Hansard

I was just going to talk about the different GDL systems around the world, which have different characteristics. If the UK Government does not want to take the issue forward and we get the power to do so, we want to consult on those different aspects.

I think that there are around 12 different characteristics in the GDL system that has been proposed in Northern Ireland. It has ruled out an inhibition on night-time driving, for example, which could be looked at. Crucially, most systems have at their root the idea that there should be a longer period in which to gain experience in driving before a person is fully licensed, but the exact characteristics of a GDL scheme should, of course, be subject to consultation. Various forms of GDL are well established in other countries around the world, including the US, Australia and New Zealand.

The Department for Transport’s evidence review, which was carried out last year by the Transport Research Laboratory, concluded—these are the conclusions of the UK Government’s own department—that the potential public health benefits of a GDL system for new drivers are indisputable. The UK Government subsequently said that the TRL research was based mainly on countries that it does not think have road safety records to match those of the UK and that a balance must be struck between driver safety and the freedoms of young people. I assert that Sweden, which is included in the TRL study and has one of the best road safety records in the world, might disagree with that statement. However, I agree that we must look at that balance and I will discuss that issue shortly.

We know from the evidence that young drivers are more at risk at night and when other young people are in the car. An analysis of UK road crash data collected from 2000 to 2009 found that 25.1 per cent of young driver crashes occurred between 9 pm and 6 am. The impairment effect of drinking alcohol on driving is also greater in young people. The purpose of a GDL system is to reduce exposure to high-risk situations for young inexperienced drivers, allowing them to build up skill through practice.

To return to Tavish Scott’s point, most countries have a pre-test element to a GDL, where a minimum learning period is set with a number of conditions, including driving in different weather and times of day, with a logbook to evidence compliance. The TRL report, which is a UK Government report, recommends a gold standard GDL system that includes components such as limitations on night-time driving or on passengers under 25. It also suggests a lower maximum blood-alcohol level. The gold standard GDL system is not often in place at the outset, but once GDL is in place, many jurisdictions—this was the case in Australia—have gone on to strengthen that system.

Transport Scotland officials, along with partners, including the road safety strategic partnership board, have been working towards developing a set of proposals and options for possible forms of GDL in Great Britain, initially with a view to submitting a response to the now postponed green paper. I say “Great Britain” because Northern Ireland has, as I mentioned, a form of GDL that it is looking to strengthen through legislation in the near future. As I also mentioned, young people’s freedoms and needs need to be balanced with their safety.

It has been suggested that GDL might hinder education or employment opportunities. However, a study in New Zealand found little evidence that GDL caused any practical difficulties to travel for academic or work purposes. Even if one considers the fact that around 25 per cent of young people in the UK have a licence, it cannot be the case that the remaining 75 per cent are disadvantaged in that way. However, we need to ensure that any proposed GDL scheme supports young and novice drivers as regards safety and in reduced insurance premiums.

That crucial point must be realised. Most members will have had representations from people who say that it is very difficult for young people to get insurance to allow them to drive at the very start of their driving career. A GDL system can help that situation. We know that the affordability of car insurance for young drivers is a barrier to them driving. A report in October 2012 from the Association of British Insurers recommended the introduction of GDL, and stated:

“If the number of crashes involving young drivers decreases, the financial risk they pose to an insurer will decrease, and insurance premiums for young drivers will follow.”

The risk is real; it has not been invented by this Government, but it is recognised by different Governments across the world. The statistics for young drivers prove that beyond doubt, and the evidence for GDL is compelling. The DFT’s evidence review last year confirmed that. I do not doubt that much discussion would need to be had, as Tavish Scott hinted, about what system we could implement, not least with young people themselves. That is why, at an earlier stage, we had our national debate with young people about their views on different aspects of the system. They were supportive of some aspects and less supportive of other aspects. We need to discuss that now, so the refusal by the UK Government to do that, especially given its previous statements, is absolutely bewildering. That is why I lay this motion before members, and call on UK ministers to develop proposals on GDL without further delay or to grant Scottish ministers the power to do so in Scotland.

I move,

That the Parliament notes with concern that young people aged 17 to 25 make up 10% of licence holders yet they account for 23% of drivers involved in injury road accidents over the last five years; further notes that evaluations of Graduated Driver Licensing (GDL) have shown that it is the only intervention for which there is clear and unambiguous evidence to show that it reduces the crash rate for young drivers; acknowledges that various forms of the GDL system are currently well established in other countries around the world; further acknowledges that the flexibility of this system allows individual nations to adapt it to meet their specific needs; regrets the decision of the Secretary of State for Transport to delay publication of the Department for Transport’s proposed green paper on young driver safety, and calls on UK ministers to develop and take forward proposals on GDL without further delay.