up a bit? I think she will agree that 8,000 such people driving around, having decided that having their car is essential to take their dog for a walk, is probably rather more than one would want to see.
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Would it be useful to set up a quick committee and report to try to come up with some different solutions? Seven collisions a day is too many, and some of them could be fatal. I hope the Minister will agree that this could be taken forward, but I do not have any other amendments tabled to do that.
I support the amendment from the noble Baroness, Lady Randerson. I am saying that I support it before I have heard what she has got to say, but there we are—I look forward to what she has to say.
My Lords, I thank the noble Lord, Lord Berkeley, for that vote of confidence. I wish to speak to the amendments in my name and to the group in general.
I start with Amendment 63, on exceptional hardship. If you Google “exceptional hardship”, the first listing is an advert from a firm of solicitors. I will not give their name; they do not need free publicity from me because they also advertise on the television. They describe themselves as “exceptional hardship” and “totting up” solicitors. They define exceptional hardship as “real hardship”. They say they have covered more than 10,000 cases and have a 98% success rate. No wonder, as a recent FoI request revealed, there are 8,632 drivers driving around with more than 12 penalty points. The firm I have described is not alone; there are dozens of other firms of solicitors advertising similarly. This is an industry: this is not an exceptional situation that we are dealing with.
Amendment 63 seeks to define exceptional hardship as something significantly greater than the definition provided by that firm of solicitors and significantly greater than the hardship that would arise for a large majority of other drivers. The definition takes into account the offender’s economic circumstances, location and family circumstances. I bring this to the attention of the Government, and say that there is no point in putting down amendments for more and more stringent penalties if there is a gigantic loophole which is being exploited in front of our eyes.
Amendment 66AA, on bridge strikes, is the manuscript amendment from the noble Lord, Lord Berkeley. I am grateful to him for persisting with this issue because it is a very serious accident waiting to happen. As he has described, lorries hit bridges all the time. This causes a major impact on train services and on our economy, as well as obviously presenting a road safety issue. There are huge costs to the HGV drivers as well. Clearly, drivers do not do this deliberately, so there must be a problem. The problem is almost certainly in the signage; we have the technology nowadays, and improved signage needs to be implemented. There also needs to be a reappraisal of responsibilities between Network Rail and the highways authorities, where there is an interface.
My Lords, it is good that the Government have realised that our road traffic laws are a mess, because the cost—the human cost, the social cost—of the crimes and offences we are talking about is extremely high. When we think of the cost of the deaths and injuries to the NHS, to social services, to the emergency services, we are talking about billions of pounds and we really ought to understand that a lot of the causes are avoidable.
When I first got on to the Met Police authority, I went out a lot with the traffic teams—I have told this story before—and one sergeant said to me, “If I wanted to murder somebody, I would run them over with a car, because nobody could ever prove it was not an accident”. This brings me to the word “accident”, which we really should not use when we are talking about road collisions, road incidents and so on. It offends me and the whole road safety community deeply, because the minute you use the word “accident”, you are judging the cause of whatever happened and that is obviously unfair. You have to look into what really happened.
The most dangerous idea is people who should be disqualified from driving being able to plead exceptional hardship. We have heard a lot about “exceptional hardship”: what a misnomer. People are often allowed to keep on driving and quite honestly, they should feel lucky that they have not gone to prison because a lot of the time, it is complete nonsense. I have read about a lot of cases where the judge or the magistrate allowed someone to get away with—well, not murder, but certainly manslaughter at times. It is obviously a crime against society, not to mention the families themselves.
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Any driver who is no longer allowed to drive will experience hardship—that is obvious, but the solution is not to accumulate so many points on your licence that you are a danger to society. Amendment 63 in the name of the noble Lord, Lord Berkeley, helps to close the loophole that lets dangerous drivers stay on the roads. I am not sure whether he will push to a vote. I would vote on every amendment in this group because I think they are extremely important, but, if the Government are going to do a review, it will be worth waiting for that provided that it does not take too long and covers the issues that need sorting.
Amendment 64 will help to ensure that people report road traffic collisions to the police, especially when injuries have been caused. Importantly, it also begins to fix the false assumption in the legislation that people are not necessarily responsible. Again, when you use the word “accident”, you suggest that no one is responsible. We have to change our language; it is incredibly important. We talk all the time about road safety. Road safety is the solution to the problem we have—which is road danger. I am afraid that I completely forgot to say to your Lordships that I am the esteemed president of the Road Danger Reduction Forum, which does an incredible job.
Was that objection to what I am saying or support? I could not work it out. We should be aiming for zero road deaths. They just should not happen. The roads and pavement should be safe spaces. We achieve that by making sure that drivers—and pedestrians as well, of course—obey the law. Legislation must comprehend just how damaging bad and careless driving are.
Finally, Amendments 65 and 66A would require a total review of road traffic offences and penalties. That really is the only sensible way forward, and the only way for society to properly address the damage caused by car culture and start the journey towards zero road deaths. I look forward very much to hearing the details of the review and hope that it happens soon.
My Lords, I most sincerely apologise to the House for not being present at the start of this debate. I strongly support the thrust of the amendment about bridge-bashing in the name of the noble Lord, Lord Berkeley. One day the holes in the cheese will line up and there will be a very serious accident, and the whole world will ask why we did not use technology to avoid such accidents. I strongly support the amendment from the noble Baroness, Lady Randerson, about “exceptional hardship”; I would not actually vote against the Government on it, but I strongly support it.
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I recognise that depriving a driver of his or her licence for at least five years is a substantial sanction, but when a driver causes the death of another person by driving dangerously or carelessly because of drink or drugs, I think we are fully justified in saying that those drivers should be taken off the road for a substantial period of time. This amendment should act as a serious deterrent for drivers—a warning that driving so dangerously or carelessly as to cause the death of another person is completely unacceptable and will have serious consequences, not only for personal liberty but for the ability to continue driving.
There will remain within the law an element of discretion for judges. They will be permitted to impose a disqualification that is less than the minimum period of five or six years, or not to impose a disqualification at all where there are special reasons for doing so. This allows judges to deal with the unique circumstances of any case before them, which is an important element of our judicial system.
A number of other road traffic-related amendments in this group put forward by the noble Lord, Lord Berkeley, and the noble Baroness, Lady Randerson, raise important issues, but the nub of it is that the sponsors of these amendments want to see a wider review of road traffic legislation. I can advise noble Lords that the Department for Transport is currently scoping a call for evidence on changes to road traffic offences. I will say more when winding up, but, for now, I beg to move.
Turning now to Amendment 64, on failure to stop and report, we got into quite a significant debate about that and the relationship between the circumstances and the penalties. What worries me is that, since 2017, the number of people convicted of this offence had gone up by 43% in four years. I do not know why that should be—maybe the Minister has some answers to that—but it indicates that failing to stop and report collisions is quite serious. We discussed in Committee whether that was due to more people having mobile phones or whatever, but this is another of those things I would ask her to look at in advance of the review. If she can, what timescale would that entail?
I think I have probably spoken enough about the review itself. We are grateful for the review. The list of issues I put in the amendment is just a sample, and I am sure many people will have many other things to put in. But if the Minister can give us some information about the scope, as well as the timescale and everything else, that would be extremely good.
I will now speak very briefly to the manuscript amendment I tabled this morning. I apologise for the late delivery of this, but it was due to a changed meeting with Network Rail that many of us thought would be a good idea to have before we tabled the amendment—it turned out that it did not happen. I put it to the Minister that she is aware that this is a serious problem. Network Rail’s figure is that there is an average of seven bridge bashes a day—I repeat, seven a day—across the whole network. Some are not serious, but some could derail a train, and I do not want to go into what might happen there.
I have got as far as coming up with a long list of possible solutions, which I will not spend too much time on, and this is something that needs looking at. One of them is to allow local authorities to prosecute lorries for contravening the height regulations. They can prosecute for contravening weight regulations at the moment, so why could they not do height ones as well? I think it just needs a small change to the regulations. Traffic commissioners could be asked to remove the licences of drivers of vehicles that contravene. Obviously, the drivers and shippers could be prosecuted. The Government could require drivers’ apps—or whatever it is we put on our mobiles—to include the height of bridges; it could even include the height of the lorry, and an alarm could sound if it went wrong. You could erect those barriers we talked about last time, with the little electronic eyes.
Clearly, both my Amendment 66A and that of the noble Lord, Lord Berkeley, present examples of the type of issues that need to be included in a long overdue review of road traffic offences. My amendment is similar to that from the noble Lord, Lord Berkeley, but I have selected some other features that I think are important. It is unfortunate that all these are lumped together, but it is important that we look at this in a little detail. There is a separate group for pedicabs, which are a very small feature of modern roads and do not exist outside London, but they are one of a large number of new features of our transport system that need to be looked at and reappraised in the context of road traffic overall.
Another example of a new feature is e-scooters. It is reported that at least 11 people have been killed in the last year either on or by e-scooters. The Government’s approach has been to set up lots of pilot projects. Basically, e-scooters have been allowed to spread nationwide as a result of a lack of intervention. In a Written Answer I received from the Minister, the noble Baroness, Lady Vere, when I made inquiries about safety issues associated with e-scooters, she said:
“While trials are running, privately-owned e-scooters will remain illegal to use on the road, cycle lanes or pavements.”
That is fair enough, but no one ever does anything about the fact that thousands of them are being used, and tens of thousands more will be bought this Christmas.
The large number of pilot projects has led people to believe that e-scooters are legal everywhere. The problem is that, because they are illegal, there are so many of them around and the rules not enforced, bad practice is now the norm. Noble Lords have only to walk outside this building to see that bad practice. There are issues such as minimum age—they are often ridden by very young people—maximum speed, wearing helmets, registration, and where you ride: on the pavement or on the road. This week, Transport for London has responded to the latest danger: fires from exploding batteries. There have been several fires on TfL vehicles because people carry those scooters on trains. Transport for London has said that people can no longer do that, but it has had considerable problems and all transport operators will have to consider this issue.
We will come later to the issue of alcohol levels, so I will leave that, but another issue I want to raise is road signage. In 2016, there was a relaxation of the specification and standards for road signs. It appears to be part of a drive to reduce red tape. Last week, the noble Lord, Lord Rosser, and I met the family of a young woman who drowned when she drove at night into a ford in bad weather on a country road. From the coroner’s report, it is obvious that the poor quality of the signage was a key factor because other people had also driven into that ford by mistake—luckily for them, with not such a terrible impact. The depth gauge at that ford was so slim and poorly marked that it was invisible at night. The previous standard for depth gauges, which was abolished in 2016, required a much bigger and clearer structure.
This and others are simply taster issues for the huge range that need to be included in a review. It was promised in 2014, with a public consultation phase. We are still working on the basis of the endlessly amended Road Traffic Act 1988. Our roads have been transformed since then by the number of vehicles, vehicle technology and capability and new sorts of vehicles. The key point I am trying to make with this amendment is that the review must be comprehensive, rather than just addressing a handful of issues that are annoying Ministers at the moment. It needs to be done now, not kicked into the long grass again. It needs specifically to grapple with new technologies and forms of transport such as autonomous vehicles. It must take an overall approach to consistency of sentencing.
The problem with the approach in the Bill is that the Government have plucked out some offences for tighter sentencing, which will inevitably leave them out of kilter with other offences. The Government’s approach is for stiffer sentences with longer jail terms, but many transport campaign groups would prioritise appropriate sentencing, especially disqualification and community sentences. There are many bad drivers out there, but they often lead otherwise law-abiding lives. We have nothing to gain as a society by locking them up, which is costly to the taxpayer in the short term and in the long term, as they become much less employable on release. So, alternatives ought to be considered to simply putting people in prison.
The good thing about disqualification is that it protects the public. The key point of my amendment is that there needs to be full public consultation. In 2016, in a debate in the other place, the Government claimed that there had indeed been a review, as promised in 2014, but there was no public consultation and no published outcome. That makes a mockery of the whole process, so I am very pleased to hear from the Minister that there are plans now for a proper review, and I shall be listening carefully to what she has to tell us. I hope it will be a full and comprehensive review with proper public consultation that will take place in the very near future.