Road Vehicles (Powers to Stop) Regulations 2011

Debate between Lord Bradshaw and Lord Shutt of Greetland

Wednesday 16th March 2011 Grand Committee

[Lord Bradshaw]

Before the Minister does so, I point out to the noble Lord that in Northern Ireland we had an international border and many of the international troubles to which he has referred, which the stopping officers dealt with. The flagrant breaches of the law by lorries from one side of the border were often caught. VOSA officers have the power, as do Customs and Excise officers, to immobilise the vehicle. If there is any trouble, the police can be called anyway, but the officers have powers to stop the vehicle. That is the big sanction.

[Lord Shutt of Greetland]

My Lords, I thank the three noble Lords who have contributed to this short debate. Clearly, these regulations enable VOSA examiners to stop commercial vehicles for inspections that they routinely carry out at the roadside. These checks are on the roadworthiness conditions of vehicles and on whether the driver is complying with all relevant laws, including the particular law on maximum permissible time spent behind the wheel.

The noble Lord, Lord Bradshaw, made one or two points and was generally supportive. The stopping powers relate only to VOSA; no other agency can be legitimately associated with those roadside checks. The point about census checks could perhaps be looked at in future; I do not think that I can say anything about that, but I shall take it back to the department. The current priority is to enable VOSA to complete its duties throughout Great Britain.

The noble Viscount, Lord Simon, made several points. I am delighted that I had some degree of notice on one or two of them, but not necessarily on all—if we cannot cover them all, we will have to write. He asked whether chief constables would be happy to let people work completely independently. VOSA officers will continue to maintain close links with the police. They have already been stopping vehicles in England and Wales since 2002—nine years—and there have been no problems. These regulations will allow VOSA to stop vehicles in a similar way in Scotland. They have the support of ACPO in Scotland and the Scottish Government.

The noble Viscount asked whether the fact that VOSA will be working on its own would encourage criminals to take advantage. VOSA officers will continue to maintain strong links with the police; even though they have the power to stop vehicles for inspection, they still have those strong links. In the event that they encounter any difficulty, they will immediately request assistance from the police in the normal way.

The noble Viscount asked how VOSA stopping officers will be trained. They will need to complete an intensive police driver training course before being appointed and an in-house training course to familiarise them with the extent and limitations of the powers—for example, the fact that VOSA officers are under no circumstances allowed to chase suspect vehicles. They will not be permitted to have blue lights. Their vehicles will have stopping matrix signs that request drivers to follow the vehicle to a safe stopping point, as they do at present.

The noble Viscount also asked whether VOSA has the necessary budget to provide a 24/7 service by stopping officers. Obviously, there is a limit to resources, just as there is for the police, and priorities have to be targeted. In some areas—on the main arterial roads into Britain, for example—VOSA can provide a 24/7 service, as it does. In other cases, it has fewer resources available but will rely on intelligence to determine when it is best to run enforcement exercises.

The noble Viscount asked whether in time the regulations could be extended to all vehicles. There are no plans to seek to extend the scope of these regulations to cover any other classes of vehicle. The law could be amended in the future, but that is not contemplated at the moment. VOSA’s main priority is commercial vehicles, not cars—cars are primarily a matter for the police.

The noble Lord, Lord Davies of Oldham, asked how the VOSA officers would be identified. While on duty, they will be required to wear a uniform that is unique to them; to carry clear identification; and to be in clearly marked vehicles that have a black and yellow Battenberg livery, are clearly marked “VOSA” and have amber light bars on the roof.

The noble Lord asked questions and commented on the extent to which there are more vehicles on the road. He referred to foreign commercial vehicles in particular. He will be interested to learn that, in 2006-07, 56,596 roadside checks on foreign vehicles were made by VOSA. In 2009-10, that figure had increased to 177,460. Those figures come from the most recent random fleet compliance survey and VOSA’s effectiveness report.

I trust that I have answered the bulk of the queries, as I have endeavoured to do. I will carefully check that nothing that I ought to have responded to is outstanding. As I have indicated, the purpose of the regulations is to create an efficient and effective mechanism for stopping commercial vehicles throughout Great Britain so that they and their drivers can be checked by VOSA examiners. These checks cover a wide range of compliance issues affecting vehicles and their drivers; they are necessary to keep our roads as safe as possible.

Historically, the police have stopped vehicles for VOSA, but it has to be said that that does not necessarily make the very best use of their valuable time. Of course, they have many other pressing priorities, which only they can deal with. For that reason, VOSA was given the opportunity in 2002 to stop vehicles for roadworthiness enforcement checks in England and Wales. That arrangement worked well in practice and we are now seeking to extend that practice to other types of compliance checks and to extend the new system throughout Britain. As well as making the process easier for VOSA, the new provisions will help to free up police resources in Scotland in a similar way for core policing priorities. The new provisions will also make easier the process of appointing VOSA stopping officers and provide a useful minor clarification of the relevant equivalent law in Northern Ireland. I commend the regulations to the Committee.

Railways: Intercity Express and Electrification

Debate between Lord Bradshaw and Lord Shutt of Greetland

Tuesday 1st March 2011 Lords Chamber

[Lord Bradshaw]

My Lords, will my noble friend convey to the Secretary of State in another place our warmest congratulations for a surprisingly upbeat Statement? It is probably one of the best that I have ever heard, but will he take back two or three small points? First, if we are to have electrification to south Wales, before anybody starts any engineering work we must have the line between Swindon and Kemble doubled so that we maintain a reliable connection between London and south Wales and vice versa.

Secondly, the procurement process for Agility Trains has been extraordinarily long-winded and expensive. It has employed a lot of consultants. Will my noble friend try to convey to the Secretary of State the need, in the new franchises, to simplify the acquisition of new rolling stock? That is something which the Department for Transport is singularly ill-equipped to do. I believe that we need to bring the train operators much closer to the process.

Lastly, would my noble friend remind the Secretary of State that there is no reason why some of the journey times between south Wales and London should not be shortened by, I believe, up to 15 minutes? That could be done by using the current equipment but taking out the intermediate stops which have been placed on those services at places such as Swindon, Didcot and Reading—again, I believe, at the behest of his own department.

[Lord Shutt of Greetland]

My Lords, I thank my noble friend for his comments. I immediately looked at my railway map and thought, “What does this mean in terms of the construction period?”, particularly for the tunnel to south Wales and the electrification thereof. Clearly, there is the problem of that single line between Swindon and Kemble. I am told that much of the work is likely to take place at night. However, there is work going on at the moment, with Network Rail looking at its next programme of work from 2014-19. There is still a possibility that, if it is really believed that it would enhance the diversionary route for that period when work is taking place, it could be considered or, indeed, brought forward.

Secondly, on procurement, the likelihood is that there will be longer franchises in future, which may well mean that my noble friend Lord Bradshaw has his wishes in that regard. One feature of this procurement is the knock-on effect of various proposals and the fact that Agility Trains may well mean agility, in terms of trains moving from place to place. For example, if ultimately there were to be electrification to Swansea after this programme, you could then have all-electric trains while the electro-diesels could go somewhere else where they can go under the wires and not be where the line is electric. There is a sense in which this proposal is about more than one train company and one piece of work.

Concerning the third item, the journey times on the Great Western main line, we all know that the Thames valley has, over the years, become something of a honey-pot. Places such as Swindon and Reading have grown and grown, so commercial reasons have meant that more trains have stopped at those places rather than being express trains. With electrification, the likelihood is that there will be more trains—there are plans to have them—and fast trains. I cannot guarantee that there will be any enhancement in services prior to electrification but I will pass back to the department the comments that my noble friend has made.