Contribution
My Lords, in moving Amendment 97, I will speak also to the many others in my name in this group. I apologise for that, although they fall into four distinct subject areas, so that partly explains the number of them. My noble friend Lady Jones of Moulsecoomb moved and spoke to related amendments in Committee. My noble friend was not expecting to be able to be here, but she is now listening in to see that I do this right on these amendments.
I will start with Amendments 97 and 98, about non-passenger micromobility vehicles. We have others in this group, but I will focus on the ones in my name. As my noble friend said in Committee, what we are talking about here is a future that is already here. The intention of these amendments is to empower councils to act when issues arise with these micromobility vehicles.
Right on cue, an issue has arisen in Bristol. From this month, there are now new delivery robots running up and down Bristol’s Gloucester Road. Anyone who knows Bristol’s Gloucester Road—as I do quite well, having campaigned there often—will know it is a very vibrant place with lots of small independent businesses and lots of people travelling around. One of these little autonomous delivery robots was running up and down this road while one of the Green councillors was walking their dog, which I believe is a very small dog. These micromobility vehicles will have to deal with everything, from very small and very large dogs to children of different ages, and all kinds of different obstacles.
The interesting thing is that in this really complex environment, Bristol City Council says it was not informed about the trial of these Just Eat small-wheeled micromobility robots, and it does not have a policy on the use of delivery robots. As I understand, under the current legal arrangement, it has no real power to do anything about them. There is also the issue of these small delivery robots and people with mobility issues. Even if they do not actually cause a problem for them, it is about how frightening they are going to be.
My noble friend Lady Jones and other Peers expressed concerns in Committee that if the opportunity is not taken in the Bill to provide the framework to take action, it could be many years before anything happens. The example given was of just how long it has taken to deal with the pedicab issue. The noble Lord, Lord Hendy, very kindly responded by letter to those concerns, but he did not give us any way forward or an immediate course of action.
This amendment would allow for secondary legislation. We are well aware of the issues around Henry VIII clauses. It is not my intention to push the amendment, or any in this group, to a vote, but I hope the Government are thinking very hard and are prepared to take action with this Bill, which is such an obvious place to be taking actions. This relates to an amendment to Clause 8 of the Crime and Policing Bill, which would tweak existing powers to allow such a vehicle to be seized if it is causing a problem in the local area. That is the first group of amendments.
Amendments 107 to 113 are all about applying the traffic reporting duty to all local roads within an area of the local transport authority, ensuring the alignment of the duty with the scope of its effective transport plans. Again, the response in Committee did not engage with the reality of the effects of the Bill in making strategic authorities primarily responsible for transport. It would not be that difficult to report strategic authority-level data in addition to what is already proposed, but it would be hugely useful. I note that on 12 February, MHCLG published guidance for outcome frameworks at local authority levels, but the traffic levels are not included there. There seems to be a real lack of joined-up thinking between the frameworks and the spirit of the Bill.
Amendments 114 to 116 are about local travel plans. Since we last discussed this, the issue of fuel usage has, of course, become much more pressing and of much more concern. I note the overall figures that UK road fuel usage has increased by 8% since 2020. We talk and hear a lot about modal shift, but we are just not seeing it happen. The Bill could be taking us in the opposite direction.
I move to the parking levies element of this—Amendments 117 and 118. We need a power to create parking levies from local authorities to strategic authorities. That would enable the relevant national authority to widen the purposes of parking that a levy could apply to. With a strategic authority becoming a local transport authority, and therefore responsible for the local transport plan, it would deem that the plan, forming the policies of any constituent authority, must be the purpose of this part.
Finally, to put that in an overall context, the Committee on Climate Change’s most recent report to Parliament called for new powers and funding for local government to help it deliver the modal shift that is in the target by 2035. We have so many pressing needs here, and the incredible Parkulator tool shows just how much space in our towns and cities is given over to parking—space that could potentially be used for much better purposes including, in many cases, the housing we so often talk about. In a rather complex set of amendments, I beg to move Amendment 97.