Sir Christopher Chope
MP for Christchurch · Conservative · United Kingdom
“When was the last time that an allotted Opposition day was withdrawn in the way that the Leader of the House is withdrawing this one? I was looking at my calendar of business, otherwise known as the Order Paper, and it says that “The selection of the matters to be debated will be made by the Leader of the Opposition (Standing Order No.”
“The Climate Change Committee has condemned the Government for failing and falling short of adapting to climate change and accepting the reality as it is, which is that by the end of this century, global temperatures will have increased to between 3.5° and 4.5° above pre-industrial levels.”
“The Minister has referred to the grooming gangs inquiry carried out by our friend, the hon. Member for Great Yarmouth (Rupert Lowe), and early-day motion 380 makes a number of recommendations. Will the Minister engage with the hon.”
“The landmark 250th anniversary of the declaration of independence by the United States takes place in the week commencing 29 June. I have applied for an Adjournment debate, but will the Leader of the House enable more Members to be able to participate in marking that historic event?”
“That is exactly what I did on behalf of my constituent Paul Kenchington: I wrote to the Secretary of State about the specialist steel that he uses, and I have not had a reply.”
“Next week, can the Leader of the House produce a Government statement in response to the Hallett review on covid-19 vaccines? Lady Hallett recommended major reform of the vaccine damage payment scheme.”
The complete record
Every one of 5,444 lines we hold for Sir Christopher Chope, in date order, each linked to its source. Free to read, in full, without an account. Page 80 of 109.
“The current wording of clause 6 is: “If a highway maintainable at the public expense is damaged by or in consequence of any works on land adjacent to the highway, the highway authority for the highway may make good the damage”. The effect of my amendment 7 would be that the highway authority “shall make good” the damage, because the highway authority has the ultimate responsibility for ensuring the integrity of the highway. I declare an interest as the chairman of the all-party parliamentary group on highways maintenance. We had a meeting today to discuss the fraught issue of highway maintenance, the number of potholes that there are, and the rather varied performance of local authorities up and down the country in addressing the problems caused by deteriorating road surfaces and the creation of potholes.”
“One of the reasons why it can be frustrating for people following private legislation is that during the Committee stage of a Bill which is the subject of a petition it is not possible to go into the detail of the drafting, unless a petitioner has expressed concern about it or members of the Bill Committee take an interest and ask the promoters what a particular clause or subsection means. When the Bill comes back to the House on Report, it is often the first chance that we have to examine the wording and why the promoters consider it necessary. Clause 6 deals with damage to highways as a consequence of adjacent works. It provides that “The 1980 Act shall apply in Greater London as though for section 133 (damage to footways of streets by excavations) and its heading there were substituted— Damage to highway by carrying out of works”.”
“I am grateful to my hon. Friend. They go into the spam folder, so they are effectively never received, because they are automatically deleted—or they certainly are on my computer, but I do not want to be drawn into that issue. The promoters may have it in mind that they could serve notices in that way to anybody who appeared to be resident, but I do not know how they would find out how to do that. I look forward to hearing from the sponsor on that point.”
“Friend makes a good point, but I do not think that it really counters the general thrust of amendment 7, which is to try to ensure that the highway authority takes responsibility for making good any damage caused by works adjacent to the road.”
“I do not think it would be an intended consequence. I concede that my hon. Friend may have got me on that. Essentially, the question is whether we would describe minor damage as being covered by the amendment, or whether we are talking about significant damage. I drafted my amendment on the basis that we are talking about damage of such significance that it should be made good. We know that an unevenness on the road surface may soon deteriorate when heavy vehicles go over it or when it is subject to water penetration. What might start off as relatively minor damage may, if not addressed in timely fashion, become a significant pothole and a hazard to road users. My hon.”
“Yes. If we were to leave out “may” and insert “shall”, as amendment 7 proposes, but not make amendment 8, obviously the highway authority would be required to make good the damage and be forced to recover the expenses reasonably incurred. I do not think that it would be sensible to oblige a highway authority under the terms of a statute to recover the expenses, which might prove difficult. It would be better to say that it “may” recover the expenses, which is why amendment 8 seeks to insert “may” in front of the word “recover” in the provision. That way, the highway authority would have a responsibility to make good any damage caused to the highway by adjacent works, but it would have discretion over whether or not to seek to recover the resulting expenses. I hope that is clear.”
“That seems unnecessarily oppressive, because the owner of the land might know nothing whatsoever about the work being carried out or any damage resulting from it. That incorporates a provision of strict liability in circumstances in which I do not think it is reasonable. That is why I have tabled amendment 9, which would leave out subsection (a) and ensure that the expenses reasonably incurred could be recovered from the person who carried out the works or the person on whose behalf the works were carried out. That might often be the owner. However, if that person was not the owner, he would not and could not be liable. I look forward to hearing from the promoters of the Bill why they think it is reasonable to expect the owner of the land to be liable in the circumstances that I have described.”
“In a sense, that is the other side of the coin my hon. Friend has just used. The answer is that it might not be worth the candle. Why should we force a local authority to try to recover a relatively small sum when the cost of doing so could be disproportionate? That is the best answer I can give to the good point he makes. Let me turn to amendment 9. This is another example of where the Bill’s drafting is unnecessarily wide. If a highway is damaged as a result of adjacent works, surely the person responsible for paying to repair it should be “(b) the person carrying out the works; or (c) the person on whose behalf the works were carried out.” Why should “(a) the owner of the land in question” be the subject of the recovery of expenses if he neither carried out the works nor had the works carried out on his behalf?”
“If we are to have specific legislation creating a criminal offence for people who open, close or otherwise interfere with such barriers, it should introduce that offence right across the country rather than in a particular part of it. I have no evidence to suggest that there is a bigger problem relating to gated roads in London than anywhere else. Furthermore, introducing specific offences litters the statute book of criminal law with rather a lot of unnecessary trivia. In this case, if somebody goes along to a barrier and cuts off the padlock or forces it open in some way, they will be guilty of criminal damage, which is obviously already an offence in criminal law. The provision would potentially criminalise somebody who might open a barrier because it was not locked and then find themselves guilty of an offence.”
“It relates to part 4, which has only one clause—clause 15, on the subject of gated roads, which says: “Any person who opens, closes or otherwise operates or interferes with a relevant barrier without lawful excuse shall be guilty of an offence and liable, on summary conviction, to a fine not exceeding level 3 on the standard scale…In subsection (1) a ‘relevant barrier’ means any barrier lawfully placed in, or over a highway by or on behalf of a traffic authority in London for the purpose of preventing or restricting the passage of vehicles or any class of vehicles into, out of, or along a highway.” My amendment 20 would leave out all that.”
“My hon. Friend makes another good point. I do not know. The explanatory notes define “owner” in relation to part 3, but he is asking about part 2. That is perhaps an omission. There may be more than one owner. As he suggests, they may be a leasehold-owner, a freeholder, or, indeed, a sub-lessee. That is a reasonable point of inquiry. It might also be another reason why leaving out any reference to an owner would be the best way forward for the promoters of the Bill. Amendment 20 is in the same group, which is headed “Highways and general”—“general” in this case.”
“It is very difficult to put these things right after the event, and on too many occasions in the past local authorities and Transport for London have been given wide powers that were not sufficiently explored beforehand, to the detriment of the general public. That is why, on behalf of road users and residents in London—I declare an interest as the owner of freehold property in London—I propose these amendments. I hope that the Bill’s promoters will address them as constructively as they have agreed to address at least two of the amendments in the next group.”
“As I said at the outset, if there is a problem surely it would be better dealt with under the Traffic Regulation Act 1984, which relates to all authorities, not just those in London. Rather earlier than some might have anticipated, I have reached the end of my introduction to the amendments, to which I have tried to speak in a constructive way. This is not an exercise in trying to prevent a Bill from making progress; it is an exercise in trying to ensure that the legislation that we put on the statute book is clear beyond peradventure and of sufficiently high quality to merit inclusion.”
“Absolutely. The clause refers to anyone who “interferes with a relevant barrier without lawful excuse”, which raises all sorts of questions regarding how to avoid the build-up of congestion caused by an accident or another incident such as a fire. If somebody says, “We need to open this barrier so that the traffic can flow more freely,” they might—unless they are authorised by the local authority—find themselves guilty of an offence. It seems to be a totally disproportionate response to the problem that the Bill’s promoters say exists. I have seen no evidence of how many occasions gated roads have been opened, closed or otherwise interfered with by people to the detriment of the local authority.”
“Is not the point that provision is already set out in the Road Traffic Regulation Act 1984 to deal with such issues? That is national legislation but the Bill seeks to modify it for London. My amendment would ensure that there is a proper safeguard for that proposed modification for London through the Secretary of State. My hon. Friend refers to localism, but surely such things should apply equally to all local authorities, not just those that bring forward Bills such as this.”
“My hon. Friend says that the subsection just restates the existing law in section 233 of the 1972 Act. That section applies throughout the country, so why is it necessary to reapply an existing provision in a local Act? Why do we need clause 5(5) at all? He says that it is useful to have everything in one piece of legislation, but that provision is already in the 1972 Act. Unless there is something in the subsection that adds to or subtracts from section 233 of that Act, what is the point of having it? How can that be good legislation?”
“The explanatory memorandum states that “Clause 6 would replace section 133 with provisions for London that would enable the highway authority to recover their expenses of remedying such damage to any part of the highway, not just the footway.” That seems to be what is being changed, rather than the means by which the damages can be recovered. Does my hon. Friend accept that there is a lot of rather superfluous wording, if the purpose is just to be able to extend an existing power from the footway to the whole of the highway?”
“I think we are at cross-purposes. My hon. Friend rightly said that the polluter should pay, but my concern is that if the polluter does not repair the damage to the highway, it might go unrepaired, unless my amendment 7 is carried, as it would require the local authority to repair the damage.”
“Obviously we want to test out the new provision, because it would create a new criminal offence, so what about the following scenario? What if somebody finds that the gate is open and therefore closes it? Under the provisions we are discussing, they would be liable.”
“On reflection, would my hon. Friend agree that the biggest problem with the clause is that it criminalises the good samaritan? As the explanatory memorandum points out, it is an offence to drive along a road in breach of a road traffic regulation, so if somebody finds one of these gates open and closes it to prevent other people from committing road traffic offences by driving through that open gap, they will be liable to a criminal penalty under this clause.”
“At the risk of hastening my hon. Friend on, will he specify which he thinks are the best amendments in order of preference? If his remarks are cut short, we will then have heard him putting the best first so that we can consider on which of them we might wish to divide the House.”
“We do not want a situation in which a person does not close a gate in their neighbourhood that is normally closed because they fear that to do so might be to commit a criminal offence. For those reasons, and thanking everybody who has contributed to the debate, I seek the leave of the House, at the appropriate moment, to test its opinion on amendment 20.”
“Friends the Members for Shipley and for Bury North (Mr Nuttall) have said, we must ensure that the legislation is as plain as a pikestaff so that everybody knows where they stand. As my hon. Friend the Member for Harrow East said, we cannot be in the business of passing laws that are a matter of interpretation. I think that it would be wrong to create through legislation a new criminal offence that could have the effect of penalising a good Samaritan. As my hon. Friend the Member for Shipley said, it is idiotic that a person who closes a gate after him, when it had been open, could find himself on the wrong side of the criminal law. There is too much control by political correctness. We now have a situation in which firemen are not prepared to go and rescue somebody because that might be against health and safety regulations.”
“Friend the Member for Harrow East said that clause 5, to which the amendment relates, is a complete replication of the existing law set out in section 233 of the Local Government Act 1972, in which case to divide the House would probably be to seek its indulgence in a way that I would prefer not to do. I hope that it will be possible in due course to seek the House’s view on amendment 20, which would mean having a Division after we consider the next group of amendments. Having listened to the debate, it seems to me that the issue of gated roads has national application, rather than being confined to London. If we are to create a completely new offence, as both my hon.”
“With your encouragement, Mr Speaker, this has been a very civilised debate and we have covered the ground. As I said, this is the first opportunity we have had to look at much of the detail of the Bill. I am immensely grateful to my hon. Friend the Member for Harrow East (Bob Blackman) for having responded to the points that were made. I have been convinced by many of the arguments, and he produced answers to many of my concerns. With regard to the two amendments that my hon. Friend the Member for Shipley (Philip Davies) identified as being worthy of further consideration by testing the will of the House, my inclination is not to press amendment 5, because my hon.”
“It seems to me that the best way of resolving this matter is to ensure that the skip must be, as amendment 15 suggests, clearly and indelibly marked with the owner’s name, telephone number and address. If that is done and there is no breach of the provision, it will not be necessary for the highway authority to exercise the power set out in clause 8 because the information that it is seeking to ascertain will already be in its knowledge and the knowledge of anybody else who looks at the skip in question. That would improve the wording of the Bill. Amendment 11 challenges the current provision, which states: “A requirement under this section shall specify the period within which it must be complied with, which must be a period no shorter than 3 working days beginning with the date on which the request was made.””
“These amendments relate to part 3 of the Bill, which deals with “Builders’ Skips”. It is important that we have a proper control regime for builders’ skips. It is also important that we are absolutely clear in our own minds about what the impact of the proposed changes to the Bill would be. For example, amendment 10 would add to section 8(1) so that the relevant highway authority could require the relevant person to provide them with the name and address of the owner of the builder’s skip “where that information is not clearly and indelibly marked under the provisions of section 9”. Section 9 provides that a skip must be “clearly and indelibly marked with the owner’s name and with his telephone number or address”.”
“I will take my hon. Friend’s intervention shortly, but I am going to anticipate it in my next comments. Prior to his looking at this because it was drawn to his attention by my amendment, nobody had thought through how reasonable a period of three working days would be in these circumstances. As a result of my tabling amendment 11 to insert 14 working days instead, he and the promoters of the Bill have seen the unreasonableness of the original proposition and the reasonableness of the amendment. He indicated in a letter that I received this morning that he would be willing to accept the amendment.”
“The gravity of that could be reflected in a fine not exceeding level 3 rather than a massive one at level 5. I look forward to my hon. Friend explaining why the fine levels in the Bill were chosen.”
“I am very grateful to my hon. Friend. Amendments 12 and 13 deal with the level of penalty for any person convicted of an offence under clause 8(6), which says that “in the case of an offence under paragraph (a)” the fine should be “not exceeding level 3”. However, under paragraph (a) the penalty would apply to somebody “on whom a requirement is imposed…if…without reasonable excuse he fails to comply within the period specified”. That means that he would not be providing the information within 14 working days. That is, I submit, a relatively minor contravention that should merit, if indeed it is prosecuted at all, only a fine not exceeding level 1 on the standard scale. Obviously, if a person responds to the requirement and, in so doing, gives information that he knows is false in a material particular, that is much more serious.”
“I am afraid that that is the exam question I hoped would not be asked, because I do not know the answer off the top of my head. What I do know, however, is that a fine not exceeding level 1 is much lower than a fine not exceeding level 5.”
“It would be fine to leave in subsection (6)(d) without subsection (8), and that is the purpose of amendment 16, which I hope will be acceptable to my hon. Friend the Member for Harrow East (Bob Blackman).”
“Subsection (6) sets out, for the purposes of the London Local Authorities Act 2007, a number of provisions relating to “the grounds on which representations may be made against a penalty charge 40 notice arising”, one of which is paragraph (d), which notes that “the contravention of the relevant provision in question was due to the act or default of another person and that he took all precautions and exercised all due diligence to avoid the contravention by himself or another person under his control.” That seems brilliant, but subsection (8) states: “Where the ground mentioned in subsection (6)(d) is relied on in any representations…the relevant highway authority may disregard the representations unless, before the representations are considered, the person making the representations has served on the relevant highway authority a notice in writing giving such information identifying or assisting in the identification of that other person as was then in his possession.” That seems oppressive in the extreme.”
“I would have thought that that would be much more preferable. That shows that these amendments are designed not to undermine the Bill, but to try to strengthen it where appropriate. Amendment 16 relates back to clause 9(6)(d).”
“That is exactly the scenario I had in mind. The owner might employ security guards to look at the skip regularly, but if the light was stolen or vandalised at some point would it be reasonable to say that the owner should be liable to a penalty charge? When I spoke to amendment 10, I referred to amendment 15, which would strengthen the Bill because it would make it incumbent on the owner to take reasonable steps to ensure that the skip is clearly and indelibly marked with his name and telephone number and—rather than or—his address. Having a name and telephone number on a skip is not as good as having a name and address on a skip. I do not understand why the Bill’s promoters and drafters did not require both the telephone number and the address of the skip owner to be displayed.”
“If the owners of a skip have offended against provisions in part 3 of the Bill, surely penalty notices and so on will be involved. To immobilise the skip in the meantime, thereby preventing its owner from removing it when it is not lit or causing a nuisance, seems to go slightly in the wrong direction. I am sure I am wrong about that, and when my hon. Friend the Member for Harrow East responds to the debate he will put me right and explain why London would be a better place if all skips were immobilised. The fact that this was a cross-party issue and taken up on Second Reading was not properly addressed in Committee, so I hope it can be addressed in response to my remarks. I look forward to hearing from my hon. Friend in the hope that we can proceed with these amendments in a similar way to the previous ones.”
“Exactly. Sometimes the imagination of those who draft private Bills runs away with them and they think of all possible scenarios. Requiring someone who has taken all reasonable precautions to avoid a contravention to set out in writing their information about other people who might have been up to no good, goes too far. On Second Reading, the hon. Member for Ealing North (Stephen Pound), who I am sorry is not in his place, made a point about the immobilisation of builders’ skips—I think the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) also raised that issue. If a builder’s skip is unlit, not properly guarded, causing a nuisance, filled with rotting rubbish or whatever, is it sensible to immobilise it? That is the challenge I put to the promoters of the Bill with amendments 17 to 19, which would leave out clauses 12 to 14.”
“My hon. Friend says that it is perfectly reasonable that somebody who owns a skip should be subject to massive penalty charges if in the course of the night the lighting is stolen or vandalised and ceases to operate through no fault of their own. Can that really be fair?”
“I am grateful to my hon. Friend for his support of my amendment. Does he accept that exactly what he is asking for is in a sense reflected in clause 9(3)(b)(iv), which provides that “the skip is removed as soon as practicable after it has been filled”? It does not say that it should be removed as soon as it has been filled, but as soon as is practicable. That has been accepted by the promoters, but not extended to other provisions.”
“Does my hon. Friend agree that one of the big problems is that local authorities have already demonstrated through the use of decriminalised penalty notices that they can be over-zealous and keen to get the maximum amount of revenue irrespective of the justice of a situation, which is why we hear all these stories of traffic wardens hiding and then creeping up on unsuspecting motorists so that they can get extra penalty points imposed and extra fines for themselves and their local authority?”
“Clearly, there is an inconsistency between the approach of the promoters to those of us who argue that we should have national legislation on these issues rather than localised legislation.”
“In summing up an excellent debate, may I thank my hon. Friend the Members for Bury North (Mr Nuttall), for Shipley (Philip Davies) and for Harrow East (Bob Blackman) for their contributions? If the Minister had contributed, the debate would have been even better, as indeed it would have been had the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) spoken—they demonstrated unusual self-restraint on these important issues, particularly on the issue of “national versus local”. As my hon. Friend the Member for Shipley said, the promoters of the Bill are now saying that it would be unreasonable potentially to impose on operators from outside London a requirement to put their name, telephone number and address on a skip, given that the legislation that applies outside London requires only the telephone number or the address.”
“Exactly the same point applies in relation to gated roads, which is why it is a pity that we have not heard from the two Front-Bench spokespeople on where they think the balance should be between individual local authorities, or groups of local authorities, legislating in this area and a responsibility for the Government to try to introduce a national regime. My hon. Friend the Member for Harrow East has gone through each of the amendments seriatim and tried—”
“It would be sensible, taking amendments 15 and 10 together, to require that in London skips should have the name, address and telephone number of the owner clearly and indelibly marked on them. I am disappointed that the promoters are not interested in accepting those amendments but I am delighted that amendment 11 is to be accepted. On amendments 12 and 13, I am grateful to my hon. Friend for drawing to our attention that there is a proposal to increase fourfold the maximum fine levels on the standard scales. I think that would have quite a significant impact on the cost of living of the criminal classes. It would also put into a negative position all those provisions where the maximum fine is level 3—£1,000, which is reasonable—”
“I am delighted that the hon. Gentleman is joining in with the debate, albeit from a sedentary position, because he has been referred to already in dispatches, as he might know. We had been hoping to hear from him on immobilisation devices, but he has now put on record his enthusiasm for the word “seriatim”. Let me take the amendments one by one for the benefit of the hon. Member for Ealing North (Stephen Pound). My hon. Friend the Member for Harrow East said that he did not think that amendment 10 would be appropriate because of the conflict between the national and local legislation. This is an opportunity for London to lead the field so that others can follow.”
“The Home Secretary asserts that rejoining the 35 measures will be in our national interest. Where is the evidence for that? Is there a cost-benefit analysis? How does that fit in with the balance of competences review? Will we be asked next week to endorse that approach, rather than just receiving the information?”
“May I press my right hon. Friend on when the motion will be tabled, because if it is tabled tomorrow it will enable Members on both sides of the House who are concerned about this issue to see whether we can reach an agreement about an amendment?”
“On a point of order, Mr Speaker. Is it within your power to require the Government to provide time for the proper scrutiny of Government measures before they are subject to a vote? Command paper 8671, to which the Home Secretary referred in her statement, comprises 155 pages of pretty impenetrable prose, with hardly any explanation. The command paper has considerable policy implications, but there are many ifs and buts among the contents. I cannot see how the House can reasonably be expected to reach a substantive conclusion on whether signing up to the document is in the national interest unless we are given a lot more time for its scrutiny, not only by the House but by the Select Committees, which are appointed specifically to do the job of scrutiny.”
“In congratulating my hon. Friend on this statement, may I ask whether he will extend the principles he has enunciated to offshore wind farms, where exactly the same principles apply, particularly in the case of the much-despised proposal for an offshore wind farm in Christchurch bay?”
“I hope that as a result of this debate, he will assure us that the Prime Minister is serious about trying to do something about all this and that it is not just huffing and puffing, because we cannot carry on like this. There was 20 months between the European Commission saying that it was going to start taking infraction proceedings against us, and the matter now being referred to the Court. Will it take two years—three years?—before the Court decides? Many of us hope that we will have an in/out referendum long before then, but in any event, does this not show that the whole renegotiation process is a complete charade? One example can be worth a thousand generalities, and the example highlighted in this short Adjournment debate is one the Government need to take really seriously.”