Regulation of Property Agents
Wednesday 18th October 2017
(7 years, 1 month ago)
Commons ChamberRead Full debate Read Hansard Text
The Minister for Housing and Planning (Alok Sharma)
With permission, I shall make a statement on a call for evidence on protecting consumers in the letting and management agents market.
When our housing White Paper was published in February we committed to taking action to help people already on the property ladder or living in rented accommodation. The Prime Minister has also announced billions of pounds of funding for new affordable homes, including homes for rent. We are also taking action to create a fairer property management system that works for everyone. We have already announced plans to regulate letting agents, including banning fees for tenants, and we have made it clear that we want to see an end to the unjustified use of leasehold in new-build houses.
The time has come to address service charges. As the number of leasehold and private rented homes has grown, the market for managing agents has boomed. According to one estimate, annual service charges alone now total as much as £3.5 billion. While these managers provide an important service, the system in which they work is simply not suited to the modern age. Tenants and leaseholders—even some freeholders on new-build estates—hand over their money and receive services in return, but have little or no say over which agent provides them or at what cost. This matters because, while the majority of agents are honest professionals committed to delivering a high standard of service, a near total lack of regulation has led to the growth of a market where in places standards and safety come second to the pursuit of profit.
We have seen reports of broken windows being repaired with cardboard and sticky tape and of damp and mould simply being painted over. One landlord was billed £500 by his agent for repairing a shower door, while a group of leaseholders were charged 10 times the market rate to have a new fire escape fitted, with the £30,000 contract for the work being handed to the property owner’s brother.
People do not need any qualifications, training or experience to call themselves an agent. They do not need a criminal records check. They do not even have to know what a managing agent does. So it is no surprise that some experts believe such agents are overcharging by as much as £1.4 billion every year.
Today, we are setting out plans for fixing the problems in property management. We are publishing a call for evidence which outlines the challenges facing the sector, proposes some possible solutions, and asks for the views of the people who know the market best, from those who work in it to those who pay the service charges.
As part of this new call for evidence, the Government are seeking views on three key elements: first, whether regulatory overhaul of the sector is needed; secondly, measures to protect consumers from unfair costs and overpriced service charges; and, thirdly, ways to place more power in the hands of consumers by giving leaseholders more say over who their agent is.
The sector has done some good work to raise standards already, but there is more to do to professionalise the sector and root out poor practice, and through the call for evidence we will take views on whether we need an independent regulator to oversee property management. So today the Government are asking everyone who pays service charges and everyone who receives them to share their views on what is wrong and how we can fix it. We want to give power back to consumers, give agents a clear and consistent framework to operate in, and give landlords, renters and leaseholders the confidence they need to know that agents are complying with the rules.
As we build more homes, we need the right people to take care of them. That is why it is important that the Government act to recognise what works in the sector and fix what does not. Today’s announcement is about delivering better value and services for tenants, leaseholders, and hard-working people across the country.
The call for evidence will be open for six weeks and is the first step in creating a property management system that works for everybody. I commend this statement to the House.
John Healey (Wentworth and Dearne) (Lab)
My goodness, the Government really are now scraping the bottom of the barrel: an oral statement on a call for evidence about property managing agents—not a statement on the Grenfell Tower fire and why four months on only 14 of 200 surviving families yet have a new permanent home, on bold Government action in the face of home ownership hitting a 30-year low, on rough sleeping doubling, or on the lowest level of new affordable house building for 24 years.
More than 80 Members on both sides of the House want to speak next in Labour’s debate on universal credit, yet the House is being held up by the Minister telling us he wants to
“create a fairer property management system that works for everyone.”
If Mr Speaker were a football referee, he would book the Minister for time wasting. Where is the hon. Member for Moray (Douglas Ross) when he is needed?
In the face of the country’s housing crisis, this is a truly feeble statement. It is not even a commitment to act; it is a commitment to ask some questions. The Government are launching today, the Minister tells us, “a call for evidence”. He tells us that he is seeking views on
“whether regulatory overhaul of the sector is needed”.
Of course it is: managing and letting agents can set up with no expertise, no qualifications, no registration and no professional body membership. This is a market with no legal regulation, just partial self-regulation. It is a market in which the reputation of the best is dragged down by the worst, and a market in which consumers too often face unfair upfront fees, restrictions on what they can do to their own homes, and a system in which it proves impossible to get problems sorted out.
Better regulation of letting and managing agents has long been a commitment on this side of the House, so the Government’s concern now is welcome, but action needs legislation. Therefore, can the Minister confirm when the proposed legislation will be introduced, and when it will come into force? Can he confirm that this “call for evidence” today will not delay still further the announcement the Government made a year ago to ban letting agents’ fees? When will that legislation be introduced, and when will it come into force? As a result of today’s announcement, can the Minister tell us how much on average each leaseholder and private renter will save, and when—oh, when—will he act on the other protections leaseholders and renters need from this Government?
Finally, may I give the Minister his first response to this “call for evidence”? Rather than asking whether or not renters and leaseholders need better protections, will the Government instead act on Labour’s proposals to end the building of new leasehold homes and to cap rises in ground rents, and will they back our plan for new consumer protections for private renters, with longer tenancies and a control on rent rises, a ban on letting agents’ fees, and new legal minimum standards that all landlords must meet before they rent their homes?
We have a big housing crisis and small thinking from Conservative Ministers. After seven years of failure on all fronts on housing, when will Ministers come to the House and announce a proper plan to fix this country’s housing crisis?
Alok Sharma
I have not said this before, but I have enormous respect for the right hon. Gentleman. However, I am extremely sorry that he started his response to the statement with such rancour. There are 4.5 million households renting in the private sector. For them, this absolutely matters—it really does—so I hope he will reflect on how he started his contribution and on the fact that perhaps what we ought to be doing is working together on making this happen. He says we should do it. Of course, and that is precisely what we are doing, but I say respectfully that he was the Housing Minister—why did he not do it?
Let me talk about fixing the broken housing market. The right hon. Gentleman said that we are tinkering. We are not tinkering. He will have seen the work that has been done since the White Paper was published and he knows the announcements that have been made. I recommend to him that, instead of talking to his colleagues in the Labour party, he talks to the social housing sector to ask what it makes of the announcements made at the Conservative party conference—the £2 billion extra and CPI plus 1%. It will tell him that those announcements were a sea change.
I also say to the right hon. Gentleman that, in the work that we are doing, there is finally some joined-up thinking in Government. We have already announced—I am pleased he welcomes this—the ban on tenant fees from letting agents. We will publish the draft Bill very shortly, together with the consultation. He knows that, when it comes to rogue landlords, it has been possible since April to levy civil penalties of up to £30,000, and we are also looking at banning orders. A range of work is ongoing.
The right hon. Gentleman will also know that my right hon. Friend the Secretary of State made an announcement a few weeks ago on measures to help the private rented sector with landlords being required to be part of a redress scheme and housing courts being consulted on incentives to landlords for longer tenancies. We are doing a huge amount of work.
The right hon. Gentleman raised a couple of other points. He asked by how much leaseholders will benefit. He has seen the figures I talked about: £3.5 billion is charged, and some experts say £1.4 billion is overcharging, so if he does the maths he might be able to work it out for himself.
The right hon. Gentleman knows that we have just concluded a consultation on leasehold. I pay tribute to the all-party parliamentary group on leasehold and commonhold reform for all the fantastic work it has done. We have had 6,000 responses—a record—to this consultation, and we agree with him that this is an area that needs fixing, but I hope he will reflect and welcome what we are doing with this call for evidence.
John Redwood (Wokingham) (Con)
Does the Minister agree that competition and choice are the best ways to drive standards up and prices down? Will they inform his work to empower tenants and to make the market function better?
Alok Sharma
My right hon. Friend is right. Of course competition is important, but we also need to ensure that there is the appropriate regulation in place to give fairness in the system for those who are renting privately. That is precisely what we are doing with a raft of measures, which I have already outlined, and this call for evidence.
Alison Thewliss (Glasgow Central) (SNP)
The statement represents just another consultation on a proposal. People out there in the real world want action, because the problems in the housing sector are well known.
The Scottish Government legislated on this matter back in 2011, through the Property Factors (Scotland) Act 2011. The primary objective was to create a statutory framework to protect homeowners who used factoring services by providing minimum standards for property factors. This came into force in October 2012 and it applies to all residential property and land managers whether they are private sector businesses, local authorities or housing associations. A compulsory register of factors has been operating and registration helps to ensure that property factors are aware of the standards and that they comply with them. It is a criminal offence to operate as a property factor in Scotland if unregistered. Will the UK Government put that into legislation and follow that example?
A code of conduct sets out minimum standards of practice with which all registered property factors are statutorily obliged to comply. There is a route for redress to the Homeowner Housing Panel, which is an independent judicial body separate from Scottish Ministers and from local authorities. Homeowners can apply to the panel if they believe that their property factor has failed to comply with the code of conduct or otherwise failed to carry out their factoring duties.
That is another example of the Scottish National party leading the way for a progressive housing policy in Scotland and of how we are getting on with the day job while the Tories are off refereeing football matches.
Given that the UK Government are six years behind Scotland, will the Minister meet the Scottish Housing Minister, Kevin Stewart, to discuss what is already in operation in Scotland, what is working well, what we are doing and what the UK Government can learn from to represent homeowners across the UK?
Alok Sharma
I recognise that the devolved Administrations, including Scotland, have done work in that area, but this is a call for evidence and it is open to everyone to give their views. That is what we want—a comprehensive call for evidence. I do talk to the Scottish Housing Minister fairly regularly.
Mr Charles Walker (Broxbourne) (Con)
Will the Minister meet me and representatives of the three deposit protection schemes and of Shelter to discuss how we can better protect tenant deposits and put tenants in the driving seat when it comes to choosing the scheme that looks after their deposit?
Alok Sharma
Yes, I absolutely will. I know that my hon. Friend has a great deal of knowledge of and experience in this area.
Mr Clive Betts (Sheffield South East) (Lab)
When the Select Committee last looked at the issue of the arrangements for the regulation of letting agents, we recommended, simply as a first step, that letting and managing agents should be
“subject to the same regulation that currently governs sales agents.”
The Government response at the time was that this would
“impose a new burden on local authorities, increase costs for consumers”.
I welcome the Government’s change of heart, but that Select Committee report was published in 2013—four years ago. A consultation has been proposed, but today we want and need to know when we are going to have some action. Will the Minister commit today to act by a given date on the results of the consultation?
Alok Sharma
I am grateful that the Chairman of the Select Committee has welcomed this call for evidence. I hope that it demonstrates that we are open. He and his Committee should put forward any evidence that they have. As he knows, the consultation will last six weeks, finishing at the end of November. Once we have all the information in from the consultees, we will respond as quickly as we can.
Anna Soubry (Broxtowe) (Con)
Rip-off merchants, cowboys and those who seek to exploit often some of the most vulnerable people in our society have no place in a modern Britain, but does my hon. Friend agree that we must not throw the baby out with the bathwater? Lots of agents are thoroughly respectable and good—invariably estate agents who are small, independent, family-run businesses occupying important plots on our high streets. It is important that we do not destroy their businesses, but at the same time ensure that we have a proper system.
Alok Sharma
My right hon. Friend makes an important point, but I point out to her that support for regulation and the call for evidence has been welcomed by the Association of Residential Managing Agents, the Association of Residential Letting Agents, the National Landlords Association, the Residential Landlords Association and the Institute of Residential Property Management. Those are credible organisations and they are calling for reform.
Dr David Drew (Stroud) (Lab/Co-op)
Far from what the hon. Member for Broxbourne (Mr Walker) said, will the Minister have another look at the role of tenancy deposits and the way certain agents do not carry through their legal obligation to ensure that the money is safe? Will he ensure that landlords do not hold money back for ridiculous repair jobs that have nothing to do with the tenants? That is both unfair and a real slur as to how tenants have their money handled.
Alok Sharma
I am sorry if I was not clear, but I will meet my hon. Friend the Member for Broxbourne to discuss precisely those matters. We will of course keep this in mind.
Mary Robinson (Cheadle) (Con)
Sorting out service charges once and for all means sorting out the section 20 process. Will the Minister update the House on his Department’s work on that?
Alok Sharma
I am happy to write to my hon. Friend to set out the details on that. More broadly, she should put forward whatever thoughts she has in the call for evidence and we will of course take them very seriously.
Mr Speaker
I encourage the hon. Member for Cheadle (Mary Robinson) to circulate her text book on succinct questions. It would be of great benefit to colleagues.
Justin Madders (Ellesmere Port and Neston) (Lab)
My constituents trapped in rip-off leasehold houses now look forward to swift action from the Government following the consultation that has just closed. Turning to this statement, more and more new estates are subject to management fees because developers are not transferring responsibility for common parts to local authorities, meaning that many homeowners are effectively paying twice for the same services. Will the new consultation examine ways of requiring developers to pass on those maintenance functions, which should properly be the responsibility of councils?
Alok Sharma
This is a call for evidence, and right hon. and hon. Members and others should put forward any evidence they have.
Mr Richard Bacon (South Norfolk) (Con)
One good way of placing more power in the hands of consumers is to establish and support more mutual housing co-operatives, which work well in Germany and place real power in residents’ hands. Will the Minister consider steps to encourage the establishment of more such co-operatives here?
Alok Sharma
I am happy to meet my hon. Friend to discuss such matters. He knows a great deal about housing, particularly custom-building.
Wera Hobhouse (Bath) (LD)
I declare an interest in that I own a property in Rochdale that is managed by an agent. Clamping down on rogue property agents is long overdue, and the consultation is welcome. However, whether regulatory reforms are successful will be entirely down to how well they are enforced. Self-regulation has failed, and local enforcement on the ground is under severe pressure due to public sector cuts. Will the Minister confirm that extra funding will be made available to make the necessary enforcement possible?
Alok Sharma
We have already made £12 million available to local authorities for enforcement since 2012. As I said in the statement, local authorities are able to levy penalties of up to £30,000 on rogue landlords and that money can be used for further enforcement.
Sir Desmond Swayne (New Forest West) (Con)
I have an interest in the register. No matter how welcome the proposals, the Minister will agree that his proposals for vastly increasing the supply will be a much more effective defender of tenants’ interests.
Alok Sharma
As ever, my right hon. Friend is absolutely right. The measures will of course help, but at the end of the day we need to fix the broken housing market by building more homes.
Lucy Allan (Telford) (Con)
I welcome the Minister’s statement. Will the Department also consider what steps can be taken to protect the consumer rights of freeholders who pay management fees on new-build estates where managing agents are failing to deliver value for money, such as in Lawley Village in Telford?
Alok Sharma
Yes. We will, of course, consider all these matters in the round, but if my hon. Friend puts her thoughts forward as part of the call for evidence, we will review them.
Sir Peter Bottomley (Worthing West) (Con)
The all-party parliamentary group on leasehold and commonhold reform, which I co-chair along with the hon. Member for Poplar and Limehouse (Jim Fitzpatrick), will be grateful for the Minister’s remarks. We will submit more evidence.
I put it to the Minister that it will be quite important for people to be able to submit their evidence to the consultation confidentially. There are so many crooks and dodgy people around that there may be threats of legal action, such as the one I received from Carter-Ruck on behalf of Barry Weir when I was looking after a park home resident. Ordinary people cannot face that; Members of Parliament can.
Will the Minister also consider whether Dudley Joiner of Team Property Management can be investigated? He was going to be thrown out of his judicial property role, but he escaped hours before the report was announced.
Lastly, will the Minister please give serious consideration to whether the chairman of LEASE—the leasehold advisory service—can properly remain in his role, or whether it would be better to let him retire and have him replaced?
Alok Sharma
I pay tribute to my hon. Friend. He and the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) have done brilliant work as co-chairs of the APPG. He talks about people being able to give information anonymously, and we will of course not release the individual names of those who give evidence when the consultation’s outcome is published.
As for the two references to particular individuals made by my hon. Friend, I suggest that we speak about those other matters after this debate.
Justin Tomlinson (North Swindon) (Con)
In the 17 years that I have represented residents, both as a councillor and as an MP, this is easily one of the biggest issues that they have faced. Leaseholders are being ripped off left, right and centre, and the only defence is the right to manage. The best case scenario is that it is a complex process, but it is more often near impossible. Through the consultation, I hope that the Minister will prioritise empowering those residents who have suffered long enough.
Alok Sharma
As I said, we will publish the outcome of the leasehold consultation, but we will clearly be considering proposals to ban leasehold houses and, of course, to tackle onerous ground rents.
Mr Philip Hollobone (Kettering) (Con)
Leaseholders in Kettering will warmly welcome the launch of the Government’s consultation, particularly those who live in blocks of flats where multiple leasehold interests are involved. I am thinking in particular of a block in the middle of Kettering that is in an appalling state of disrepair and has become a magnet for crime. The leaseholders there have no possibility of selling their properties, so the Government’s announcement of proposals in this area will be warmly welcomed.
Alok Sharma
I welcome my hon. Friend’s comments. He refers to the power of leaseholders more generally, but I point out to him that we would also like to reinvigorate commonhold.
Robert Jenrick (Newark) (Con)
There is anger in Newark that the common areas and public spaces around almost every freehold property built in and around the town by major developers are subject to a management charge. As other Members have pointed out, such charges essentially mean that the community has to pay two council tax bills in perpetuity. National developers are profiting from the scam, and councils do not have the power to resist it. I am pressuring the local council to resist it—I think it actually enjoys the arrangement because it benefits from it—but we need to give councils powers so that local MPs such as me can say that the practice is unacceptable and has to stop.
Alok Sharma
My hon. Friend makes a powerful point. We will, of course, reflect on that matter when we respond to the leasehold consultation.
Tom Pursglove (Corby) (Con)
Is my hon. Friend able to reassure the House that any clampdown on excess service charges will not have an adverse impact on rents?
Alok Sharma
When we talk about the ban on letting agents’ fees and making the system fairer, the industry has talked about an increase in rents as a possible impact, but that did not come to pass in Scotland. We want to introduce fairness across the system, and I hope that that will ultimately mean lower charges and lower fees for tenants.
Mark Pawsey (Rugby) (Con)
It cannot be right that those who visit a property agent to buy enter into an area of high regulation, but there is no protection for those who go to the very same agent to rent. Does the Minister agree that today’s announcement levels the playing field for homeowners on the one hand and tenants and leaseholders on the other?
Simon Hoare (North Dorset) (Con)
I welcome the Minister’s statement, but I urge him to widen its brief to the practices of housing associations. In recent weeks, constituents of North Dorset have been to see me after their housing associations increased charges without any prior notice and certainly with no justification.
Alok Sharma
The call for evidence relates to the private rented sector, but we will be putting out a Green Paper on the social housing sector and we will consider such matters.
Steve Double (St Austell and Newquay) (Con)
I welcome the Minister’s statement, which many residents in my constituency will also welcome. More and more freeholders are subject to charges, so will he confirm that any new regulations will include the freehold market? Does he agree that a lack of transparency is at the heart of the issue? If so, will he ensure that any new regulations provide complete transparency for those who pay service charges?
Alok Sharma
We are all for transparency. As I have said, we will consider all the matters put forward as part of this call for evidence and in previous leasehold consultations.
Bills Presented
Automated and Electric Vehicles Bill
Presentation and First Reading (Standing Order No. 57)
Secretary Chris Grayling, supported by the Prime Minister, Mr Chancellor of the Exchequer, Mr Secretary Lidington, Secretary Greg Clark and Secretary David Mundell, presented a Bill to make provision about automated vehicles and electric vehicles.
Bill read the First Time; to be read a Second time tomorrow, and to be printed (Bill 112) with explanatory notes (Bill 112-EN).
Smart Meters Bill
Presentation and First Reading (Standing Order No. 57)
Secretary Greg Clark, supported by the Prime Minister, Mr Chancellor of the Exchequer, Secretary Michael Gove, Secretary Chris Grayling and Secretary Sajid Javid, presented a Bill to extend the period for the Secretary of State to exercise powers relating to smart metering and to provide for a special administration regime for a smart meter communication licensee.
Bill read the First Time; to be read a Second time tomorrow, and to be printed (Bill 113) with explanatory notes (Bill 113-EN).
Automated and Electric Vehicles Bill
Monday 23rd October 2017
(7 years ago)
Commons ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts
21:40 - The House divided: - Ayes: 285 / Noes: 130 - Question accordingly agreed to.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
I beg to move, That the Bill be now read a Second time.
As you might imagine, Mr Speaker, I had for a moment thought that these crowds were for me. Now that I know that is not the case, I will be measured in what I say and hope that the crowd will re-emerge as a result of the strength of the argument that I will make on behalf of this Government and this important Bill.
In living memory, working-class lives have changed dramatically. The health and wellbeing now enjoyed routinely by working people is of a kind beyond the expectations—indeed, perhaps beyond the dreams—of my grandparents, who lived, alongside most of the people around them, with the daily grind of need. The chance to travel easily has been an important part of the altered lives of millions. My father bought his first car when I was a baby and he was 42 years of age. It transformed my family’s experiences. Suddenly new places could be explored, new opportunities realised and new adventures imagined. Until then, a bicycle was his way of getting to and from work, train travel a rarity and aircraft—except in wartime—entirely unknown. My family, like so many others, owed so much to motor cars. They brought challenge, chances and change to millions. Yet cars themselves have changed little.
Cars—the foundation of our transport system for the last hundred years—still have a lot in common with the first Model T that rolled off the production line in 1908: the same mass production methods; the same front-mounted internal combustion engine; and the same adaptable chassis to support a wide range of body styles. Now we are going to see significant changes. Over the next decades, cars will change more than they have for lifetimes. In those changes, it is vital that we consider the scale of the opportunities that now present themselves, how those opportunities may be shaped and, indeed, how they will need to be constrained.
There will be change to the way in which we power and fuel our cars, and even to the way in which we pay for motoring. This is happening not just in the United Kingdom, but around the world. But, just as Henry Ford proved a century ago, there are huge chances for innovators who are able to realise the revolutionary potential of new automotive technologies. Exports of low emission vehicles are already worth £2.5 billion to our economy, and it is estimated that the market for autonomous vehicles could be worth £28 billion by 2035. Ford himself said:
“Before everything else, getting ready is the secret of success.”
That is what this Bill is about. As I shall explain in this sermocination, the chances are profound. The Bill is salient.
These matters are not, by the way, partisan—they are not party political; they are things that, frankly, any responsible Government would look at and take action upon. Indeed, I expect the whole House to take a considered and measured interest in these affairs.
I am going to speak a little about the Whig view of history, Madam Deputy Speaker, as you might have expected. The Whig view of history, with its addiction to progress, is a deceit. The Marxist notion of a predetermined course of history is a fallacy. Not all change is beneficial; indeed, it can be the opposite. But change can be virtuous when it is shaped, harmonised and, yes, as I said, sometimes constrained. Enterprise and the market provide immense opportunity through the innovative, imaginative creativity they breed. But Government must be a force for good. Government must be prepared to step forward to make sure the market acts for the common good.
Sir Greg Knight (East Yorkshire) (Con)
I refer to my declaration in the Register of Members’ Financial Interests. Some academics are saying that when automated vehicles become commonplace, the Government will seek to ban people from driving cars themselves or will, at the very least, introduce a policy that severely restricts motorists. Will my right hon. Friend confirm that that is not Government policy today and that he has no intention of making it Government policy in the future?
Mr Hayes
It is certainly not Government policy. It would be intolerable to imagine a future where people were banned from using, for example, classic cars. I know that my right hon. Friend is very experienced and, indeed, knowledgeable—one might even go as far as to say expert—in such matters, and he will know that the vintage and classic cars owned by many people, including him in considerable number—
Mr Hayes
Well, I was not going to add that, but, yes—in rather less number. Those cars add a vivid aspect to motoring—an elegance and style we would not wish to see lost in any move towards this change in technology. But, for most people, their daily experience will not be to drive an Allard, a Jensen or any other of the cars my right hon. Friend and I revere; it will be to drive a car to get to the places in which they work, to access educational opportunities and to get to the places where they buy the goods they need to service their wellbeing; it will be to use a car for recreational purposes, in the way my father did for his family all that time in the past, as I described a moment ago.
The change that we are now experiencing, and that we will experience to a greater degree in the coming years, is not a threat and not something to doubt or fear, but an opportunity. It is an opportunity for Britain from the perspective of the technology we will develop and export. It is an opportunity to give access to cars to those who have never had them—the profoundly disabled, the elderly, the infirm, and the partially sighted and the blind. They have not been able to drive, and they have relied on others to drive them, but they will suddenly have the opportunity of car ownership, which has been denied them for so long by the nature of their disability or their need. That is the sort of future I envisage.
Daniel Zeichner (Cambridge) (Lab)
The Minister is making a characteristically wide-ranging speech, and he touches on important points, but the Bill is remarkably thin. It does not deal with many of these points. There are so many other issues—the social issues and the skills issues. When will the Government bring forward a Bill that actually deals with the issues the Minister is referring to?
Mr Hayes
The hon. Gentleman knows that I am, one might say, preoccupied by the subject of skills because I understand the relationship between skills and social justice. One might even say that I have been characterised by my determination to ensure that people get chances to acquire the skills necessary not only for our economy but for them to fulfil their potential. There will, of course, be all kinds of new skills associated with this technology, but I am not sure it is the time at the moment to dictate what they might look like. The job that the Government are doing is to legislate sufficiently so that change, innovation, and research and development are not inhibited, but not to the point where we dictate, or try to dictate, what the future might look like in this regard.
Sir Oliver Heald (North East Hertfordshire) (Con)
Does my right hon. Friend agree that it is important that the message should not be that an electric car or an automated vehicle is an unpleasant driving experience, and that the only kind of car that is worth driving is a classic car? The modern car is a joy to drive. I hope that will remain the case and that he is not going to stop us doing it.
Mr Hayes
Yes, that is true. Electric cars can be a different but altogether just as enjoyable an experience. I have had the opportunity of test driving an electric car. As a Minister, I have travelled very frequently in an electric car driven not by me but by the driver from the Government car service. Only in the past few days, I have had the chance to drive in one of the new electric taxis. To experience that is to see a different kind of future and to enjoy a different kind of driving experience. I do not think it is worse. It is certainly different, but better in all kinds of ways, as I shall explain.
Clive Efford (Eltham) (Lab)
Is the Minister going to set out the scope of the intelligence and decision making of the vehicles that he is describing? For instance, some automated vehicles are capable, in the event of an accident, of assessing the situation and deciding which course of events is likely to cause the least amount of injury. To what degree does the Bill cover the decision-making process of those vehicles?
Mr Hayes
The hon. Gentleman, with his usual assiduity, introduces into our debate the really important aspect of how autonomous vehicles develop over time. This morning, I was fortunate enough to be looking at autonomous vehicles and having a discussion with some of those engaged in the research and development that I described a moment ago. We considered the programming of an autonomous vehicle, for this is, in essence, a combination of developing the sophisticated software that helps to drive the car and the technological development associated with the running of the vehicle. In testing that software, a judgment needs to be made: how much do we want the autonomous vehicle to emulate what a human being would do if they were at the wheel, and how far do we want it to improve on what a human being would do? As the hon. Gentleman implies, many car accidents—in fact, the insurers tell us that it is 95% of car accidents—are in some way due to human error. If we could, let us imagine for a moment, eliminate that error, or at least reduce it very considerably, we would, as he suggests, completely change the profile of driving, reducing the number of accidents and making our roads safer. That is a big opportunity, and not one to be sniffed at.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
With regard to the huge advances in automated and electric vehicles, does the Minister agree that the technology industry has made an immense contribution, especially within my own constituency, where it is particularly preponderant, and that we need to provide further support for the technology industry to continue with these advances?
Mr Hayes
Yes, and we are doing that. We are providing support and we will continue to do so. I will elaborate on that in the course of my remarks. The hon. Gentleman is right that this has to be a collaboration. It is a collaboration between industry, academia and government, including local authorities. As I said, this morning I was with the London Borough of Greenwich, speaking about its role in these developments. It really is important that we see this work as salient, as I described it, but also capable of making a huge beneficial difference in the national interest and for the common good.
Mims Davies
My right hon. Friend eloquently makes the point that we have the chance to be a world leader in transport technology. Can we use the Bill to reflect the possible effects of new technology and innovation on engine noise? We are often distracted by our smartphones, and we expect engines to make a noise and give us a clue that vehicles are there. For the sake of safety, can we make sure that we get this innovation right?
Mr Hayes
Part of the research effort concerns societal change and persuading people that the technology is right, good and efficacious. To do that, we have to be completely certain about safety. My hon. Friend is absolutely right that until people can be certain that the technology is safe and secure, they are less likely to embrace it as we hope they will.
Richard Burden (Birmingham, Northfield) (Lab)
May I preface this intervention by declaring an interest as a fellow of the Institute of the Motor Industry? The Minister knows that when the previous incarnation of this Bill was before the House, the Opposition tabled an amendment, on the question of skills, to require the introduction of a certification and licensing scheme for technicians working on these advanced vehicles. That was particularly important given that a survey of independent garages showed that about 80% of them do not have the skilled technicians that they need to work on these vehicles. At that time, the Minister said:
“My hope is that we can make progress on this matter during the course of the Bill’s passage to respond to some of the points raised today.”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 23 March 2017; c. 10.]
That Bill fell with the general election. Has the Minister made any progress on the matter, and can we expect the introduction of something to deal with it during proceedings on this Bill?
Mr Hayes
I am not unsympathetic to that argument. The hon. Gentleman is right that the development of the necessary skills to service this new technology will be critical to its acceptance, rather as the absolute assurance of safety will. I expect the new skill set to develop, and I think that the industry will want that to happen.
I spoke briefly about the balance between what the market will provide and what Government need to do to frame and shape market provision, and this is a good example. We hope to see the development of apprenticeship programmes that are sufficient to cope with the demands that the hon. Gentleman set out, and we want the Government to work with the further and higher education sectors accordingly. We want to ensure that the work being done on emerging technology by most of the big motor manufacturers—as he knows, there is hardly a motor manufacturer that is not investing in research and development in this field—is tied to a proper consideration of the development of enough people with the skills to support it.
I think the hon. Gentleman is right, and I look forward to further debate about the matter. I am not unpersuaded of the idea that Government should play their part. The Bill as it was presented to the House does not contain measures to that effect, but our scrutiny may well give us the opportunity to consider further the points that the hon. Gentleman has made. I cannot believe that the Opposition have not read their Hansard, and that they will not return to the argument that they made in relation to the previous Bill—not that I am, for a moment, accusing them of being repetitious.
Alan Brown (Kilmarnock and Loudoun) (SNP)
The Minister has used the words “common good”, “national interest” and “safety”. Another thing in the Vehicle Technology and Aviation Bill was laser pen offences. The Minister heard from pilots about how dangerous such incidents are, so can he explain why those measures have been dropped from the Bill and tell us when he will introduce legislation on the matter?
Mr Hayes
Looking around the Chamber, I see, in all parts of it, Members with a laser-like approach to addressing legislation. It will not, therefore, have escaped anybody’s notice that this Bill is a rather cut-down version of the one that we considered earlier in the year, which enjoyed a Second Reading and a Bill Committee. We chose to focus on the core elements of that Bill, namely the provisions that deal with autonomous vehicles and electric vehicles.
The hon. Gentleman is right to say that there is a proper concern about the use of lasers. That is something that we have discussed previously. Indeed, I have discussed it with shadow Ministers, and I am determined to do more. We are, by the way, also determined to do more in respect of drones, which may fly above our heads during our consideration in this Chamber, at least in a metaphorical sense—or rather, I hope, only in a metaphorical sense. We are determined to deal with those issues, and we will talk about them in more detail over the coming weeks and months.
Several hon. Members rose—
Stephen Hammond (Wimbledon) (Con)
I thank my right hon. Friend for giving way. One area in which drones and automatic vehicles will make a huge difference is the logistics industry. All too often, Government frameworks lag technology, but my right hon. Friend’s reputation for forethought will be enhanced by the Bill, which establishes a framework that will give the industry some certainty regarding innovation. We cannot and should not make predictions about the industry, but we should give it certainty regarding the innovation that it wants.
Stephen Metcalfe (South Basildon and East Thurrock) (Con)
My right hon. Friend is right to put safety at the heart of his speech. Even with autonomous vehicles there will, unfortunately, still be the occasional accident, but one advantage is that if the circumstances of such accidents are known, they will be shared across the entire network. We will not all have to learn individually from our mistakes; we will be able to learn collectively, and that will be of benefit. However, when a decision is made by an autonomous vehicle, there must be a way to challenge it. As part of the Bill, it might be very useful to put some transparency into the algorithm process.
Mr Hayes
The aim of the Bill is to create the greater certainty that is, as several Members have said, necessary for further developments. As I will explain in a moment, when I get to the main thrust of my contribution, we focused mainly on insurance. That is because we were told by the insurance industry that it was essential to establish absolute clarity about the framework for the development of a series of insurance products. The Bill sets out that framework. Those who recall the previous discussions on the matter, and who have studied the record, will know that the insurance industry has widely welcomed our endeavours in that respect. I have the Hansard here, but I would tire the House unduly if I merely read out that which Members already know. In essence, the Bill creates greater certainty about the development of insurance products, to put at rest any doubts that might have prevailed.
Jonathan Edwards (Carmarthen East and Dinefwr) (PC)
What discussions has the Minister had with the insurance industry about the likely cost of premiums? If one of the main benefits of automated vehicles is increased safety, does he expect premiums to fall?
Mr Hayes
We explored that a bit with the industry in the witness sessions on the previous Bill. As Members know, we introduced the Bill and we gave it a Second Reading and a Committee stage—a very good one, actually—as part of which we took evidence from the insurance industry. The Bill that we are considering is very similar to the previous one, which, as a result of the general election, did not proceed.
My guess is that initially, as the marketplace develops and new products emerge, prices will be much as they are now; but that as the record becomes established and insurers’ calculations about the likelihood of claims are affected by the greater safety provided by autonomous vehicles, prices may well fall. That is, in the end, a matter for insurers. It is not something that the Government can stipulate, dictate or even, with any certainty, predict. Following on from the intervention by the hon. Member for Eltham (Clive Efford), it seems to me that if the safety of autonomous vehicles means fewer accidents, insurers will find that out. As they do so, the ability to insure a vehicle will grow and the price of doing so will fall. That is, as I say, a matter for the future and not for now.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
It is very apposite that we are discussing this Bill on the day that the T charge—the toxicity charge—has come in for London, which will take the cost of coming into London to over £20 for people driving cars of a certain age. However, it also brings to mind the fact that there are already incentives on the statute book to encourage people to buy electric cars. As the Minister is in such an expansive mood, will he tell us what representations he has made to the Treasury about offering even greater incentives so that we can ensure the take-up of electric vehicles is even more rapid?
Mr Hayes
In the end, these are of course matters for the Mayor, and the Mayor must come to his own judgment. My own view is that it should be called the K charge, for the Khan charge, or perhaps the M charge, for the Mayor’s charge, so that people know exactly why it is being levied. Frankly, I have some doubts about the effect it may have on less well-off drivers and families. I take the view that we need to strike a balance between, on the one hand, being ambitious in respect of clean air—we have set out our plans, which I was involved in drawing up—and, on the other hand, disadvantaging many people who own older diesel or perhaps petrol vehicles, who will be affected by the charge. It is not progressive, after all, to say that everyone, regardless of their circumstances and regardless of who they are, what they are doing and where they are working, should pay the charge. I have some doubts about it, but in the end it is a matter for the Mayor, and he will be answerable for his own K charge.
Let me move on to the substance of what we are trying to do. In practice, we have long since moved beyond the question of whether road transport will be electrified. It is now irrefragable that that will occur. The question now is when—not whether—and at what pace. For many manufacturers in the UK, the answer to that question is, frankly, now. For Nissan, it means the second generation of its best-selling Leaf, capable of about 200 emission-free miles between charges, which is being built in Sunderland. For BMW, it means the introduction of an all-electric version of the Mini to be built in Oxford from 2019. For Jaguar Land Rover, it means the introduction of the world’s first electric premium sport utility vehicle, the I-Pace, coming next year, with every single Jaguar Land Rover vehicle being electrified from 2020. Just those examples alone show that British-made electric vehicles are increasingly competitive around the world, but if we are to keep that leading edge into the next decade, we need the UK’s charging infrastructure to keep improving.
Helen Goodman (Bishop Auckland) (Lab)
I bought a Nissan Leaf last month, and I was very struck by the fact that for people to have their own charging point, they need off-street parking, which is obviously not possible for anyone who has a flat or a terraced house. Will Ministers please consider changing the planning rules to require charging points on new roads in all new housing developments, as well as at railway stations and in all publicly owned car parks, as in France?
Mr Hayes
It is my habit to be influenced by Members of the House during the course of debates. That may sound unconventional, but I actually take Members’ contributions in debates such as this extremely seriously, and I think that that is a very good point. I am happy to have discussions about that with my colleagues in the Department for Communities and Local Government. There are issues about the inconsistent provision of on-street charging. That is partly due to planning, and partly due to the fact that some local authorities are more willing than others to install charging points. It is a discretionary matter for planners at the moment, but it does seem to me to be entirely appropriate to consider some of the things that the hon. Lady has suggested, so I am more than happy to have such discussions.
John Woodcock (Barrow and Furness) (Lab/Co-op)
While the Minister is in an open frame of mind, will he look not simply at the lack of on-street provision, but at the unreliability of the network at the moment? If he has regularly driven in an electric car, he may well, like so many of us, have had the experience of coming into a motorway service station and finding that the charger is not working and that there is no 24-hour help, which for people whose battery is down to zero is a very significant problem. He may also have had experience of the fact that there are myriad different companies and that many of the providers’ systems are not interoperable and do not allow access when people arrive at a service station. A Government who are going to frame such a market could easily intervene and improve this situation.
Mr Hayes
I do not know whether the hon. Gentleman has had early sight of my speech—if he did, he is even more remarkable than I regarded him previously—but I was about to come on to the principal reasons people cite for not buying electric cars. The first is the up-front cost, which will of course come down as volumes grow. As he will know, the Government already contribute considerable amounts of money—again, I will speak a bit more about that later—to offsetting some of that cost. The second is battery reliability, and people’s doubts about the technology that is driving electric vehicles. The third is the charging infrastructure, as he described, which is precisely why the Bill addresses that point. It is vital to put in place a charging infrastructure that is widely available and consistent, and that works. He described the circumstance in which someone who might otherwise have bought an electric vehicle is put off from doing so because they are not confident that the infrastructure is as good as it should be, and that is precisely why the Government are addressing this matter in the Bill. We have the chance to debate it tonight and beyond tonight during the Bill’s consideration.
Stephen Metcalfe
While the Minister is talking about the Government’s commitment to this area, will he remind the House about the £246 million they are investing in battery research through the Faraday challenge? That is a serious investment towards solving some of the challenges, and it should reassure people that we are serious about this matter.
Mr Hayes
Yes. I will not amplify that extremely well-made point except to say that my hon. Friend is right that each of the three objections cited are likely to be dealt with, in one way or another, over time. Some will be dealt with by the industry concerned, some will be dealt with by changing market circumstances and some will be dealt with by the sagacious and pertinent behaviour of the Government. It is with both sagacity and pertinence that I will now continue my short—some may say, all too short—introduction to the Bill. Some may not actually say that, but I prefer to side with those who do, so let me continue.
We certainly need to improve the UK’s charging infrastructure to ensure that we remain at the forefront of these developments into the future. Hon. Members will know that, as we have begun to debate tonight, the Government have set the goal that nearly all cars and vans should be emission-free at the tailpipe by 2050. That means less pollution and more clean air. I am disappointed that the hon. Member for Brighton, Pavilion (Caroline Lucas) is not in the Chamber because I was going to say that this is not about a preoccupation with some high-flown theory about what the climate may look like in hundreds of years’ time. It is about having clean air now—the air our children are breathing in cities—and the particular material that affects human health day in, day out. That is why it is imperative we take action, and we are determined to do so. I am not prepared to have my sons, who are in the Gallery tonight, breathing air that is less clean than it ought to be. I want the same for them as I want for every other young person: to live in a cleaner world with fresher air, which is better for their health and their futures.
Geraint Davies (Swansea West) (Lab/Co-op)
I welcome the Minister’s words. On the priorities for the charging infrastructure, will he confirm that the focus is on shopping centres and other places where people naturally leave their cars for a considerable time, not just petrol stations and places where they want to nip in and out? If there is a limited resource, it is obviously in the interests of the oil companies to have all the chargers at petrol stations to put people off, but we need them to be where people go shopping and stop at motorway services, and that should be the top priority.
Mr Hayes
That is a well-made point and one that we explored when we considered these matters previously. It is very important that the charging infrastructure is spread. There is a risk, which has been highlighted by Members from all parties, including the SNP Members who served on the last Bill Committee, that charging infrastructure becomes focused on major routes and in urban and suburban areas, and that smaller roads and rural parts of our kingdom are under-provided. That is not acceptable and we will look at ways of addressing it.
The Bill is born of a determination to increase the number of charging points. It does, as the hon. Member for Swansea West (Geraint Davies) suggests, talk of major retailers at the moment, but I am prepared to look at other ideas for how we can seed more charging points more widely. I have no doubt that we will explore that during the passage of the Bill.
Mr Hayes
I will not give way, because I want to make a little progress. I will then give way more liberally—although I hate to use that word, except as a pejorative—as time goes on.
We are not alone in recognising the benefits of electric vehicles. Many major car-producing countries are looking beyond conventional petrol and diesel technology. That is why we want to accelerate the transition and bring the benefits of electric vehicles to drivers, the public and our environment as soon as we can. We are giving financial help to motorists who choose cleaner vehicles through grants and the tax system, as I mentioned, and supporting local authorities to provide incentives such as free parking and congestion charge exemptions. Through the Bill, we want to make it easier and more convenient to recharge electric vehicles.
The Government have already aided the development of a network of about 11,500 public charge points in the UK and significant funding is in place to develop many more. However, in the years ahead, we want electric cars, be they hydrogen fuel cell technology or battery powered, to break into the mass market. The Bill therefore includes several new powers to help to make that a reality. Those powers will establish common technical standards and greater interoperability; increase the amount of consumer information on the location and availability of charge points; and accelerate the roll-out of electric vehicle infrastructure at key locations such as motorway service areas and large fuel stations. However, we will look at other measures, because it is important to ensure that charge points do not become concentrated in the way that the hon. Member for Swansea West and others have described.
There is already a rapid charger at nearly all motorway service areas, but I am mindful of what the hon. Member for Barrow and Furness (John Woodcock) said about making sure that they are working efficiently. We will consider that as a result of his contribution.
Wendy Morton (Aldridge-Brownhills) (Con)
Will my right hon. Friend give way?
Wendy Morton
I am grateful to the Minister, because I understand that he is trying to make progress. When he looks at the network of chargers at motorway service stations, will he consider the availability of not only the different types of connector, but the different providers, such as Polar and Ecotricity?
Mr Hayes
That is a very good point. I mentioned interoperability a few seconds ago. There is a tendency with new technology for a series of parallel systems to develop. We know that from the development, following the invention of the microchip, of the information technology industry, of which I was a part. It is very important indeed to have greater interoperability and standardisation over time, and certainly for charge points to have a similar look and feel. At the moment, we are not quite in that place, but we can be and I think we need to be. [Interruption.] I can see the shadow Secretary of State for Transport smiling. He thinks that I am going to talk about the Hayes hook-ups. I read his mind—we must know each other too well. I will come to that point shortly.
Mrs Gillan
While my right hon. Friend is looking at the infrastructure for charging electric vehicles, which is obviously one of the most important matters, will he bear in mind the rural areas of our country, because their access to the grid will be limited and that will be exacerbated by a rapid roll-out of electric cars? Will he consider encouraging solar car ports and canopies to help to address those rural grid issues while he is looking at charging points for motorway service stations, coffee shops, retail outlets and so on? I think that that is a significant issue because the rural community is always being left behind and it could be ahead of the curve if he incentivises solar car ports and canopies.
Mr Hayes
My right hon. Friend makes a bold case on behalf of rural places. Given that I represent Holbeach Marsh, Gedney Drove End, Sutton St James, Tydd St Mary and many other glorious places that can only be described as essentially rural—in fact I represent one of the most rural constituencies in the country—she would hardly expect me to neglect the interests of those who live there. We will do our utmost to ensure that they are not disadvantaged by any of the changes that are part of the Bill or any of the things tangential to it.
As I said, the Bill contains several new powers to seed more charge points across our kingdom. I have talked about common technical standards, but we must go further. There are already charging points at virtually all motorway service areas. Just last week, Shell chose the UK as the first market in which to roll out its forecourt rapid chargers, the first 10 of which will be operational by the end of the year. We may not have to use the powers in the Bill if industry progress continues at this pace.
Vicky Ford (Chelmsford) (Con)
I want to raise the issue of technical standards. My constituency has a small business that is very successfully retrofitting delivery vans with battery power when their old diesel engine has reached the end of its life. Can we look at standards for retrofitted vehicles?
Mr Hayes
Retrofitting is an important way in which we can improve the existing fleet of vehicles. As my hon. Friend will know, some of the money that is being invested in low emission vehicles is going towards changing the existing fleet, so she is right about that.
I thought of Disraeli as my hon. Friend rose, as I am sure did she. Disraeli said:
“Man is not the creature of circumstances. Circumstances are the creatures of men. We are free agents, and man is more powerful than matter.”
What we do in the future about these things is in our hands. It is in the hands of Governments and Parliament. We can create the kind of future we want and, in embracing this technology, ensure that it is harnessed to best effect. As I have said, not all technological change is implicitly virtuous, so people must not assume that all technological development is, by its nature, efficacious. It has no intrinsic moral aspect. It is for us to decide how the best outcome can be achieved through the kind of technological changes we are considering tonight. That will be done across the House, I know, by people of good will.
We need also to think about what workplaces can do. I want to help workplaces to provide charging facilities for fleets and employees’ cars. I want to ensure that vehicle charging is flexible to meet the demands of the grid and avoid extreme peaks in demand. It is in everyone’s interest to make the running of an electric vehicle as easy as possible and to get more of them on our roads as quickly as possible. In that vein, the Government will be—
Mr Hayes
I just want to make this point, because I am building up to an exciting part of my speech. That may not have been evident, but it will be in a moment.
In that vein, the Department will be seeking the views of the public on the design of the charging infrastructure. I promised previously a public consultation—indeed, a competition—to develop a charging infrastructure that is instantly recognisable. It seems to me absolutely right that when one drives down a street, one should be able to spot an electric charging point rather as one can spot a pillar box or Belisha beacon. It would be appropriate—although I leave this for others to decide—if my name were associated with such a thing. The shadow Secretary of State has suggested it should and I will take that as a proposal, but it is for the House to consider whether it agrees with that proposal and to make a decision on the exact nature of the name. Something alliterative and memorable might suit.
We certainly need to think about consistency with regard to charging points. People need to know where they are. We have electric vehicle charging points outside the Department for Transport, but I am not sure that anyone could spot them driving down Horseferry Road unless they knew that they were there and were familiar with what an electric charging point looked like. They do not stand out and perhaps they should.
Kit Malthouse (North West Hampshire) (Con)
My right hon. Friend might remember that at this point in his speech the last time the Bill appeared in the House, I pointed out to him that there were only two charging points in the House of Commons car park for those of us who have electric cars. He undertook to rectify that situation. After his speech, I met someone from the House authorities who said that the points were coming, but they are still not there. I wonder if my right hon. Friend is willing to give them a further kick to ensure that all of us—there are quite a lot of us now who have electric cars—can charge our cars in the car park.
Mr Hayes
I did not want to rush ahead and not give my hon. Friend the chance, on the Floor of the House, to make that point. Now that he has had that opportunity, I think we can proceed with alacrity. It does seem to me to be important that we lead by example. It behoves the House to put in place the necessary infrastructure in the way he describes. He has, not for the first time, done the House a great service in raising the matter in the way that he has.
Sir Greg Knight
I am grateful to the Minister for giving way before he reaches the end of his preliminary remarks. [Laughter.] Has he had any further thoughts on the data log of automated vehicles, how long such information should be kept and who should have access to it? We all expect insurance companies and the police—even if there is no accident, the vehicle might be involved in a crime—to have the right to access the data log, but will others be able to seek access to it, such as an employer trying to see what an employee has been up to during the day, or an ambitious divorce lawyer seeking to prove adultery has taken place and trying to find out where the occupant of the automated vehicle had been during an afternoon?
Madam Deputy Speaker (Mrs Eleanor Laing)
Order. Just before the Minister answers that unnecessarily long intervention, I will, for the avoidance of doubt, draw it to the attention of the House that the Minister has already come to the end of his preliminary remarks, is now in the body of his speech, which is necessarily lengthy since he is educating us as well as entertaining us, and will very soon be approaching the peroration.
Mr Hayes
My right hon. Friend tempts me to enter into salacious matters, into which I will not stray. He raised this matter in Committee when we considered the first Bill, and he is right that we need to look at it closely. Information is a powerful tool. The House takes a very serious view on the collection and storage of information, so he is right to explore it. I hope we might look at it in greater detail in Committee. I do not know if he was volunteering to be on the Committee—that is a matter for the office, rather than me—but it is important that we consider information in this debate and discuss it further.
As you said, Madam Deputy Speaker—it is almost as if you had sight of my speech—I am well into the main part of my speech and will be rapidly moving on to my peroration.
In essence, the increase in electric vehicles has big implications for the way we power our cars. Other technologies have profound implications for the way we use our cars. Revolutionary new driver assistance systems are already delivering improvements that motorists now take for granted. Our parents could not have envisaged sat-nav, assisted parking or even cruise control, which would have seemed like science fiction just a generation or two ago. But this is not science fiction; it is science fact. They merely mark the way towards a much more significant change: the combination of technologies we will enjoy in our lifetime, and certainly in our children’s, will change motoring profoundly.
We expect automated cars to appear from the 2020s. They present an enormous opportunity for the UK: securing high-quality jobs and investment; creating new mobility solutions that can transform lives; and, as I said earlier, improving road safety. In 2016, human error was responsible for a very significant proportion of all reported accidents. Automated cars will radically change that. To support consumers and businesses involved in automated vehicle accidents, they will need an insurance framework that is fit for purpose. Currently, they may not be covered for collisions that result from vehicle failure, because in the UK only the driver is insured. Victims might have to take vehicle makers to court, which would be time-consuming and expensive, undermining the quick and easy access to compensation that is a cornerstone of our insurance system. Not tackling this problem risks jeopardising consumer protection and undermining the automotive industry’s competitiveness.
We have consulted widely, as the House will know, and, having worked closely with parliamentary colleagues, the automotive industry and the insurance sector, the Government are creating a new compulsory insurance framework that covers motorists when they are driving and when they have legitimately handed control to the vehicle. We will ensure that consumers can buy insurance in the same way they do now, and that they will continue to have quick and fair access to compensation. Insurers will pay out to victims and, where they can, recover costs from the liable party using common and product law.
As I said to the hon. Member for Carmarthen East and Dinefwr (Jonathan Edwards), not only will this make things easier for consumers, but over time it could also reduce premiums. David Williams, chief commercial underwriter at AXA, one of the UK’s largest insurers, said:
“As well as making our roads safer, insurance premiums are based on the cost of claims and therefore we expect substantially reduced premiums to follow.”
Automated vehicles, together with an effective insurance framework, as the Government propose in the Bill, could deliver significant financial and safety benefits for road users.
We have had many productive debates in this Chamber and in Committee, when these measures were included in last Session’s Vehicle Technology and Aviation Bill. With that in mind, we have made amendments to take into account suggestions made by Members. As I said earlier, we had a considered debate and Members raised issues around software, which we have addressed. Those who study these matters closely will know that Members on both sides of the House talked about the definition of operating systems and how we should improve the proposed legislation. They will have seen, from what we have published, that we have done that. There was an issue about how we define an automated vehicle. Again, we have listened and, as a result of that scrutiny, we have clarified the definition. So far, the scrutiny has resulted in improvements. What we bring before the House is a better product than the one we brought the first time around, although that was, I think, important and welcomed by both the House and industry.
We cannot be prescriptive, for it might inhibit the very innovation we want to encourage. Knowing how much to do is about striking the balance between establishing the certainty that has been called for by a number of hon. Members who have contributed so far, and being, if you like, slightly too dictatorial about what that future might look like.
Geraint Davies
Have the Government considered that automation might require software to make moral decisions? For example, if a car is hurtling down a road and some children go on to the road, would the software decide that the only option is for the car to go headlong into a lorry so that only the driver would die? Has the Minister considered such moral aspects?
Mr Hayes
The research and development work I studied in detail this morning looked at hundreds of thousands of scenarios. The people developing these products are now engaged in exactly this process of designing software capable of anticipating all the variables that drivers might encounter. It is complex and challenging, but it is going to happen. The hon. Gentleman is right, however, that this is about doing as well as—indeed better than—a driver in control of a vehicle and therefore about making the vehicle safer.
Clive Efford
If in making a moral decision—for instance, between hitting a child on the road and careering into a bus—a computer decides that hitting a child is the less dangerous option, what comfort is that to the parents? These are major issues to which we need answers before we allow vehicles with these capabilities on to the roads.
Mr Hayes
That is the point I made earlier about how much we want autonomous vehicles to emulate human behaviour and how much we want them not to. It is a fine balance, but not one we can strike in legislation debated in this House. It will need to be considered further down the line, but it is not the business of the Bill to do so. The hon. Gentleman is absolutely right to raise the issue, however, because it is about whether we can get vehicles that we can be sure about and be confident in and which will then be purchased on the basis that people enjoy that certainty, so I am glad he has raised the issue. It is not one for the Bill, but it is not unreasonable to put it on the table as something to debate in the future.
I want to move to my conclusion. I have spoken about our desire to be a global leader in the production and use of automated vehicles. We all in the House have experienced the benefits that good access to transport can bring. We can continue to debate these issues without amaritude or contumely. As I said earlier, perhaps what moves me most is the fact that some people do not yet have that good access to transport. For the elderly, those with disabilities, or those who cannot drive, using the transport system can be tough, and that can leave them unable to enjoy opportunities that come easily to others. The Government believe strongly that we should act to improve this situation.
If autonomous vehicles make a significant difference to those currently disadvantaged by their inability to access transport easily, they will have done an immense service to our country. In August, we published our draft transport accessibility action plan, with proposals to improve the travel experience of people with disabilities, and a key part of that will be exploring the opportunities that new technology offers to make travelling easier for these people. It might be a while before vehicles can fully drive themselves, but when it happens it has the potential to be transformational—to improve lives, spread opportunities and enable a transport system that works for everyone.
Taken together, the two measures in the Bill will ensure that the UK is at the forefront of the most profound changes to affect road transport in over a century. In the spirit of opportunity that enabled my father to provide a good life for his wife and family, we will be driven by the common good. That means cleaner vehicles, easier travel and safer roads. Good Governments know when to step forward and when to step aside to let others imagine, innovate and improve how we live. Ours is an ambitious plan to support the invention, development and manufacture of new vehicle technologies and to build skills and jobs here in the UK.
Ensuring a transport system that works for everyone, now and in the future, means believing in a new generation of cars made available to all so that all might benefit from the chance to travel.
Our glorious past was made by those with the confidence to dare to dream; the will to make dreams come true; and the means to craft and create a future filled with wonder. When our reach extends beyond our grasp, we can do our best, be our best. That is the prospect before us. Now let us reach out to the future. I commend the Bill to the House.
Karl Turner (Kingston upon Hull East) (Lab)
I start by putting on the record my sincere thanks to the Minister—and I do not say that entirely for the benefit of his family in the Gallery; he always co-operates with the Opposition. We greatly welcome his collegiate approach, and we share his objective of making this the best Bill it can be as it passes through the House. We would, however, have liked more time between First Reading and today for Members properly to scrutinise the Bill. It is true that some of these issues were rehearsed during our debates on the Vehicle Technology and Aviation Bill, but we have new Members since the election, and they should have been given more opportunity to scrutinise the Bill. I accept, though, that that is not the Minister’s doing but another symbol of the Government’s weakness in having to push their non-contentious Bills to the fore.
We broadly support the Bill but have some concerns about the impact of some of its measures. We will press the Government on those and table appropriate amendments in Committee, but the Bill is crucial and we wish to support it. Part 1 deals with automated vehicles and insurance. Ultra-low emission and autonomous vehicles will play an important role in our country’s transport in the years to come, so it is right that the Government seek to address some of the issues relating to them. Last year, the UK automotive industry added £18.9 billion in value to the UK economy and supported 169,000 people directly in manufacturing and 814,000 across the industry and throughout the supply chains. Forecasters have estimated that the overall benefits of ULEVs and autonomous vehicles will be in the region of £51 billion a year and that they could create an additional 320,000 jobs. In the light of Brexit, supporting this industry will be vital to the future of our economy.
The uptake of ULEVs will also play an important role in tackling the air quality crisis, which reportedly leads to 50,000 premature deaths each year and hundreds of thousands of cases of respiratory illnesses. It is an air quality crisis that is choking many of our towns and cities but which the Government have failed properly to address. Labour in government would do better and—it is fair to mention, given the Mayor of London’s announcement on toxic vehicle charges today—does do better. These vehicles will also be vital to the UK meeting its climate change objectives, for which the Government currently lack a clear plan.
It is vital that we introduce the legislation needed to facilitate and encourage investment, innovation and the uptake of vehicles of this kind, but if that is to be possible, a definition of autonomous vehicles will be necessary. At present, there is no clear distinction in UK policy, standards and legislation between advanced driver assistance systems and fully automated driving technology. The Bill requires the Secretary of State to prepare, keep up to date and publish a list of all motor vehicles to be used on roads in Great Britain that are deemed to be capable of safely driving themselves without having to be monitored by an individual for some or part of a journey, and the definition of an automated vehicle will be a vehicle that is included in the list drawn up by the Secretary of State. We are concerned that this gives the Secretary of State the power to define what is and is not an automated vehicle. There is clearly a need for collaboration between the Government, manufacturers, insurers and consumers to develop a viable and practical system of classification to identify whether a vehicle should be deemed “automated” or “autonomous”.
The dividing lines between automated and autonomous vehicles are not always completely clear. The Government must give more details of the plans to classify vehicles as automated, and consult widely on the definition and criteria for adding to the list of AVs in the Bill. In Committee, we will press for that to be subject to secondary legislation. Resolving the issue of how automated vehicles can be insured is also essential if they are to become a feature on our roads, and we support the Government’s action to ensure that vehicles’ insurance policies facilitate that in the future.
We are, however, concerned about the potential cost to policyholders, and the contention over liability between manufacturers and insurers. It is imperative that, in the event of a technological failure in an AV, it is easy for consumers to establish quickly where liability rests, and to make a claim as appropriate. At present, insurance law in the United Kingdom is driver-centric: drivers must have insurance in order to provide compensation for third parties for personal injury or property damage. The Government intend to emphasise that if there is an insurance event, the compensation route for the individual is still within the motor insurance framework rather than through a product liability framework of a manufacturer.
Clive Efford
May I pursue the issue of insurance policies and who will be liable? In the event of a collision between a human-driven vehicle and a vehicle that is being driven by its computer technology, will the insurance company assume, given that 95% of accidents are due to human error, that the computer is right and the human is wrong and is therefore at fault?
Karl Turner
That is a salient point. I understand that responsibility for the fully automated vehicle would rest with the manufacturer.
Tom Tugendhat (Tonbridge and Malling) (Con)
The hon. Gentleman is presenting a series of very good arguments, but why does he assume that responsibility for the error would rest with the designer rather than, for instance, the software designer or the programmer, or perhaps even the ethicist who informed the design?
Karl Turner
The hon. Gentleman is right to correct me. The claim will lie with the insurer. However, as other Members have pointed out, the position is not entirely clear. The Association of British Insurers is concerned about the likelihood that existing insurance practices would need to be significantly changed to deal routinely with road traffic accidents involving automated vehicles. The Government acknowledge that in their impact assessment for the Bill, saying that it might result in increased administrative and procedural costs for insurers. Although the Bill does enable them to claim from the manufacturers when the vehicle is in automated mode and deemed at fault for an incident, the Government also acknowledge that there could be significant teething problems with the system, particularly given early disagreements about liability between the parties. I hope that that answers the hon. Gentleman’s question.
It is difficult to estimate how different insurance premiums will be when automated vehicles are fully functional on the road. The roll-out and proliferation of autonomous vehicles should produce significant safety benefits, with driver error being either significantly reduced or eliminated. Although that should lead to reduced premiums, a great deal of work will be necessary, as we prepare for this new environment, to better assess whether that will in fact be the case. If there were increased procedural and administrative costs for insurers, there could be higher premiums, in which case there would be a severe impact on the uptake of AVs in the UK, making the Government’s actions self-defeating. We believe that the Government must review at regular intervals how the insurance for AVs is working, so Labour will press for a review date to be included in the Bill.
Tom Tugendhat
The hon. Gentleman is making some extremely important points, and I hope that he will forgive me for interrupting him again. On that very issue of insurance, the hon. Member for Eltham (Clive Efford) made the very good observation that human error is the greatest cause of accidents nowadays. It is likely—although we cannot be 100% sure of anything—that the arrival of driverless vehicles would reduce the number of accidents, thus reducing the amount of insurance required and, as a result, reducing insurance premiums as well. Would that not, in many ways, liberate drivers rather than hampering them?
Karl Turner
I agree with the hon. Gentleman. Indeed, I think that I made the same point myself.
Geraint Davies
Does my hon. Friend think that there is any risk of interference with the software by someone malicious—even a terrorist—to make some of these automated devices dangerous?
Karl Turner
That is a valid point, and I know from my discussions with the Minister that the Government are considering it and taking it very seriously.
The second part of the Bill relates to electric vehicles, charging and infrastructure. At this point I should declare an interest, as the proud owner of an entirely electric vehicle. It is a little tiny Renault, a Renault TWIZY. I like to think that it is the Tesla for the many, not the few, because it is really quite affordable.
Electric and alternatively fuelled vehicles are key to reducing air pollution and meeting the UK's climate change objectives, as well as presenting economic opportunities. The uptake of electric, hybrid and alternatively fuelled vehicles is already underway and increasing. However, the Government are still 1.5 million vehicles short of their 1.6 million ULEV target for 2020, so it is imperative that action is taken to encourage their uptake.
Sir Greg Knight
Is not the current problem with some of the smaller electric vehicles the range that they have? I very much doubt that the hon. Gentleman’s own vehicle would get him from here to Hull without stopping for a recharge. Hopefully, that difficulty will disappear as battery technology progresses.
Karl Turner
The right hon. Gentleman, who represents a constituency very close to mine, is absolutely right. The current range of my vehicle in London is about 50 miles, so it would take me several days to travel to Westminster in it; however, the technology is improving constantly. I think I am right in saying that the range of the current model of the Nissan LEAF is about 90 miles, but it is about to increase to 235 miles. That would suit me very well, because I think that the distance between my home address and Westminster is about 230 miles.
Mr John Hayes
Partly as a result of the overtures from my hon. Friend the Member for North West Hampshire (Kit Malthouse) and partly to alleviate any fears that the hon. Gentleman may have, I can announce that from next summer, when we begin the refurbishment of the underground car park at the House of Commons, we will provide 80 new electric charge points.
Karl Turner
I am sure the House is very pleased to hear that.
The section of the Bill on EV-charging infrastructure is largely about enabling secondary legislation, and will not have significant impacts in the short term, but we agree that if the UK intends to be a global leader, we need to take broader action sooner rather than later. Given the importance of future-proofing the legislative framework in this area, the Opposition recognise the need to use secondary legislation, but we will seek commitments from the Government to consult properly and widely throughout the process. We will also be seeking assurances and a review from the Government of how the provisions of the Bill fit within a broader strategy for reducing harmful vehicle emissions and promoting a switch to ULEVs and EVs. If uptake is to be encouraged, electric vehicles need to be practical, affordable and convenient for users, which means providing the necessary infrastructure.
Helen Goodman
My hon. Friend is absolutely right: the infrastructure is essential. What thought has he given to what we need to do to prevent the situation that we have with broadband? There is very good coverage in certain places but there are notspots in others, and that has really disadvantaged some areas.
Karl Turner
My hon. Friend is right; we have discussed this point, and I will come to it again a little later in my remarks.
Mr John Hayes
Given the points the hon. Gentleman and hon. Lady have made, they will want to know that we are so determined to ensure this facility is spread as widely as possible that last week we announced a further £4.5 million to make charge points available for those without off-street parking.
Karl Turner
I thank the Minister for that information.
There are currently nearly 12,000 charging points for electric vehicles in the UK, but at present there are multiple charging point operators, each with their own plugs, software, customer charges, billing systems and payment methods. They are also unevenly distributed, as my hon. Friend the Member for Bishop Auckland (Helen Goodman) has said. For instance, there are more charging points available in the Orkney islands than in Blackpool, Grimsby and my own fair city of Hull combined, although I had the opportunity today to speak briefly to the chief executive of my local authority area and he assures me that, there are currently 32 charging points in Hull while in the not too distant future we expect there to be 70.
It is therefore welcome that the Bill seeks to increase the number of charging-point facilities and address their harmonisation and standardisation. The Bill will allow the Government to require co-operation and the sharing of facilities and information from operators if necessary, allowing the Government to ensure interoperability for charging regardless of the specific EV a person might have.
Clause 11 gives the Secretary of State the power to introduce regulations that require operators to provide information about public charging points, such as location, operating hours, cost and interoperability, and these, too, are very welcome. It is right, of course, that this legislation should be put in place, but it will not be enough on its own to successfully encourage the uptake of electric vehicles. It was counterproductive of the Government to slash the grants available for ultra-low emissions vehicles and electric vehicles, and to cut the plug-in grants for EVs and for home charging. In May last year, the grant for purchasing an electric vehicle was cut from £5,000 to £4,500, and the grant for hybrids was cut from £5,000 to £2,500. The electric vehicle home-charging scheme grant was cut from £700 to £500 per installation.
There are further issues that are not addressed by the Bill, which the Government must get right. They must ensure that the grid is capable of meeting the additional demands that electric vehicles will bring. I heard what the Minister said about that in his remarks, but that must be planned for and closely monitored as electric vehicle use becomes more common. The Government must also develop a strategy to tackle the skills gap, because without training the necessary personnel, we as a nation will not be able to support the growth of this new generation of vehicles and could miss out on the benefits that presents.
Mr Hayes
As this is the second time this has been raised, and rightly so, let me say that I am very happy to agree now to initiate discussions during the passage of the Bill with the Department for Education, which is responsible for developing apprenticeships, and with other Departments, so that we can begin, at least, to address this issue of skills. The hon. Gentleman is absolutely right to raise that again.
Helen Goodman
On the point about skills, as I have said I bought a Nissan Leaf, and I was struck by the fact that the men in the garage were not good at explaining how it worked. Of the 20 people employed there, I think that only one really understood it. The sales forces also have to understand how these things work.
Karl Turner
My hon. Friend is absolutely right: there must be proper training for sales personnel as well.
On infrastructure more broadly, the Government must ensure that regulatory divergence does not develop between the UK and the EU as a result of Brexit; this is a very important issue. We must absolutely ensure that regulation and standards are maintained after Brexit. That is essential if the UK is to be the vehicle manufacturers’ location of choice for the development, testing and deployment of automated and electric vehicles. However, if the Government continue to mess up Brexit, any positives this Bill brings in terms of encouraging the automated and low emissions vehicles industries will be completely negated.
Geraint Davies
My hon. Friend will be aware that Volvo and some other companies are getting rid of petrol and diesel production entirely and are focusing their fire more on France and Germany, which are going to stop diesel and petrol vehicles by 2030, as opposed to 2040, and where infrastructure development is also moving much faster. Does my hon. Friend agree that we need to go at least at the pace of our European counterparts in providing the range of infrastructure needed to encourage the private sector in Britain to get a move on?
Karl Turner
My hon. Friend is absolutely right.
We will table amendments in Committee, but the Opposition are very broadly supportive of the Bill.
Several hon. Members rose—
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. I suggest we start with a 12-minute time limit on speeches.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
It is a pleasure to follow the Opposition Front-Bench spokesman, the hon. Member for Kingston upon Hull East (Karl Turner), particularly as he supports this Bill, as I do; indeed, I say to my right hon. Friend the Minister that I greatly welcome the introduction of this Bill, which, as I pointed out in one of my interventions, is timely.
The Opposition Front-Bench spokesman talked about the official figures for the ranges of various cars, so he will be interested to know that when I was reading Next Green Car, I saw that the new Renault Zoe Z.E. 40 has an official range of 250 miles. It seems to me that almost on a weekly basis new vehicles are coming on to the market with that range extended, which is so important for electric vehicle users who suffer from range anxiety; I gather that that is a new form of anxiety which we can all suffer from if we get an electric car.
It is a great pleasure, too, to be taking part in a transport debate in which I am not discussing High Speed 2. This will come as a bit of a shock to some of my fans, but I have to say that I am more excited about electric vehicles and automated vehicles than about HS2. That is enough about HS2, however—except to suggest that perhaps the track could be used to run automated vehicles along, rather than the antiquated technology the Department for Transport appears to be ordering.
So often legislation and Governments are behind the curve when it comes to technology and science. In the ’90s, when I was first elected to this House, we were discussing the human genome project to a greater degree, and the legislation and regulations seemed to be far behind the science and technology at that time. So, unlike the Opposition Front-Bench spokesman, I do not think this Bill can be introduced and put through its stages soon enough, because it covers one of the foundations of this new technology.
We are behind countries such as Norway, where more than 5% of the passenger cars now sold are plug-ins. The Bill, which covers the insurance position on automated vehicles and electric vehicle charging, is setting the framework for some of the most significant advances since the internal combustion engine made an appearance, which in fact halted the progress of the electric vehicle the first time around.
I do not know how many people appreciate that electric vehicles are in fact far from new: wider public ownership of them is new, but the first practical production electric car was built in London in 1884 by Thomas Parker. I have seen a picture of it; it looks a bit like a pram on wheels, and I would not recommend it to anybody. Interestingly, electric vehicles did come into use commercially, particularly in a small fleet of 12 cabs in New York as far back as 1897. The advent of the internal combustion engine provided the advantage of longer range and quicker refuelling. The rapid development of the infrastructure for petrol vehicles meant that electric vehicles took—forgive the pun—a back seat. There is a lesson to be learned from the death of the electric vehicle the first time round and the rapid introduction of the infrastructure for petrol vehicles.
Geraint Davies
Is the right hon. Lady aware that before world war two, all British cities had electric tram systems, and that after the war, the oil and motor car industries conspired to get them ripped out as part of the Marshall plan? Should we not be aware of the oil industry in our bid to get electrification and clean air in Britain?
Mrs Gillan
I will leave the hon. Gentleman to make his own point on that.
I am particularly excited about the progress of electric vehicles because of my concern about the environment. Air quality has already been mentioned, and there is no doubt that the Paris climate talks started to exert the downward pressure on carbon dioxide emissions that will inevitably result in the phasing out of fossil fuels. I have been talking to the Renewable Energy Association, which is the UK’s largest trade association for renewable energy and clean technology. It has produced an excellent forward view, which estimates that the move towards electric vehicles will be even more rapid than is currently anticipated by the Government.
Tom Tugendhat
My right hon. Friend is making a fine speech about energy purity and clean air. Is she as excited as I am that so much Chinese technology is coming along, largely due to the dirtiness and air pollution in so many Chinese cities? Does she also welcome the amount of invention that is taking place not through Governments but through the free market and the technologies that it is spurring?
Mrs Gillan
I entirely agree with my hon. Friend. I shall refer to the international scene later in my speech.
The Renewable Energy Association estimates that most new car sales will be electric well before the 2040 diesel and petrol sales ban. It further estimates that 75% of new car and light commercial vehicle sales will be all-electric or plug-in hybrid by 2030. That goes to show that the electric vehicle market is set to be one of the most exciting in modern times. As others have said, however, there are several barriers. They include public policy, the cost and range of vehicles, the lack of infrastructure and the lack of availability of low carbon energy.
The UK’s EV and energy storage markets directly employ more than 16,000 people. That number will grow significantly, particularly if our public policy supports growth in, for example, grid flexibility as well as strengthening our building codes and even introducing workplace regulation. In addition to domestic growth, we also have the possibility of post-Brexit manufacturing and export opportunities, which are potentially very significant. However, to expand those export markets, we will need a robust domestic market, which will in turn depend on a reliable, available and affordable low carbon electric vehicle charging network.
The network certainly has a long way to go. I had a look in Chesham and Amersham, which are pretty go-ahead places that will be early adopters of the new technology. I was really disappointed by the electric charging map, however. I saw one point in Great Missenden, one in Little Chalfont and one in Chalfont St Peter. Chesham is ahead of the game with two. I found it interesting that the point in Little Chalfont is at the London Underground car park. I hope that the Minister will say something later about encouraging organisations such as London Underground and Transport for London to invest in far more charging points at their car parking facilities throughout the south-east.
As I said earlier, international progress is going to be rapid. My hon. Friend the Member for Tonbridge and Malling (Tom Tugendhat) mentioned China, and it is worth taking a few minutes to look in more detail at what is happening internationally. In the UK, the Government have confirmed that they will ban the sale of new petrol and diesel vehicles without a battery element by 2040. France has done the same. The Netherlands has confirmed its plan to ensure that all new vehicles are emissions free by 2030. That will effectively be a ban on the sale of new diesel and petrol vehicles. Germany is considering banning new petrol and diesel cars by 2030. That would certainly require the upgrading of the country’s entire manufacturing processes and supply chain by that date. China is considering a ban similar to the one being introduced in the UK, but it has yet to announce a timeline. I think that that will be highly significant. Moving on to another country with a vast population, India has announced that it wants all new car sales to be electric by 2030.
An interesting by-product is the question of what will be needed for the manufacture of the batteries. Volkswagen estimates that 40 gigafactories are going to be needed for battery manufacture globally, and there is a belief that there is scope for a number of those factories to be located in the UK. They would create new manufacturing jobs and inward investment, if domestic markets were created for those battery products. I hope that the Minister will tell us what possibilities exist to encourage that sort of investment in our manufacturing in the UK.
I welcome the Bill. There is no doubt that the national roll-out of a strategic, smart and effective charging infrastructure is a critical component of developing the electric car market. The move to hold powers to require service area operators to provide a minimum level of EV charging is welcome, both on motorways and trunk roads. There is already some provision for charging on the majority of major motorways and trunk roads by one dominant operator, but there is a need for more competition and for making access easier in order to break down the perceived barriers to the uptake of EVs.
The applicability of these provisions to large fuel retailers that are not part of trunk road or motorway service areas might not be as valuable, however, because the dwell time at such sites is less desirable to the motorist. EV drivers typically stop for a short break commensurate with the time required to get a significant charge. There might be a need for further provision in areas where customers need to rely on public rapid charging instead of the classic overnight charging at home or at work. In those areas, the charging would be likely to be combined with another amenity, and it is therefore essential that the Government consider these provisions in relation to retail sites and coffee shops, for example, to provide an associated activity alongside the charging of the vehicle.
In the light of the alternative fuels infrastructure directive, we are starting to prescribe a common standard for what the future of EV charging should look like. We will also need to allow roaming. Just as we have roaming for phones, we will also need roaming to allow vehicle operators to use other people’s equipment. I would like to know what the Government are doing to encourage the use of another operator’s hardware, in order to cross the barriers created by having a contract with a single user.
It has been mentioned that the variety of ways of accessing charging points through accounts, cards or smartphones is confusing and unnecessary. We need to look at standardising that process. The requirement for charge points to be smart, especially those at home and in the workplace, is essential. It will allow electric vehicles to become part of the developing decentralised grid. We need to be able to use those vehicles not only to take power out of the network but to put it back into the grid at certain times. I hope that that massively distributed part of our grid infrastructure will become a reality with EVs, and I would like the Minister to say something about that as well. I have already mentioned the fact that solar carports and canopies will be essential to ensuring that rural areas are not disadvantaged.
I wondered whether there was any possibility of amending the Bill, so I want to make a couple of suggestions before I sit down. The Government could consider going further and regulating so that all new houses and housing developments with driveways or on-site capacity for EV charging should have the three-phase electricity supply that is necessary for effective charging of EVs. We should also ensure that the minimum power supply levels are included in building codes for all new homes, offices, shopping centres, public buildings and other areas where parking is available to the public. While we have only a small number of EV charge stations at present, that would ensure that retail sites can rapidly expand as demand grows. All new workplaces should also have EV charging facilities on site or a provision to install charge points. Lastly, those who have electric vehicles should be identified. In Norway, such vehicles have the identifying letters EL on their licence plates, which can go up to 99999, meaning 99,999 vehicles, and I think they are up to about 60,000. I hope that people can be rewarded by the Government for turning to electric vehicles. It is an exciting technology. It is the future, and I am glad that our Government are grasping it by the horns.
Alan Brown (Kilmarnock and Loudoun) (SNP)
We often get a feeling of déjà vu in this place, and tonight is another of those times; I feel like we have been here and have heard some of these comments before. I warn Members that if any of them have actually paid attention to my speeches on electric vehicles, they will get another feeling of déjà vu. [Hon. Members: “Hooray.”] It merited more than that. Anyway, the sense of déjà vu comes because the Bill was clearly part of the previous Vehicle Technology and Aviation Bill, which is testament to the folly of calling a general election. Not only was it a waste of money, but we are now revisiting legislation that had effectively already been through its Committee stage. We are redoing work that has been done before, which is costing the taxpayer money. [Interruption.] I will give way if the hon. Member for Tonbridge and Malling (Tom Tugendhat) wants to make an intervention.
Tom Tugendhat
The hon. Gentleman was saying that the general election was a waste of money, but I cannot possibly agree. We have 13 Conservative MPs in Scotland, which is a great success all on its own.
Mr Deputy Speaker (Mr Lindsay Hoyle)
Order. I think I need to help a little. Sit down, Mr Brown. I am not quite sure whether a debate on the number of MPs in Scotland has any relation to electric vehicles. I call Alan Brown—stop enticing them.
Alan Brown
Thank you, Mr Deputy Speaker. Just before I move on, this is proof of where this Government are at. What was the Vehicle Technology and Aviation Bill has been split in two. We have had the two-clause Air Travel Organisers’ Licensing Bill, and we now have this Bill. I am surprised that the Government have not split it in two to pretend that they have a bigger legislative programme over the next two years. [Interruption.] Perish the thought indeed. All that said, despite these comments which might seem churlish, I welcome what is in this Bill. It is a welcome step forward even if there is a feeling of déjà vu.
As the Minister set out, it is clear that there is a desire to increase the number of users and get to a stage where we can use fully autonomous cars, which will increase road safety. As has been mentioned, accidents are generally caused by human behaviour—driving when tired or people being distracted—so autonomous vehicles would remove the human risk factors. Changing insurance regulations so that insurance does not depend on the driver, which is the case at the moment, is clearly welcome. It is an enabling process, and I welcome part 1 of the Bill for that reason. The Minister said that it is hoped that autonomous vehicles will lead to reduced insurance premiums, yet we need to ensure that increased procedural and administrative costs for insurers do not lead to higher premiums. If that is the case, there could be an impact on the uptake of autonomous vehicles, so I ask the Government to review the cost of insurance premiums and whether there has been a negative impact on the uptake of autonomous vehicles.
It is important that Scotland is not left behind in this process. Indeed, when it comes to autonomous vehicles trials, Scotland needs to be included. Where better to trial the use of autonomous vehicles roads than on the narrow country roads of Scotland? Scotland still has single track country roads with passing places, and we sometimes have stand-offs where the drivers look at each other and wonder who is going to reverse all the way back to a passing place. Autonomous vehicles could improve that situation and make narrow rural roads safer, but trials will need to be held to see how autonomous vehicles cope with such situations.
I welcome the UK Government’s commitment in the industrial strategy to look at an autonomous vehicle hub, and we ask the Government to talk to colleagues in the Scottish Government about the opportunity of finding a suitable hub in Scotland. Autonomous vehicles are another technology strand that the UK Government claim to be global leaders in, but being a global leader means greater financial commitment. It also means collaboration, so the Government need to think how things will play out in a post-Brexit world.
Part 2 of the Bill relates to the necessary infrastructure for electric vehicles, which is overdue if further progress is to be made towards decarbonised transport. The UK Government announced a commitment that all new vehicles will be non-carbon by 2040. However, the Scottish Government have a more ambitious target of 2032, so I ask the UK Government to consider being more ambitious as well. We hear about a future with a smart grid, and electric charging can be part of it, so the UK Government need to start doing some long-term strategic planning towards that. We need wider policies that are linked together in order to implement the plan and make things happen.
Air pollution contributes to 40,000 premature deaths a year, so we really do have to decarbonise much quicker, and that is why I am asking the Government to consider more ambitious targets. Transport contributes 23% of carbon dioxide emissions, making it the joint largest contributor of emissions along with power generation, so decarbonisation is so important. As we plan for ultra low emission vehicles, there should be incentives to get diesel cars off the road. It cannot just be left to car manufacturers to operate diesel scrappage schemes. Given that it was a UK Government policy years ago to incentivise people to buy diesel cars, they have a responsibility to incentivise the scrappage of diesel cars and to encourage people to use electric vehicles. I have spoken previously about the need to consider the use of the secondary engines that run the refrigeration units on HGVs, which pollute much more heavily than other engines, so Government intervention is required. I welcome the fact that the Government are consulting on the use of red diesel in refrigeration units, but more action will be required.
The Bill provides some limited interventions that will help towards the uptake of electric or ultra low emission vehicles, but it is clear that much more will be required. The Bill makes provision for greater clarity in the information on charging points, which is welcome and necessary to improve consumer confidence. As has been said, users are not just concerned about range; they need to know where they can charge their vehicles. It also makes sense to have continuity of charging points and access to them, which is required to build consumer confidence and people’s willingness to take longer journeys without the concern of being stranded due to incompatibility with charge points. In that regard, clause 9 is an enabling clause, so proper regulations will be required sooner rather than later.
The Bill’s specification requirements on technology are welcome, because concerns were raised in Committee on the Vehicle Technology and Aviation Bill about possible hacking. Ensuring that is not a risk is important not just for cyber-security and safety but for underlying consumer confidence in electric vehicles.
If there is to be a bigger uptake of ultra low emission vehicles, there needs to be more charge point infrastructure. Although the Bill makes provision to force large fuel retailers to provide public charging points, greater clarity is required on how that will be implemented, on what exemptions will apply and on how Government funding will be provided. As we move towards ultra low emission vehicles, the current fuel provision network will no longer be fit for purpose, so just piggy backing on the existing fuel supply network might not be the best way forward. As we move to non-carbon transport, existing fuel suppliers will clearly change and modify, and they may no longer exist.
Better strategic intervention and direction is required to ensure a transition to ultra low emission vehicles. It is not sufficient that the Government believe infrastructure is best planned and delivered locally by public authorities, businesses and individuals—that is why we have heard today about the inconsistent roll-out of electric charging infrastructure. The Government pledge of £32 million for charging infrastructure between 2015 and 2020 is insufficient.
Let us compare that with the Scottish Government’s investment of more than £11 million since 2011 in developing the ChargePlace Scotland network of more than 900 publicly available electric vehicle charging bays. Even so, the Scottish Government have acknowledged that they need to do more. Currently, some £15 million per annum is spent on low carbon vehicles and infra- structure. However, the Scottish Government’s ambition is to more than triple the budget to £50 million per annum over the period 2018-19 to 2021-22. The UK Government should reconsider their funding arrangements, too.
The SNP Scottish Government will also accelerate the procurement of ultra low emission vehicles in the public and private sectors, transforming public sector car and van fleets by the mid-2020s and commercial bus fleets by the early 2030s. What are the UK Government doing on that?
Another example of where the Scottish Government are leading the way is the SNP’s commitment to making the A9 Scotland’s first electric highway. We have also committed to providing financial support for local solutions and small-scale research and development to address issues such as charging in tenement properties. The UK Government also need to consider such practicalities—other hon. Members have already mentioned terraced houses and flats.
There needs to be greater joined-up thinking across the research and development sector on low emission transport and renewable energy, which was at least alluded to in the industrial strategy. The Faraday challenge may assist with that, but more needs to be done.
Decarbonising transport without increasing demand on the electricity network while meeting the 2050 emission targets means doing a lot more than is in the Bill at present. It is an enabling Bill, but more needs to be done. Sales of ultra low emission vehicles are still hovering in the 1% range, so we clearly still have a long journey ahead. The Bill is just a wee baby step forward.
Edward Argar (Charnwood) (Con)
The thrust of this Bill is rightly uncontroversial and consensual. Were persuasion of its merits needed, it was supplied by the Ciceronian eloquence and elegance, and indeed the exhaustive explanations, with which the Minister for Transport Legislation and Maritime, my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes), characteristically set out his case.
As hon. and right hon. Members have said, the pace of technological change in this area, as in others, is rapid and dramatic, and is in many ways a manifestation of the much-talked-about fourth industrial revolution. The prize in this space is huge. We all want the UK to be the best place in the world to innovate and invest, and for society, individuals and the environment all to benefit as we do so.
My hon. Friend the Member for Wimbledon (Stephen Hammond) and my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) made extremely important points. Where technology advances rapidly, the regulatory framework too often lags behind and in some areas, as here, risks acting as a drag on that new technology.
The key to this Bill is that it seeks to remove barriers to the market operating and developing as we would all wish. Given the pace of change, it is right that we include provisions to enable the use of delegated legislation, with appropriate scrutiny, to allow the regulatory framework to continue keeping up with the pace of change—creating a framework to stimulate the market, but not specifying the specific technological solutions.
The Bill has two key aspects, as other hon. Members have said. First, the Bill is about stimulating automated vehicle technology, which is in its infancy. There are then the provisions on electric vehicles, a technology already set fair and continuing to grow, but which must be encouraged.
Automated vehicle technology continues to develop apace. In 2015, only a couple of years ago, there were four test sites in the UK looking into that technology and how it might develop. I hope more sites will explore the technology in future and that at least one of those sites might be in Scotland, drawing on the track record of experience and innovation north of the border, as highlighted by the hon. Member for Kilmarnock and Loudoun (Alan Brown). In order for there to be such growth, one of the key barriers that must be overcome is insurance. Insurance policies and the insurance framework were designed for an age—indeed, our age—when all vehicles were controlled by humans and the idea that they would not be was inconceivable, with an individual being held responsible for their decisions and actions through the courts and through the insurance framework. We have already seen technology move on—for example, as in automated parking—but we have yet to see the insurance framework move with it.
Tom Tugendhat
My hon. Friend makes an interesting distinction between a vehicle controlled by a driver sitting at the steering wheel and a vehicle controlled by technology, suggesting that the latter is not controlled by a human. But of course it is controlled by a human—the human who wrote the code, who came up with the ethical choices and who designed the system, and who is now remote from the vehicle. There is still human control. It is merely a question of which human is responsible, not whether a human is responsible.
Edward Argar
My hon. Friend makes an important point. Perhaps I should say a vehicle’s driver has historically been held responsible. Of course, in this context the person who wrote the code would not be held responsible. The insurer, in the first instance, would be held responsible, with the insurer or the authorities being able to pursue remedies against the manufacturer through the courts were there to be a technological flaw or error. It is right to keep the insurer as the first step in seeking redress, as that makes redress as swift and easy as possible for an injured party, while not taking away the opportunity through the courts to address any issues that arise with the manufacturer.
I will address four areas of policy relating to automated vehicles. The first is safety. Concerns have rightly been expressed in the press and, on occasion, in this House about whether the technology is safe and whether this will be a safe way to proceed. The technology is in its infancy and continues to be explored, but the statistic from the Department for Transport is that 97% of accidents or collisions relate to human error, with the explanatory notes and the Library briefing on the Bill stating that it mainly falls into two categories. One of those is a driver losing control of the vehicle, driving too fast for the conditions or not being able to manage the vehicle’s progress. The other is a driver not seeing something. We would hope the technology would be perfect—I am not sure whether it will or will not be—but any technology is likely to significantly reduce that level of accidents and human error.
That takes us to the second challenge that has been both raised and then addressed by Members from both sides of the House: the impact on insurance premiums and the insurance market. Let us suppose that that reduction in accidents that we would all hope and expect to see occurred. As has been said in this debate, with the Minister, the shadow Minister and my hon. Friend the Member for Tonbridge and Malling (Tom Tugendhat) I believe making this point, we would expect to see that helping to drive down premiums. That is not a reason for the insurance industry not to continue developing new products and streamlining its processes—I hope it will—so that this does not add to an administrative burden for those purchasing insurance, and I think there is a potential to drive down premiums there.
Tom Tugendhat
Given his expertise, I know that my hon. Friend will know that the car insurance market underwrites a lot of other insurance markets, as it is the most profitable, so the loss of premium in that market could have consequences in other insurance markets, including home insurance, that would have other societal consequences. I am sure he is going to address that.
Edward Argar
My hon. Friend is right to say that changes on this scale have the potential to change not just the technology, the way in which we use it and the way we live our lives, but the supply chain, the energy market and the insurance market. One challenge for all of us and for that market is how it evolves and adapts to that change. In his speech in March on the precursor to this Bill, he highlighted to hon. Members who perhaps suggested that the pace of change was too fast that we cannot sit still and use the challenges posed to the current ways of doing things as a reason for not progressing.
There are two final areas I wish to touch on in respect of automated vehicles, the first of which is the environmental benefits that could be delivered through fuel-efficient transportation, for want of a better way of putting it. One would hope that the decisions made by a computer are that bit quicker and more efficient than reactions by a human, so this has the potential to bring about increased fuel efficiency. The other area is one the Minister highlighted: the opportunities that automated vehicles provide for those who may until now have been excluded from driving or from making use of vehicles, be they elderly or disabled people. These vehicles may well increase the opportunities for them to make use of this way of getting around.
The second part of the Bill deals with electric vehicles, a technology that is already well developed. I was very much involved with this issue in a past life, as Westminster City Council’s cabinet member for the environment and transport. One key thing I worked on back then with the Mayor and my colleagues in city hall was expanding access to electric vehicle charging points in central London. In many ways, this is the easy end of the scale in expanding use. My hon. Friend the Member for North West Hampshire (Kit Malthouse), who is no longer in his place, has spoken eloquently on this subject, and in his successful time as deputy Mayor of London he did much to drive forward the technology and access to it. My hon. Friend the Member for North East Derbyshire (Lee Rowley), a former cabinet colleague of mine on Westminster City Council at the same time, also did a huge amount to expand that network. Westminster is one of the most heavily covered parts of the capital—it may even be the most heavily covered—for EV charging points, which increase access. One may argue that it is a part of the country that needs fewer charging points than others because the average journey in London is 10 km or less, and even current battery technology is normally capable of delivering that.
Achieving the roll-out and the commercial success of EVs more widely requires a number of key issues to be addressed in the country as a whole, the first of which is choice. In any market where a consumer makes a decision on where to invest their money and what to buy, particularly on a purchase of this size, we want to make sure that there is a functioning market. We see that in place, with myriad new electric vehicles coming on the market every year. The technology also needs to be affordable and we need to make sure that the charging networks are simple to use. We need the prices to come down and we need this to be seen as a viable and affordable alternative to conventional fuels. We must ensure that we have a network of interoperable charge points so that people can plug in regardless of the network they are on or the deal they are signed up to. That relates to the point made by my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan) on concerns about range. The grid must be smart, so that we can ensure we do not overload it when everyone comes home from work in the evening and plugs their car in and suddenly we see a surge in demand. Charging must also be swift. The point was well made that at service stations or motorway service areas there is an opportunity for people to plug in their EV and charge it while doing other things, but many people will want a quick charge and to move on.
The technology continues to develop but it is not there yet. A wonderfully interesting book was written some years ago called “Start-up Nation” which is about innovation in Israel. It talked about technology being developed to charge an electric vehicle’s battery in a matter of minutes. I do not know whether that technology worked or whether it is still being developed, but it shows that the innovation and the willingness to drive it forward are there. All these things are addressing the challenges of battery technology, but I believe that as we move forward—as we have seen with renewable energies—we will see significant strides in battery technology which will deal with these challenges. This Bill gives the scope for all these issues to be addressed. On technological advances, one of the best analogies we could draw is with the early mobile telephones. Twenty or 30 years ago, a mobile phone came with a briefcase, which was its battery pack, but over a very short period that was reduced to something that is probably smaller than my thumb. I see no reason why as this market develops we will not see similar developments in this area.
I believe the future is bright. We have an obligation to future generations. Not only are the economic benefits and the benefits to individuals evident, but we hold our environment in trust and it is in its environmental opportunities that the greatest opportunities with this technology exist. As the hon. Member for Kilmarnock and Loudoun set out, it is estimated that about 40,000 people die annually from illnesses related to poor air quality. Some 80% of nitric oxide in inner-city hotspots is due to road transport, so the potential to address both air quality and climate change is there. Some may fear that we are swapping dirty fuel in cars for dirty power generation, as more electricity is needed. I would say simply that that is not a reason not to act; it is exactly why we must in parallel continue to embrace the opportunities presented by green and renewable power generation, building on the real progress made so far, also enabled by technology.
To conclude, this is a Bill to be welcomed. We must seize the opportunities that new technology offers for our economy, for enhancing our daily lives and for preserving and enhancing our environment for future generations. This Bill does that and I am pleased to support it.
Justin Madders (Ellesmere Port and Neston) (Lab)
I am pleased to have the opportunity to contribute to the debate on this Bill, as the automotive sector is an important part of my constituency. It is home to the Vauxhall Motors plant, and last week, we heard the sad news of 400 redundancies. The site has built Vauxhall vehicles for more than 50 years and there is once again real concern about the future of the plant—I will return to that later in my remarks. In addition to Vauxhall, we have hundreds of dependent jobs in the supply chain, and many of my constituents are employed by nearby manufacturers, such as Toyota and Jaguar Land Rover. I shall focus on the impact on jobs—not only the immediate challenges for the automotive sector, but the Bill’s long-term employment implications, which I fear we are not going to address until it is too late.
It is right that we begin to address the legal impediments to automated vehicles and help them to become part of the transport network. As with all technological developments, we need to ensure that the legislative framework is in place, not only to keep our citizens safe and protected, but to send out the signal that this country encourages innovation. We need a simple and timely method to determine liability in the event of an accident, and the Bill will achieve that aim. The likelihood is that over time the number of accidents will reduce substantially as the opportunity for driver error is significantly reduced, but I am not quite as persuaded as some Members that that will lead to any dramatic reduction in insurance premiums.
I imagine The Highway Code will have to be reviewed in due course, and although we are addressing civil liability in this debate, we may in due course have to consider changes to criminal law. At what point does the occupant—I use that term rather than “driver-operator”—cease to be personally liable for any breaches of criminal law? Will we need new offences to take account of the consequences of deliberate hacking?
I have read the lengthy discussions about software updates from the debates on the Bill’s previous incarnation, and I must say that I am not at all clear about where responsibility would lie if a vehicle did not have the required software updates. Should that be looked into in the context of MOT certificates? We are used to regular updates for consumer products such as phones—in fact, that is part of the manufacturers’ business model, to encourage us to buy new phones every few years—but a car is a rather different proposition. A balance needs to be struck between public safety and consumer rights. I do not want to see a £30,000 vehicle becoming unuseable because the owner refuses to pay what they consider to be an extortionate cost for a software update.
We need to consider the broader issue of value judgments. In all the films about artificial intelligence—in which, of course, most of the time things go wrong—machines usually have some sort of in-built fail-safe that prevents them from doing harm to humans. One can see how that idea could be transferred to an autonomous vehicle’s operating system, but it is inevitable that there will be occasions on which evasive action might prevent harm from being done to the passenger but could cause injury or worse to a pedestrian. Earlier in the debate, my hon. Friend the Member for Eltham (Clive Efford) gave an example of how such circumstances might arise.
We in the House of Commons need to have a view on what happens if a car swerves off the road to avoid hitting another vehicle but, in doing so, hits a pedestrian on the pavement. I am not comfortable subcontracting that kind of value judgment to a software developer, and I am even less comfortable subcontracting it to some kind of machine that learns through trial and error which decisions to take. Of course, we humans will not have clear sight of how such machines make those decisions, and we might not be able to understand anyway. I was less than reassured by the Minister’s response to my hon. Friend the Member for Eltham. I suspect it would not be straightforward to put something of that nature into the Bill, and it is probably a few years before that kind of dilemma becomes relevant, but we do need to consider now how Parliament can ensure transparency and accountability for what could potentially be life and death decisions.
I have given some general observations on the kind of moral and legal questions we need to consider in the context of the Bill, but the main issue I wish to address is the Bill’s effects on employment, both good and bad. I know that the Government are looking to make the country a world leader in both automated and battery vehicle technology with initiatives such as the Faraday challenge, but I am concerned that although we will be a market leader in developing the technologies, our economy will not feel the full benefit of them because the mass manufacture of new vehicles will take place elsewhere. Dyson is a good example: it currently employs hundreds of people in this country to develop its own electric vehicle, which is of course a positive development, but so far it has not made any commitment to manufacture that product, when it is finalised, on these shores. Of course, Dyson has form in this area.
Sir Hugo Swire (East Devon) (Con)
The hon. Gentleman will be aware that this country manufactures more automobiles than the whole of Italy. Does he not think that that manufacturing can go on when we change from the combustion engine to the electric vehicle?
Justin Madders
I shall develop that point, because we need to address some challenges relating to investment in manufacturing. The move to the manufacture of electric vehicles is going to require huge investment in plant machinery if we are to maintain our manufacturing base. The majority of engine plants in this country are still building combustion engines, so we need to think about what assistance we are going to give to those companies so that they can make the change to manufacturing electric engines. The Bill is pretty comprehensive on the infrastructure for consumers, but I am not sure there is the same level of commitment to the idea of the country as a producer of these vehicles.
We have heard that the Government intend to cease the sale of all petrol and diesel cars by 2040. The temptation might be to think that that is a couple of decades off so we do not need to worry about it now. However, if we are serious about it, the major manufacturers will begin to shift production to the new model types within the next one or two production cycles, particularly if consumer trends accelerate that. People will begin to look at the resale value of their vehicles, and if they see that petrol and diesel vehicles lose their value at a much quicker rate than electric vehicles, they are bound to purchase electric vehicles in much larger numbers. The right hon. Member for Chesham and Amersham (Mrs Gillan) mentioned some studies that suggest that the Government’s predictions on electric vehicle take-up are possibly a little on the conservative side. We need to be ready to intervene swiftly when decisions are made on new-vehicle manufacturing so that we have the best possible conditions for companies to invest in their production lines. For example, Vauxhall tells me that every time it looks to invest in new machinery, that has a negative consequence for its business rates.
Of course, at the moment the real challenge to the automotive industry—to all manufacturing—is the uncertainty created by Brexit. Investment in the automotive sector has halved over the past 12 months. We need to reverse that trend as a matter of urgency; otherwise, the new vehicles that it is hoped the Bill will facilitate will be manufactured elsewhere. A big part of that is reassuring as much of the car-manufacturing supply chain as possible. Too many parts needlessly travel back and forth across the continent. In the long term that makes little economic or environmental sense, and in the short term minimising it will lower the risk of a hard Brexit.
There is an immediate short-term need to proactively support UK car manufacturers, and I hope we will hear some good news in next month’s Budget. There is also the bigger long-term issue of how the Bill might affect employment levels. There are plenty of predictions out there about how many jobs will be lost to automation, and I know that there is always the argument that in the past technological advances have always created more jobs than they have caused to be lost, but this revolution is going to be on a scale and at a pace for which we are still quite unprepared.
It is estimated that 1 million driving jobs could be lost within the next 10 to 15 years. With some studies indicating that up to half of all jobs could be lost to automation and artificial intelligence in the next 20 years, there needs to be a twin strategy for dealing with the economic impact of the proposals in the Bill. To that end, I would have liked to have seen an economic impact assessment on the likely job changes that will occur because of the Bill. Even in the optimistic scenario that lots of new jobs are created following this revolution, what do we know about the sort of jobs that will be created and where they will be based?
A report published last week looked into the impact of automation constituency by constituency. It said that the worst-performing constituencies were set to lose around 40% of their jobs within 15 years. Although there were plenty of constituencies throughout the country at the top end, the pattern was clear: the biggest losers tended to be in the midlands and the north. I would like to see a similar study that shows the pattern of job creation in the new industries, but unfortunately none yet exists. If we did one, I rather fear that it would tell us that the new jobs created are not going to be in the areas that are set to lose the most. I do not want to see a repeat of the 1980s, when industry outside the south-east was subject to catastrophic losses of jobs that simply were not replaced.
Although I have painted some rather gloomy pictures, I am not a Luddite; I am a realist. I realise that the genie is out of the box and that there are tremendous advantages, and several Members have referred to the positives that driverless technology can bring to society, but we should not be blind to the consequences that these changes may bring. We need a fundamental debate about what we are trying to achieve here. The manufacturing infrastructure is just as important as the consumer infrastructure. The impact on existing jobs needs to be considered as much as the tremendous opportunities that this new technology brings. Finally, the new legal framework that we are setting up needs to be considered in the context of the moral framework that underpins it.
Sir Oliver Letwin (West Dorset) (Con)
I draw the attention of the House to a potential interest of mine: I am discussing a possible role with the Faraday Institute, which promotes battery development in this country.
I want to make two points about two aspects of the Bill that will need further discussion in Committee. I would have raised them in proceedings on the earlier incarnation of the Bill if it had not become so evident that it was going to disappear from view due to the election.
The first relates to clauses 2 and 6. It is clear that the Bill intends to do what my right hon. Friend the Minister for Transport Legislation and Maritime said, which is to make the situation clear for the insurance industry. Unfortunately, it does not quite succeed in that in its current draft. He slipped into pointing out the problem himself when he inadvertently spoke of the driver not handing over control to the automated system, but, as Hansard will show, legitimately handing over control.
If one looks at the articulation of clauses 2 and 6, one sees that what determines whether the insurer or the person is liable—apart from the question of whether the vehicle is insured—is whether the vehicle was being run by the machinery rather than by the person. Unfortunately, that is not quite a complete explanation of what we need to have explained in order to make this work in terms of liability. It will not be a complete explanation of what we will need to treat this in the criminal law—clause 6 comes very close to a piece of criminal law. It will be very important that the criminal law does reflect the liability structure in the civil law. The reason why none of these questions is completely answered is that the question arises, “Was it, under these circumstances, appropriate or not appropriate for the person who was or might have been the driver to hand over control to the machine, which had become the driver?”
In case anybody thinks that that is an academic point, let me point out that it is extraordinarily likely that, as the technology develops and as artificial intelligence more and more becomes a part of that technology, we will find that, under these clauses, the Minister has to distinguish between different moments when it is appropriate to hand over control, and moments when it is not. For example, it may be that, for the sake of our motorways running much more efficiently, much more accident-free and much more intensively, it would be appropriate and, at some point, even mandatory for a motorist to hand over control of the vehicle when they are on a motorway in a way that might not be appropriate when they are on a single track road in my constituency on a rainy day. It may take a lot longer for the machinery to be able to handle the single track road in West Dorset than for it to be able to handle steady progress along the M4. As that is a likely situation, the moment of handover is a crucial element of getting the liability structure sorted out. If we do not get that sorted out now at this early stage, the insurance companies, when they come to consider the legislation, will discover that they do not have the framework that they thought they had, and we will not get the benefits that my right hon. Friend rightly seeks from that part of the Bill.
I also welcome part 2 of the Bill. When I was in government, I was involved in considerable efforts to improve the charging structure. It is the right thing to do. Much that needs to be done is dealt with in this part of the Bill. The regulation-making powers enable Ministers to deal with many of the points that have been raised in the preceding parts of this debate. Unfortunately, the regulation-making power in clause 9 and even in clauses 10, 11 and 12 is not only incomplete, but very materially incomplete. It will miss out the single biggest part of what needs to be regulated.
Reference has been made in this debate to off-street charging and to free-phase charging. These are the crucial elements because for that half of car users who do not have off-street parking—typically that is urban dwellers, particularly those who live in flats and terraced houses in urban settings—charging overnight, or at any time when they are not at work, will typically have to take place on urban streets. The people who will deal with urban streets are not local authorities, which was mentioned in the debate, or any of the objects of regulation here, but the public utilities that service our streets with the electric cables that run through them.
Sir Hugo Swire
Does my right hon. Friend not agree that, during the transition stage when we move to electric autonomous vehicles, there will be a period in which a goodly percentage of the population will retain normal diesel or petrol vehicles? How will we divide up the streets? If every single parking space in an urban area is given over to electric charging, will that prevent those who do not need to have electric charging from parking? Will we have to discriminate against them?
Sir Oliver Letwin
My right hon. Friend raises a good question, which has a very clear answer. For decades, in Saskatchewan and other parts of western Canada where it is extremely cold, every single parking meter—parking meters are common on the streets there—has been equipped with a power point, enabling the driver to plug in the car radiator with the signal advantage that the car can then be started, which it otherwise could not be. It is perfectly possible to mandate that the utilities place charging throughout all urban streets so that every place is a charging point and then the question that he raises disappears, because a driver uses it if they are a conventional internal combustion engine and if they are electric. Gradually, there will be more electric cars and fewer internal combustion engines. The space will be the space and it will always offer charging. If we do that—it will not be expensive if it is done incrementally, starting now under regulations—we will find that the largest part of the problem of charging disappears. Unfortunately, with the way that the regulatory powers have been cast, the Secretary of State does not have the power to make regulations of that kind and therefore a substantial amendment is needed to clause 9. That will also enable the Secretary of State to do the second most important thing, which is to mandate that there be free-phase charging. That is important because the speed of charging for those who have off-street parking is very material to the take-up of electric vehicles. That speed will be materially improved if free-phase charging is available.
My point is very simple. This is an excellent Bill as it does some very necessary things. It is not the whole answer to life, or even to automated electric vehicles, but it was never meant to be. However, there are deficiencies in the way that it is drafted that will need to be cured in Committee if it is to achieve the two main purposes that it sets out to achieve.
Sir Hugo Swire
Let me elaborate further on the point about charging versus non-charging. On domestic charging, the whole point with an electric car is that a person can feed back some of the electricity into a meter overnight and make some money. What happens if they have parked off-street and plugged their car into a meter? If they want to feed back some of their charge overnight, will there be a way of gaining compensation financially?
Sir Oliver Letwin
It absolutely needs to be so and clause 12 has actually been correctly drafted in that respect. The provisions for smart charge points precisely allow the Secretary of State to ensure that there is interactive charging, which is evidently exactly what we need on our streets so that the electric cars of Britain become a massive battery resource. That will squish the shape of the load curve, so there will be longer periods during which renewable and nuclear resources will produce unlimited quantities of energy at a zero marginal cost without having to build the large amounts of back-up that would otherwise be required to deal with the peak. That is because one hopes that the peak will increasingly be dealt with by the battery resource of the nation’s cars when they are not being used. We will only get that effect if all the cars that are plugged in are plugged into smart points that can receive, as well as transmit, electricity. Of course, that also requires a design of vehicle that enables the on-board computer to respond to the price signals coming through the grid. It also requires half-hourly settlement of the grid, which is, in fact, already being introduced. We have made a good deal of progress towards the aim that my right hon. Friend rightly advocates. In that respect, the Bill will enable us to press the progress much further, but it will only do so if it relates to on-street car parking made possible through the utilities that can do this on a universal basis, and those measures are urgently needed.
Clive Efford (Eltham) (Lab)
I welcome the Bill. I will concentrate my remarks on the issues surrounding automated vehicles, but I support all the points that have been made about electric vehicles, particularly those regarding compatibility and infrastructure. We do not want people to be inconvenienced by different connectors and things like that. That is an obvious point to make, but one that has been overlooked in the past and that was well made today. Clearly, it is a technology for which the time has come. The batteries have a longer life and the vehicles can now travel further as a consequence. The environmental benefits are obvious and the cost of the vehicles is starting to come down, making them much more accessible, so I very much support that element of the Bill.
One of the impact assessments that accompanies the Bill refers to “connected and automated” vehicles, but the Bill is silent on connected vehicles, and I wonder why. Maybe the Minister will touch on that. Perhaps I am being too much of a conspiracy theorist, but the topic of “connected and automated” vehicles opens up a whole different range of issues from the straightforward automated vehicles as I understand it. The Minister will correct me if that is not the case. The issue that concerns me is that the software has to make a whole load of decisions when it is operating or driving the vehicle. We have heard from the Minister, and it is accepted, that somewhere between 90% to 95% of vehicle accidents occur due to human error. What happens if a vehicle is under the control of the software and has an accident with a vehicle being driven by a human or with a pedestrian, and the technology is then checked and is found to have been in perfect operating order? Is it the case that the human is assumed to be at fault? We need an answer to that question because it will have an enormous impact on how insurance companies approach decisions about who is at fault and who should get a payout.
Clive Efford
I will not, if the right hon. Gentleman does not mind. I am trying to make a little bit of progress, but I may give way in a while.
The Minister said that he has visited the site in Greenwich that is testing automated vehicles. I was not there, but I heard of an incident where somebody threw a chair in front of the automated vehicle and the vehicle smashed into the chair. That raises the question of what would happen if a child ran into the road. Now, the accident with the chair may have happened even if the vehicle had been driven by a human. The chair may have flown out in front of the car far too late for the car physically to be able to stop, whether driven by a machine or by a human being. But let us imagine an incident where there is an automated vehicle on the road that is capable of making a decision about how to evade an accident.
If a child suddenly ran out in front of the vehicle, the software would be trying, in a split second, to make a decision about the safest evasive action, if any, to take in order to avoid running the child over. We are then immediately in the situation where a machine—a piece of computer software—is making a moral judgment. If we are to open ourselves up to the situation whereby connected and automated vehicles have to make such judgments when incidents or accidents are about to happen, we legislators have to be aware that such eventualities will come around. We must try, as much as possible, to be ahead of the technology, because one thing is becoming quite clear in the debate around emerging technologies: the huge companies are getting ahead of the regulators and legislators, and driving the barriers backwards.
Take, for instance, the recent situation with Uber in London, where the Mayor of London had to step in and take action. There are other examples of technology driving regulators to distraction and forcing us to catch up, such as Airbnb. In some cities, rents have been driven up because of the sudden availability of businesses and people hiring out their properties. Legislation has consequences and so does this Bill.
Automated planes fly on a daily basis; most of the flights that we all take are fully automated. The part of the flight that is controlled by a pilot only lasts for a few minutes. Many people do not appreciate the fact that most of their flight is now controlled by a computer. We are only a fraction away from technology whereby a plane could be flown without a pilot at all. If there were an incident and the plane had to be taken over by someone who is capable of flying it, that could be done from an air traffic control centre. We do not have to have the pilot on board. That technology exists, but the air industry is not imposing that upon us by removing pilots from aeroplanes because public opinion is so much against the idea of fully automated flights.
Sir Hugo Swire
But is not that exactly the same in other areas of the industry, such as driverless trains?
Clive Efford
Yes, but driverless trains drive on a dedicated track. My point is that such technology is not being implemented in an area where the possibilities already exist—pilotless planes. Yet we are prepared to roll out that technology on our streets and our roads, where quite a complex range of incidents could occur and where vehicles being driven by software will come into contact with humans. I accept that the technology is here. We will have to accept that there will be demand for these types of vehicles, not least driven by the huge companies such as Uber, which already has driverless cabs on the streets of Pittsburgh. We are seeing technology driven forward by these large companies, but we as legislators have to start looking at some of the issues that arise around the moral questions that may have to be answered by machines.
Vicky Ford
On the point about safety, nine out of 10 accidents today are caused by human error—often because the two drivers miscommunicate with each other. Does the hon. Gentleman not agree that one advantage of automated vehicles is that they can communicate with each other, thus avoiding accidents and making the world a safer place?
Clive Efford
Yes, where the situation involves two vehicles, but they are not the only things on our roads, and they are not the only things a car or other vehicle can come into contact with. I accept the hon. Lady’s point that this technology can improve safety. We have heard a lot tonight about how we even expect premiums to come down. I think we have more chance of finding hen’s teeth, but the fact is that one of the expectations is that there will be fewer accidents, that fewer payments will need to be made, and, therefore, that that will be passed on to the consumer. I hope that is the case, but there is, none the less, a moral issue. Two vehicles may be about to collide—accidents will happen, and even the most ardent supporters of this technology accept that—but the question I am raising is about the software, which has been programmed by a human, as we have heard, making a moral judgment about the safest course of action to avoid the accident. Which path will cause the least injury and damage? That could involve the software making a decision about which individual gets hit—about whether to veer into the oncoming traffic or on to the pavement, or whether just to go straight on and collide with the other vehicle.
There is no question but that these situations will come about. I would therefore like the Secretary of State to have to list in clause 1 the types of technology that can be attached to these vehicles, so that we have some idea of where we are actually going and some control over that. This general reference to an automated vehicle does not allow us to consider the situation where this technology is placed on our roads and where moral judgments are made by a piece of software. We as legislators have to pay great attention to that.
I do not want to see the door opened wide to this technology by default as a result of this Bill. As the barriers are pushed back by this sort of technology, I would like the moral questions that are raised about machines making these decisions to come back to us, so that we can judge whether we are going in the right direction and whether that is where we want to go. I am not arguing against the technology, or arguing that it should never be applied. I am not suggesting for a minute that we should hold it back or deny the opportunities for our economy that developing such technology will open up. However, it is unavoidable that there are moral questions for us as legislators to answer about where we are going with this legislation and this technology, and I hope the Government are listening.
Iain Stewart (Milton Keynes South) (Con)
It is a great pleasure to be called to speak in this important Bill debate. May I, for completeness, first declare an interest, in that I chair the all-party parliamentary group on the future of transport, which has its secretariat funded by the Transport Systems Catapult? I also chair the all-party parliamentary group on smart cities, which has a range of public and private bodies funding its secretariat.
I had the great pleasure of serving on the Committee that considered the Vehicle Technology and Aviation Bill in the last Parliament. The hon. Member for Kilmarnock and Loudoun (Alan Brown) said that today’s Bill was a case of déjà vu. Perhaps the correct phrase is that it is a system upgrade to the previous Bill. This is a better Bill, because, as has been mentioned, a number of the genuine concerns that were expressed previously by Members on both sides of the House have been reflected in this Bill’s clauses. I should add that that Committee was a perfect example of how Bill Committees should work. We had a very cordial and courteous exchange of views; genuine concerns were raised, and they have, as I said, been taken on board.
I remain very supportive of the objectives in both parts of the Bill. As has been said, it is important that we in this country are ahead of the game. It is forecast that the intelligent mobility market will be worth £900 billion globally by 2025, and we have to make sure that our industry and our system of regulation are as up to date as possible to make sure we get a good share of that market.
I think the Government have taken the right approach. It is not possible for us today to predict the precise technology that will be innovated. I take a different approach from that just outlined by the hon. Member for Eltham (Clive Efford). I do not think we can prescribe too much at this stage. The legislation has to be enabling and then further qualified by secondary legislation at the appropriate time.
The potential advantages of autonomous and electric vehicles are huge. I will not detain the House by repeating the ones that have already been mentioned, but these vehicles will make transport more accessible to people with disabilities and people who are elderly or who do not have the means to afford a private car. That is a very important social objective.
Jim Shannon (Strangford) (DUP)
Surely three things must be tackled by the manufacturing sector: the performance of electric cars, their price and the commercial relationship with the Government that will allow us to provide the charging points. If we do not have those three things in place, we do not have electric cars or a way forward.
Iain Stewart
I agree with the hon. Gentleman. As I will expand on in my speech, the Bill provides a way for those things to happen. If he will bear with me, I will touch on those points later.
The other advantages, of course, are to do with the environment and making better and more efficient use of the limited resources we have. It is no mistake that the United Nations has as one of its top priorities dealing with the increasing urbanisation of the world, and the human race is going to have to find better ways of moving people and goods around to make that development sustainable.
In that regard, I should mention that my constituency is at the forefront of a lot of the innovation involved in this technology. We were today recognised in the UK Smart Cities Index 2017 as one of the top cities in the country.
Before I move on to the detail of the Bill, I should say that we had mention earlier of the importance of matching skills to this new technology. I very much welcome the Minister’s willingness to have a constructive dialogue in Committee, and more broadly with other Departments, to look at this issue. As a starting point, the Transport Systems Catapult recently published its “Intelligent Mobility Skills Strategy”, which identified that, by 2025, we will have a 750,000-job gap in skills, and there is an urgent need to address that point.
In my Second Reading speech and in Committee on the previous Bill, I raised several concerns, which were addressed to my satisfaction by the Minister. In my comments today, I just wish to get reaffirmation on those points and to raise a few additional concerns.
Clause 1 provides for the Minister to provide a list of vehicles deemed to have autonomous capability. I just ask a simple question: when this list is compiled and then updated, will it include the freight sector and the public transport sector, or are we simply looking at what are deemed motor cars today? It would be helpful to have that clarification.
As regards clause 2, we had extensive debates on the previous Bill about what would, to use an umbrella term, be classified as driver-assistance technology—lane guidance, cruise control and reverse parking guidance—and what constitutes a wholly autonomous vehicle. The Minister was very clear in Committee that driver-assisted technology is not the point of this Bill. When we have these gadgets in cars—there will be ever more as we go forward—they are there to assist the driver. They do not replace the driver, so the driver remains absolutely in control.
Sir Hugo Swire
Did the Committee look at the issue of the driver passing some kind of driving test? Is it envisaged that the whole Highway Code system will change? Will somebody getting a licence to drive an autonomous or a semi-autonomous vehicle have to sit a completely different test, and if so, when will it be phased in?
Iain Stewart
I am afraid that my memory is not as complete as it might be. I cannot recall whether that was discussed; I do not think it was. However, my right hon. Friend raises a very fair point, and I hope that it will be considered in Committee.
As regards the distinction between a wholly autonomous car where there are no driver controls whatsoever and driver-assist, there will be cases in the middle where the car has a dual function, with blurring as to when the technology is applied. I would still like Ministers to provide greater clarification for drivers and the industry on the point at which the transition occurs. We have heard talk about having road trains in future where a car may be driven under control up to a certain point and will then form part of a convoy on the motorway. There needs to be greater clarity, for the public in particular, about the point at which the changeover happens.
Andy McDonald (Middlesbrough) (Lab)
I am very interested in the hon. Gentleman’s comments. If we have totally automated vehicles end to end, and the whole purpose is to liberate people who would not otherwise be able to drive, is it not completely logical that they would not be subjected to any test whatsoever in the conduct of that vehicle?
Iain Stewart
Indeed. The shadow Secretary of State makes a perfectly fair point. We cannot predict what all these vehicles will be like. Some may have dual function, and we should prepare for that eventuality.
Clause 4 touches on where the liability lies if the software has been tampered with in some way. That could happen accidentally if the car was being repaired and an engineer did not upgrade or put the thing back together properly, or it could be deliberate. We have already had cases of cyber-attacks on autonomous and connected vehicles. We had reassurance in Committee previously that in the absence of further regulations, the current system would apply, and ultimately the Motor Insurers Bureau’s uninsured scheme would come into force. Does it remain the insurer of last resort? Sadly, given the huge number of scams we currently see in the insurance market with arranged accidents and so on, malevolent people will devise new ways of trying to scam how autonomous vehicles are insured. I urge the Minister to work with industry to make sure that we future-proof the systems and the regulations as much as possible to make sure that we can deal with these scams effectively as they arise.
Another point in clause 4 that still causes me some concern is subsection (1)(b), which refers to
“a failure to install safety-critical software updates that the insured person knows, or ought reasonably to know, are safety-critical.”
If there is such a failure, the insurer’s liability is diminished. I would like some further clarification as to what
“or ought reasonably to know”
actually means. At what point does the individual become liable for making sure that the software is upgraded? I am awaiting goodness knows how many updates for my iPhone; I am fearful of installing them because it will mess up my contacts list and everything else in it. That does not matter, because it is my phone and my choice, but if I am getting into a vehicle that is controlled by software, what is the point of liability at which I need to upgrade it? Will the upgrades have a limiting capability such that if it is not upgraded, the vehicle will not work? If so, where would that be specified? Subject to clarification on the points I have raised, I broadly welcome the general approach to insurance, as it will allow the industry to develop a variety of appropriate products. The market will change, and we need to give the industry the flexibility to develop.
With regard to part 2, on electric vehicles, again I welcome the general approach taken in the Bill. We cannot predict future technology, and it is therefore difficult to be specific, but equally we need to give industry and consumers confidence regarding concerns over range anxiety. Will charging points be harmonised? Will they work? Will there be enough of them at motorway services? Will there be sufficient time to recharge? All these points need to be dealt with to give consumers and industry some clarification.
We are seeing an increasing take-up of ULEV vehicles, particularly electric-only models. There have been developments with Volvo and others saying that all their new cars will be electric or hybrid in the very near future. However, there are a couple of broader concerns that are not entirely within the jurisdiction of the Department for Transport, but the Department needs to be in the lead in discussions with other Departments. First, there is the cost to Government in terms of lost revenue from fuel duty, and potentially from parking charges that local authorities levy on motor vehicles but are free for electric vehicles. One estimate is that if the Government do not make any changes, they will lose £170 billion in revenue by 2030 as people increasingly shift to electric vehicles. What does that mean for how we charge for our vehicles? I appreciate that that is a much broader issue that goes beyond this Bill, but it will have to be addressed at some point.
We also need to look at how we are going to power these cars. Atkins, drawing on a report by the Energy Technologies Institute, recently said that we need to understand when and where people will want to charge their cars. At the moment, it is likely to be in the early evening, particularly Sunday evenings as people have more leisure time then. That is forecast to add 10 GW of demand to the grid—a 20% increase at a time when it may be at its least resilient. How are we going to address that? I suspect that it will largely come down to the battery technology outlined by my right hon. Friend the Member for West Dorset (Sir Oliver Letwin).
As others have said, 30% of UK residents do not currently have off-street parking, living in flats, terraced houses and other places where it is not easy to just put a plug out of the window and attach it to the car. That will have to be addressed in our planning systems as we move forward.
We had a very good Bill prior to the election, and this Bill has been improved. It addresses many of the concerns that were raised. I have raised a few more tonight, and I very much hope that they will be picked up in Committee. We have to get it right. This is an important Bill and it has my full support.
Christine Jardine (Edinburgh West) (LD)
Thank you, Madam Deputy Speaker, for calling me to speak in this debate, which is perhaps deceptively important to our future wellbeing as a nation. The Bill is about so much more than a driving experience. It could be a radical departure in travel, transport and low carbon fuels.
Although the Liberal Democrats are happy to support the Bill’s stated aim of enabling consumers in the UK to be among the first to reap the rewards of improved technology and setting a regulatory framework for the next wave of improved technology, our support is not unreserved. No, we have serious reservations about the approach—it is not the widespread approach that is needed to maximise the benefits and effectively control these new technologies—and about issues that have already been mentioned, such as moral judgments by computers, insurance and vehicle excise.
On the plus side, my party is committed to encouraging the swift spread and accessibility of electric vehicles to reduce emissions, so we welcome the proposed creation of universal charging points. Similarly, air pollution in the UK is already a killer, and we have heard that it claims about 40,000 lives a year. In my constituency, the pollution levels in St John’s Road, which is the most polluted stretch of roadway in Scotland, are a genuine cause for concern. The Government’s stated support for low carbon transport is welcome, and it is vital if we are to meet our commitment to reducing greenhouse gases by 80% by 2050.
The Liberal Democrats’ commitment to the development of automated vehicles was clear from the coalition’s £10 million investment in programmes and research. We believe that such vehicles will reduce accidents and enable more elderly and disabled people to use the roads. This Bill does not go far enough, however. There are several areas in which it falls short of the sort of far-reaching and visionary approach needed to secure an all-encompassing and successful move to greener transport, which protects our health now and protects the environment for future generations.
If the Government are truly serious about creating game-changing legislation, I believe that they should look to the sorts of measures that the Liberal Democrats have committed to, such as a green transport Act and an air quality plan. We need a diesel salvage scheme and a ban on small diesel cars and vans. We want the introduction of ultra low or zero emission private hire vehicles and buses within five years. We need low or zero emission zones and reformed vehicle excise.
We need to look at more accessible charging points, the importance of which must not be underestimated. As the right hon. Member for West Dorset (Sir Oliver Letwin) mentioned, if electric vehicles are to become sufficiently popular that they reach a critical mass of usage, there must be charging points at which it is convenient to leave vehicles safely for hours. That means residential facilities and workplace charging facilities. Facilities at petrol stations and motorway services, as the Government propose, are all well and good, but those at homes and workplaces are more useful. Councils should perhaps have powers to require that new commercial and industrial developments provide electric charging points. We need a pilot scheme to look, for example, at the use of lamp posts in residential areas where there are no driveways—in areas containing flats and terraced housing, as has been mentioned.
The Minister has said that he is happy to have discussions, but those discussions and the consultation that he mentioned must be effective. If the roll-out of electric vehicles is to be truly effective at reducing emissions, the energy that they use must be clean. There is absolutely no point in every single one of us driving about in a clean vehicle if the electricity that those vehicles use is generated using old-fashioned dirty power stations. That is critical. We need an expansion of the renewable energy sector and the restoration of subsidies for solar power and onshore wind. Electric vehicles must not be the sole focus. The hydrogen fuel cell sector has much to offer and should not be ignored.
The Bill also looks at driverless vehicles. Their development, although highly desirable, will demand significant changes to insurance and road traffic laws, as we have heard from other speakers. The Government have not, in our opinion, given sufficient attention to these issues; indeed, we are now presented with a Bill that is narrower than was originally envisaged. Where, for example, is the regulation of the use of drones and laser pens, which can be so dangerous to landing aircraft? Much of the Bill is admirable, but, sadly, it lacks the vision of the legislation that was originally promised. Where is the overarching strategy in which electric and driverless cars are part of a societal change in vehicle use, road safety and carbon emissions?
Surely, none of us in this place can doubt the value and desirability of encouraging the take-up of new, greener and safer vehicle and transport technology. The underlying principles of the Bill are sound, but we should also be thinking about cleaner air, greener transport and renewable energy. They are our future, and we should approach them not in a guarded, half-hearted or compromising way, but with real ambition and an adventurous spirit. We should see ourselves as pioneers of a better, cleaner society.
Amanda Milling (Cannock Chase) (Con)
I am grateful to you, Madam Deputy Speaker, for the opportunity to speak. I want to put on the record that I welcome the Bill. I will focus my contribution on clauses 8 to 15, the electric vehicles part of the proposed legislation. I want to make a couple of points based partly on my experience of market research on new and developing technologies and those in their infancy, as well as some of the difficulties we face in that area, and partly on points made by my constituents, because Cannock Chase was previously a bit of a blackspot when it came to public charging points.
One of the reasons for welcoming the Bill is that it will address some of the barriers to adopting electric vehicles. Overcoming those barriers will be key to meeting the targets on take-up, carbon emissions and air quality. To meet those targets we need a step change to get a breakthrough into the mass market. I have mentioned my experience of researching new technologies. My hon. Friend the Member for Milton Keynes South (Iain Stewart) quite rightly made the point that it is very difficult to predict the take-up of new and emerging technologies. I remember researching issues such as broadband, contactless cards and mobile banking, and I can tell hon. Members that before those products came to market, people just could not get their heads around them and they did not always go down terribly well. The barriers people put up involved price, simple fears of the unknown, security issues, the status quo kicking in—just being much happier sticking with what they already knew—and not necessarily having a clear view of the benefits.
I could go on at length, but I will come back to electric vehicles because, fundamentally, the learning point was the need to address such issues and barriers, and the fact that engaging the public was about ensuring that there was awareness, and that consumers really understood the new technology and could see its benefits. Why is this relevant to electric vehicles? The answer is that there are barriers stopping consumers and the public buying these vehicles in the first instance, and there is frustration among those who already own one. I welcome the idea that we are looking to improve the consumer experience and expand the electric vehicle infrastructure, because that will go some way to addressing those barriers. It is important to ensure that we address the fears and concerns of those who do not already own such a vehicle, and some of the fair frustrations of existing owners.
I want to turn my attention to the points made by one of my constituents, Mark Clemence. He has raised this issue with me on numerous occasions, and when I knew last week that the Bill was coming to the House, I sought more feedback from him and asked him to elaborate. I am very grateful to Mr Clemence. Unfortunately, I do not have enough time to go through all the detail. He provided a lot of detail, which has been very helpful because I do not, unfortunately, own an electric car and do not know about the issues some consumers face. It is important that the Bill should address the pull factors in the market, rather than the push factors for adopting electric cars. Mr Clemence says:
“I suppose my 3 sound bite message is…make it easy to own and run an EV”—
electric vehicle—
“keep the cost of commercial public charges reasonable…and encourage local authorities to install charge points in the car parks.”
He goes on:
“We are all happy to pay for electricity but if the cost per mile reaches that of a petrol car, then there will be no incentive to change to electric vehicles.”
Those points align incredibly neatly with the Bill.
Other constituents have spoken and written to me about these issues. There are concerns about the accessibility of public charging points, as many Members have said. There is a fear among consumers who do not have an electric vehicle—perhaps it is even a fear among some who do—that they would run out of power. I have learned this evening that that is called “range anxiety”.
Given that Cannock Chase has been a black spot in terms of public charging points and that Staffordshire has been at best patchy, one can understand why my constituents have not been at the forefront of adopting electric cars. However, I was pleased to learn that Chargemaster recently installed a rapid public charger in Bridgtown and that there are new Pod Point charge points in Hednesford car park, although there are potential issues with those charging points. We need to ensure that all places are well served by charging points. I believe that Milton Keynes is well served, in contrast to Staffordshire.
We need to look at where the public want to charge their cars and align the charging points to the location. I am concerned about the points in Hednesford because Mr Clemence tells me that it would take him 10 hours to charge his car in that car park, whereas a rapid charger gives him 95% of the power in 35 minutes. I am not sure that he plans to spend 10 hours in the car park in Hednesford.
Another constituent has raised the issue of public charging points at motorway service stations and large fuel retailers. I am pleased to see that covered in the Bill. They also suggest that we need to ensure that charging points are included in planning for new fuel stations, one of which we have in Cannock Chase.
Mr Clemence raised the issue of cost and the sheer complexity of it because there are so many variables, such as the unit price, the price per kilowatt-hour, the subscription fees—I could go on, but I think everyone would rather I did not. Another issue is the consistency with which pricing information is provided.
At the moment, it seems that the user experience is rather clunky. I return to Mr Clemence—he really did give me lots of information. He has two apps and three RFID—radio frequency identification—cards for different suppliers. He suggests that it would be much easier to have a more universal system. It strikes me that it is a bit like the days when there were lots of different cash machines and people could not use the entire network. I hope that the Bill will resolve some of those issues.
I welcome the Bill. It addresses many of the issues the public have raised. There is also work for the market to do. By making these moves, we should be able to overcome some of the issues in public awareness and public confidence in electric vehicles, such as range anxiety. The more points we see around the country in more locations, the more confident people will be that they will be able to charge their car.
Finally, I believe that having a universal signpost or branded icon to signify a location where people can charge their electric vehicle will raise public awareness of the points and make consumers more comfortable that there are different locations where they can charge their car.
In short, I welcome the Bill and hope that these measures and developments, as well as work on the part of the industry, will ensure that there is a breakthrough in the adoption of electric cars.
Darren Jones (Bristol North West) (Lab)
I draw the attention of the House to my entry in the Register of Members’ Financial Interests.
I welcome the Bill and the Government’s decision to end the sale of petrol and diesel vehicles by 2030, but it is clear that that aim will be successful only when consumers can afford electric vehicles and when charging infrastructure is readily available.
On affordability, I ask the Government to pay close attention to the current work of the Financial Conduct Authority in reviewing the consumer compliance of debt financing agreements for consumers in the car industry, where many do not know the terms on which they sign up for such things as personal contract payments, and are unclear as to the consequences and costs at the end of the term of that loan. There is no doubt that with the increase in the uptake of electric vehicles, this part of the car market should be watched closely.
On charging infrastructure, in my constituency, as many hon. Members have said about their own, I have only three public electrical vehicle charging points for 40,000 homes and a large industrial estate. I clearly think there should be more, but it is not just about charging points and vehicles. I hope the Government have a proper plan to ensure that both the energy and communications infrastructure is fit for purpose, with upgrades to our Victorian-age grid; new technologies for storage and distribution of power, including local generation, storage and distribution; and a communications infrastructure that can deal with the enormous amounts of data created by increasingly intelligent vehicles, safe from the threat of cyber-security.
As ever, Bristol is leading the way. I welcome recent investment in the Institute for Advanced Automotive Propulsion Systems at the Bristol and Bath Science Park, and further funding into further pilots for autonomous vehicles in Bristol. Bristol has a strong environmental record, most recently as European green capital, yet we still struggle with our air pollution targets, so I and my constituents welcome the adoption of clean vehicles powered by clean renewable energy to ensure we can meet those aims.
May I somewhat audaciously suggest, Madam Deputy Speaker, that the debate has focused on the mundane obviousness and is missing the bigger picture? We need to take the opportunity to look up from our papers. This is the first Bill in this Parliament that paves the way for the technological reform of our economy; the start of a journey towards robots being a normal part of our daily lives, raising enormous ethical questions and posing serious challenges to the Government on their role in steering Britain through this globalised technological transformation. Just to touch on one point, Government Members have raised questions about the use of personal data in electric vehicles, yet the European framework, the general data protection regulation, which will set the framework for this processing in our country, is currently not set for debate in this House, being adopted with deemed consent under a statutory instrument and the European Union (Withdrawal) Bill. In fact, the Data Protection Bill will not allow us to debate the substance of the GDPR.
As it stands, it appears to me that the so-called fourth industrial revolution is happening to us, and not because of our leadership. In his opening remarks, the Minister quoted Disraeli, saying that our future is in our hands, and it is to that point that I wish to direct my remarks today. Given the apparent lack of parliamentary time to do anything complicated, or indeed contentious, we should be looking at what is not in the Bill and what should be. The Bill is purely technical: it will legislate for insurance policies and car-sized plug sockets. Important as those may be, it is yet another example of a Government failing to lead on the big issues. We must set the tone of what is and is not acceptable in this new digital age, ensuring adequate protections from cyber-risk and potential consumer harm from self-learning algorithms. Those debates must be had in this place and we are missing the opportunity to do so.
Where in the Bill do the Government set out how they will prevent the mass unemployment associated with driverless vehicles? According to the House of Commons Library, nearly 1 million are employed as drivers today: taxi drivers, bus drivers, truck drivers and driving instructors. It is clear that automated vehicles will be deployed in the easiest of options first, but no one is suggesting that they will not roll out to every aspect of our daily lives. In Bristol North West, I have significant distribution centres: Asda, Ocado, Morrisons, United Parcel Service and all the activity in the Bristol Port, to name but a few. What will happen to those jobs when suddenly vehicles drive themselves, shopping baskets pack themselves, or drones deliver our parcels? Where is the active industrial strategy that invests in new markets and jobs to help redundant workers find new work? I welcomed the intervention from the hon. Member for Tonbridge and Malling (Tom Tugendhat) recognising that China—no doubt a champion of state-backed industrial strategies—was now leading the way in developing these technologies, and I note that we are still waiting for the industrial strategy White Paper from the Government.
Where is the digital skills agenda that many have talked about this evening—for the younger people who will manufacture, produce and maintain these vehicles and for the older people who will need to retrain for new work? We have had statements from the Government week after week about job losses. In my view, these have been largely driven by this disastrous Tory Brexit, but although Brexit is the biggest threat to our country in peacetime, it is none the less a short to medium-term risk. I would rather it was not happening, but either way what will Britain look like after this period of ridiculous self-harm? The Bill could be part of that vision. It could start the debate, it could set the tone, but it fails on every test.
The Government rightly see the adoption of robotics, continuous connectivity and the cloud as a means to finally unblocking economic productivity problems. Autonomous vehicles are part of that solution. I am all for that. I am pro-business and pro-technological reform, at home, in the private sector and especially in the public sector, but the Government are silent on these vital strategic concerns, and we have no space to debate the negative consequences of these advancements. The jobs of thousands of my constituents are potentially at risk, yet we are not debating that today. We must be on the right side of the fourth industrial revolution. If we go head first, first towards automation, then towards artificial intelligence, we risk once again being on the wrong side of an industrial revolution. It is incumbent on us to debate these issues now, therefore, not after millions of people lose their jobs.
To reiterate, I welcome the Bill, but I am disappointed by the missed opportunities it presents, and I call on the Government to take this opportunity to put forward their vision for a modern, connected, digitally transformed Britain that also focuses on workers and the lives of my constituents. If they fail to do so, the Opposition will happily step in.
Lee Rowley (North East Derbyshire) (Con)
I am grateful for the opportunity to contribute to this debate. As many have outlined, the Bill has two parts, and, in the hope of brevity, I will contribute only on the automation side.
I welcome the Bill and its limited nature, which has been debated at length for the past few hours. We have a decision to make as a country. Automation is coming. The decision is whether we allow it to happen with us or to us. This has been a very constructive debate—I particularly welcomed the comments from the hon. Member for Kingston upon Hull East (Karl Turner), who speaks for the Opposition—but I worry that some of the contributions tended towards trying to solve problems that we might not fully understand at this stage in the development of automation, when legislation is not always the immediate answer. One would naturally expect me, as a Conservative, to work from the basic principle that we should legislate and regulate only where necessary, rather than always trying to create a framework that aims to solve every problem that might arise. That is essentially my point today.
The hon. Member for Bristol North West (Darren Jones) and I were on a panel together in the summer, away from this place, when we debated this extensively. Although he has made many important points that definitely need to be debated within and without this place, I think there is a clear and consistent argument for limiting the activities in the Bill and how we regulate automation in order to allow people to innovate. Before he spoke, I was going to say I welcomed the fact that no one had used the B word in this debate, but obviously he referred to it. As important as Brexit is, and as important as it is to my constituents that it is delivered, there is a danger within the political discourse in this country that we are losing the capability and bandwidth to talk about much bigger and equally as existential issues, such as this one. Brexit will influence us for the next 18 months and beyond, but the likes of driverless vehicles and automated vehicle technology have the potential to influence our society for 18 years, or 36 years, or 54 years. We have been allocated time to talk about this issue, but the wider political discussion tends to be incredibly breathless about Brexit and, perhaps, to reduce the amount of time that we have to discuss such issues. So, in order to avoid falling into the trap that I have suggested others have fallen into, I will move on from Brexit immediately.
I welcome the Government’s approach to a rolling regulatory reform. While I entirely understand why Opposition Members such as the hon. Members for Eltham (Clive Efford) and for Edinburgh West (Christine Jardine)—neither is present now—outlined the need for a vision and an expansive understanding of this issue, we are at an early stage in the development of automated vehicles, and regulation should accord with that. We must accept that we are currently seeking to guide a nascent industry from some very small-scale trials in semi-pedestrianised areas, often involving speed limits of just a few miles an hour, into a more large-scale set of trials. It is important for regulation to move, although not necessarily to expand in every area, but that needs to be done in a measured and controlled way.
We will arrive at the stage of early adoption relatively soon, and I think it appropriate to think about regulation again in the future. If the technology is successful, it will hopefully be adopted on a large scale, and will subsequently become the majority. Eventually, we will be dealing with the long tail with which we must always deal when deciding how to ensure that the adoption of technology is ubiquitous. The regulation at each of those stages will necessarily differ, and we should not seek to complicate the current position by trying to answer all the questions that are being asked now about developments that may not take place for a number of years. I welcome what the Government are doing in that connection.
I am pleased that the Government are doing some tidying up, and ensuring that the insurance framework around automated vehicles is appropriate. Clause 2, for instance, will ensure that there is clarity about what happens in the insurance market when the machine, rather than the driver, is in control of a vehicle. I also welcome clause 4, which makes some clear statements about the difference between product liability and the continuation of pooled insurance.
There may be a case—which we can debate both here and elsewhere—for saying that the point about pooled insurance versus product liability will be appropriate in the future, but product manufacturer liability will be appropriate only when nearly all drivers are in automated vehicles. Until that point, we must ensure that the framework is appropriate, which is why a pooled insurance system is itself appropriate. There will never be a silver bullet—there will never be a way in which to resolve all the conceptual and philosophical discussions about how pooled insurance can be applied to this kind of market, particularly in a transitional form—but I think that what the Government are trying to do here is very welcome.
Many Members have mentioned our wish to become a world leader in technology of this kind, and I support what they have said. The hon. Member for Kilmarnock and Loudoun (Alan Brown) spoke of the importance of putting money behind activities such as this, and I agree with him to an extent, but I also think it important to establish the right regulatory framework. Places like Silicon Valley are streets ahead of many parts of the world when it comes to automated vehicle technology, but it should be noted that only a handful of American states have taken up the opportunities that it has provided. We heard earlier about companies in China, such as Geely and Baidu, which are proceeding apace with automatic technology, and about Chinese-owned companies such as Volvo, which is doing the same on our own continent, but the country has a real opportunity, as an early adopter, to provide the frameworks that will allow such companies to innovate and thrive. That is why we should be careful about the regulatory framework, as the Government are being here.
I wish to make one final point, on which I concur with the hon. Member for Bristol North West. Discussions on these kinds of issues prompt important existential questions around how we as a society should adopt such technologies in the future. Change comes in three parts: technological change, regulatory and legal change, and cultural change. The technological change is coming forward, which is why we are talking about it tonight. We are also talking about the regulatory and legal framework that will be necessary, but cultural change is the responsibility not just of Members of this House, as it must be debated by wider society, and it will take many years to come forward.
We have talked about safety. As a politician, I am interested in polls, and a YouGov poll of a few months ago found that approximately 50% of drivers do not think driverless technology is safe at this point, and only 33% said they do think it is safe. We should beware of just one poll, as we have all learned in this place over the past year or so, but that poll is important in that it highlights that many people are unconvinced by this technology. However, if we do not take the opportunities that it presents, which have been outlined in the debate, we will be doing a disservice to the country.
I also accept the points of the hon. Members for Bristol North West and for Ellesmere Port and Neston (Justin Madders), who is no longer in his place, about the disruption and dislocation this technology might bring in the very long term, but we must not get too far ahead ourselves.
I am now perhaps addressing far too existential questions for 9 o’clock on a Monday evening in this place. However, I welcome what the Government are doing here, and the deliberately limited nature of the Bill. I also welcome the opportunity to ask the wider questions it opens for society, which is why I am happy to support the Bill this evening.
Matt Western (Warwick and Leamington) (Lab)
I refer to my entry in the Register of Members’ Financial Interests.
I welcome the Bill, although it is clearly much reduced from what was originally put forward. It is interesting how so much of our discussion has been around cars as vehicles, as opposed to vehicles more generally, and I draw attention in particular to electric bikes, scooters, taxis—which have been mentioned—vans and lorries, and in particular buses, which I will refer to again later.
I also welcome initiatives such as the Faraday challenge, which is a terrific example of how Government can work with academia and businesses to bring about change and revolution in a particular sector. That stimulus is crucial for major step changes such as electric vehicle technology and autonomous vehicles. A good example of that has been at Warwick Manufacturing Group, which although not in my constituency employs a good many of my constituents. It is very much at the cutting edge of the development of battery and fuel cell technology, working with many other universities across the country and vehicle manufacturers from the UK and around the world.
It is critical that we gain leadership in this sector. We need a competitive advantage over the likes of China, South Korea and Japan, which are very much the established dominant players in battery and fuel cell technology. To that end, we urgently need to establish a battery prototype centre that is able to adapt to the rapid change in this technology; as we see in other sectors, change can be so rapid that it is easy to be caught out by technological development. I hope that such a centre might be located at the heart of the automotive industry, which is very much in my constituency of Warwick and Leamington, and in Coventry and Warwickshire. They are at the heart of the development of connected vehicles. That would be a very welcome move indeed, and I look forward to an announcement on that matter.
The ambition has to be matched by our legislative will as policymakers, and by the acknowledgement of the need to change consumer behaviour. There has been a lot of talk about that recently by Members on the other side of the Chamber. We have to encourage people through initiatives, exemptions, fiscal measures and perhaps scrappage schemes if we are to accelerate not only that change in behaviour but investment from manufacturers and investment in infrastructure.
Several weeks ago, I was lucky enough to be invited to the Jaguar Land Rover Tech Fest event here in London, at which the company announced that every new vehicle line would have electrified versions as of 2020. That is a terrific innovation coming from such a major employer and investor in this country. Even the E-type Jaguar will be retrofitted with a battery cell, so there is something for everyone in what the company offers. We have heard about the Nissan Leaf, which has been hugely successful and a terrific economic stimulus for the north-east. We have also heard about the electric versions of the Mini that are coming through. Reference has also been made to the Polestar range from Volvo and Geely. I think I am right in saying that Geely will be the first car manufacturer with an entirely electric vehicle range.
There need to be incentives, but if we look at other countries we see perhaps a greater degree of leadership in this area than there has been here so far. I believe that more than 10% of new vehicle sales in Norway’s total car market are pure electric vehicles, for example. That compares with just 2% or 3% in this country. We are really behind the curve compared with other European countries. Our ambition is to be non-petrol and non-diesel by 2040, but that will come a little too late.
Alex Sobel (Leeds North West) (Lab/Co-op)
Does my hon. Friend agree that, in order to stimulate the electric car market and ensure that we can move to a fully electric market, we will need a minimum density of electric charge points in residential and commercial areas?
Matt Western
I welcome my hon. Friend’s intervention, and I certainly agree that there needs to be a minimum density. That is an area of infrastructure on which we should insist in all development in our town centres, and also in our new-build housing. It relates to local plans, and it is a critical part of the framework. The Government and local authorities should be showing leadership in this area. This is a great opportunity and we need to accelerate the uptake in electric vehicle use over the next few years.
Buses have not yet been referred to. Our buses, lorries and vans are among the dirtiest vehicles in our urban areas and there is perhaps greater urgency to get them off the roads. I was recently proud to attend the launch of the new Volvo electric bus, which is now being tested in certain areas around the country, most recently in Greater Manchester, where it was extremely well received. These sorts of vehicles will change the air quality in our town centres dramatically, and we need to encourage and accelerate their adoption.
The challenges also lie in the power grid, which can be hard to access in many areas, particularly rural areas. A further issue for the adoption of electric buses is that of interoperability and the standardisation of on-route charging sites. This is an area in which our European peers are a little bit further ahead. It is rather like the VHS/Betamax debate many years ago, which many of us will remember. We need a general acceptance of standardisation, to ensure that we have the right sort of infrastructure in place in our town centres. At the same time, we need subsidies and fiscal incentives for bus operators to adopt electric buses. Bus operators receive public money in subsidies, so I urge that this is targeted through a progressive taper to advantage electric vehicles.
As was mentioned by the hon. Member for Milton Keynes South (Iain Stewart), there has been much debate about domestic, commercial and on-street charging points—my hon. Friend the Member for Leeds North West (Alex Sobel) also referred to them a moment ago—but I want to draw greater attention to the revolution that can be had with the advent of smarter cities, where streetlight columns and other street furniture can be used for charging. That is happening elsewhere, and the supply can be two-way, to the benefit of either the user or the municipality.
In summary, I welcome the Bill, but I urge more ambition in certain areas and more caution in others. In implementing the regulatory framework and incentives to accelerate electric vehicle adoption to arrest serious air quality problems and climate change, we must be as ambitious as India, the Netherlands and others in banning new petrol and diesel vehicles by 2030—2040 is too late. In considering the merits and needs of autonomous vehicles, I urge legislative caution. Yes, the legislation must be enabling, but as we see with sat nav systems even today, the concern is about the data and the software’s interpretation of it. By way of example, around the corner from where I live in my constituency is a narrow cul-de-sac called Clapham Terrace, which is regularly used erroneously by continental articulated lorries to access a local industrial estate. They must then reverse 300 metres back down a narrow street with a school on it. Finally, will Ministers ensure that the Bill is clearer about different types of vehicles? It should include lorries, buses, motorbikes, scooters and electric bicycles. In all other respects, I welcome the intent of the Bill.
Luke Graham (Ochil and South Perthshire) (Con)
Thank you, Madam Deputy Speaker, for calling me to speak in this important debate. Today is the 310th anniversary of the first ever meeting of the Parliament of Great Britain, commemorating the Union of Scotland with England and Wales. I welcome the fact that the Bill applies in its entirety to Scotland and Great Britain, and I hope that Ministers and officials both here and in the devolved Administrations and local authorities across the UK work together to ensure the legislation’s full implementation.
I support the Bill both in principle and in practice. In principle, I support it because the UK needs such legislation to ensure that it stays at the forefront of technological research and development. In practice, the Bill puts in place the infrastructure and framework to ensure that we carry with us the support of the various bodies and industries upon which the Bill will impact. I will start by exploring the Bill’s practical measures by briefly touching on clauses 1 to 7, which cover insurer liability. That part has been covered by colleagues throughout today’s debate, so I will not labour the point too much, but if we are to move towards the automated and electric vehicles of the future, as I believe we must, it is crucial to put in place the framework to ensure the safety of these vehicles and their users.
The Bill makes it compulsory for users of automated vehicles to have insurance that covers any technical failure of the technology. Given that insurance is already compulsory, it is sensible and simple to extend that requirement so that insurers are initially liable to pay compensation, which they can then recover from the liable party through existing common or product law. Crucially, the Association of British Insurers fully supports this Bill, saying that it will give the industry time to prepare for the roll-out of automated vehicles. Indeed, it calls for the legislation to be introduced as soon as possible to give everyone a clear idea of how claims involving automated vehicles will be settled.
Safety is a key concern, with many preferring to be driven by a newly qualified teenager than a machine. However, as has been recognised today, the majority—up to 90%—of accidents are actually caused by human error, which featured in 85.7% of reported collisions in 2015. By minimising the human factor through automation, we may actually help to make our roads safer. That is why it is important to put in place the right legislative framework to support the operation of the new vehicles.
The Bill paves the way for the necessary infrastructure to be put in place to encourage more people to switch to electric vehicles and hydrogen fuel cell vehicles, a transition which is essential to encourage the decarbonisation of British roads, in turn helping to improve air quality through reduced carbon emissions. As we move away from petrol and diesel cars, we must ensure that the Government and private providers have sufficient time and support to prepare for the majority of vehicles switching to electric and hydrogen fuel cells in the early 2020s. As has been mentioned, the provision of uniform and interoperable charging units is essential.
I add to the voice of other Members who have raised concerns about the accessibility of electric and hydrogen charging points in rural towns and villages across our country. As an MP representing a number of rural towns, villages and businesses, I hope the Minister and the Government commit to ensuring that infrastructure is provided in our rural towns and villages so that we have no further divergence between town and country in this nation.
In addition to the regulatory and structural enablers it provides, the Bill makes clear the UK’s aspiration to continue playing a role as a world leader in automated vehicle research and development. The UK Government have committed to spending £600 million to support the growing market for ultra low emission vehicles, in addition to the £270 million announced in the 2016 autumn statement. The automated vehicle market will be worth £28 billion by 2035, and the Government are investing more than £200 million in research and testing infrastructure, helping to ensure that we remain a world leader.
Alan Brown
Given the hon. Gentleman’s opening remarks about Great Britain working together, does he echo my call for an autonomous vehicle hub and autonomous vehicle testing in Scotland?
Luke Graham
I thank the hon. Gentleman for raising those points, which I was about to cover.
I hope the Minister will encourage entrepreneurs and companies from across the UK to compete for funding to ensure that the benefits are spread across the UK so that we can present and achieve a more connected kingdom.
In my constituency of Ochil and South Perthshire we propose to develop a new carbon transport and active travel hub as part of the Tay cities deal. The research and service centre will offer alternative fuel sources and encourage a modal shift by deploying and maintaining electric vehicle infrastructure. The centre will allow Perthshire, Scotland and the UK to be a leader in driving progress and research on automated and electric vehicles while bringing needed investment to the part of the country I represent. In order to do that, however, we need the Bill to ensure we have the legal and physical framework to facilitate such development in Perthshire and elsewhere in the UK. That is why I support the Bill.
Mike Wood (Dudley South) (Con)
Westfield Sportscars in my constituency is a family-owned firm. The company was built on manufacturing sports cars and kit cars, but it has now expanded into electric and autonomous vehicles. I was pleased earlier this year to welcome the Secretary of State for Transport and the Government Chief Whip to Westfield to see the new autonomous pods it is now exporting. Working with Ordnance Survey and a range of academic and commercial partners, Westfield has created a world-beating product. Westfield has told me that the Bill is necessary for it to develop the next generation of world-beating autonomous vehicles.
Westfield Sportscars concluded a deal with a regional government in South Korea earlier this year, and I was pleased to welcome a delegation from South Korea to Westfield in March. The firm is now supplying autonomous pods as an urban transit system in a £30 million contract that is potentially worth far, far more. Westfield is now working with Emirates to introduce similar pods airside, which has enormous potential—Emirates is looking at 3,000 vehicles.
This small family firm based in the Black country is delivering cutting-edge autonomous vehicles across the world, but until the Bill is enacted Westfield is unable to supply many of its pods for use right here in the United Kingdom. This Bill provides the stability, the supportive regulatory framework and the clear insurance market that not only firms such as Westfield need but that consumers need if they are to have confidence in this emerging market. Legislation introduces a basic legal framework and it is not appropriate to expect it to have great detail—that will appear later in statutory instruments. However, we must make sure that the legislation we are considering at this point does not preclude later secondary legislation from creating the clear framework that a successful industry will need.
Let me briefly touch on a few points that I hope the Minister will consider in this legislation and the regulations to follow. We need to consider the retention of vehicle and safety data. I am talking about things such as gravitational readings, as well as internal and external cameras, and how they can be made available to investigators and to insurers in cases of accidents and near misses to establish what went wrong and where any fault might lie. For that to be useful it will be necessary for the data to be retained for six years, in line with personal injury limitations.
Similarly, we need to make sure that we are properly logging versions of vehicle software that is safety critical. It may be remotely updated. That is one issue that has not yet been considered in the Bill. Where the software is remotely updated, we need to consider how that can be recorded and made available to vehicle operators and to insurers so that we can be sure what software was running at the time of any incident.
Thirdly, on the question of sensor payloads, the Minister will be aware that the pace of advancement in technology means that sensors may be out of date within six months. I therefore ask him to consider whether the duty should be placed on the original equipment manufacturer to upgrade the vehicles to the latest specifications and then to inform insurers, in a similar way to what happens in the aviation industry. I hope Ministers will consider those three elements as this legislation proceeds and in the regulations that will follow, adding more detail to this regulatory framework.
The key message coming from industry is that this legislation is needed quickly so that we can protect Britain’s place in leading the world in autonomous vehicles.
Several hon. Members rose—
Madam Deputy Speaker (Dame Rosie Winterton)
Order. I had hoped that we would not have to impose another time limit, but I have so many speakers left that I am going to impose a three-minute limit.
Julian Knight (Solihull) (Con)
I refer Members to my entry in the Register of Members’ Financial Interests and my chairmanship of the all-party group on fair fuel for UK motorists and UK hauliers.
I was going to regale the House with talk about Jaguar Land Rover in Solihull and all the efforts it is making in this regard, but that can wait for another day. The Bill takes us part way, doing good groundwork and providing rolling regulatory reform, to ensuring that the necessary provisions are in place by the time the cars of the mid-21st century hit the market in the 2020s. For electric cars, we need not only a proper regulatory framework, but to ensure that the necessary physical infrastructure such as charge points is in place. I, along with my all-party group, outlined to the Chancellor recently in a letter that we have a long way to go to reach this goal.
We have 8,400 filling stations, each of which can fill five or six cars every five minutes, whereas there are fewer than 4,000 public charging points, only a quarter of which can fully charge a car in half an hour or less. We need to bring confidence to the market over time by reassuring motorists that there is no danger of their running out of juice on their way to the next appointment or to their urgent engagement. This is to say nothing of the major upgrades that will be needed to the national grid and our national power generation, or the technological progress necessary to feed back into the network from these new types of car.
I am pleased that the Government are taking steps to ensure that the challenges involved in insuring automated vehicles are resolved as soon as possible. The Bill will rightly ensure that insurers have a statutory right to recover costs from a manufacturer in the event of a crash caused by malfunctioning self-driving technology. That is absolutely vital to ensure that car users are not unfairly punished in the event of a collision they could not have prevented. Moreover, the provision to ensure that insurers retain the primary responsibility for settling claims means that victims will not need to wait for the outcomes of arcane and technical disputes.
Finally, I must emphasise how important it is that the public mood is prepared for self-driving cars. As chairman of the all-party group on fair fuel for motorists and hauliers, I have seen how millions of motorists bought diesel cars with the very best of intentions, urged on by politicians, only to face the potential for punitive taxes as official winds now blow in a new direction. I well understand why the public would be sceptical of politicians lauding a new game-changing technology, but we need to emphasise the huge potential to save thousands of lives by cutting the number of human error car accidents on our roads each year. We will fulfil that potential, though, only if automated vehicles are taken up widely. We all know how easy it can be to stick with what is comfortable and familiar. If public opinion does not keep pace with technology, the visions contained in the Bill will not go as far as they should. I welcome the Bill; it is definitely a step in the right direction.
Madam Deputy Speaker (Dame Rosie Winterton)
After my strictures, a lot of Members have obviously withdrawn from making their speeches, so we can move to Andy McDonald.
Andy McDonald (Middlesbrough) (Lab)
Thank you, Madam Deputy Speaker. We have had a very thorough debate, so perhaps Members thought that the ground has been well covered, as it has.
As has been previously stated, Labour is supportive of the Bill. We intend to vote in support of it but to table key amendments in Committee. Indeed, we supported these clauses the first time around, when they were part of the Vehicle Technology and Aviation Bill, which had passed through its Commons Committee only for the Prime Minister to go off for a walk in Wales and then call a snap election, so all that work was lost.
I commend the Minister for Transport Legislation and Maritime for his approach to the Bill, which reflects his approach to all such matters. If Carlsberg did legislation, it would copy his lead.
Before I discuss the content of the Bill and some of the contributions we have heard, I wish to express my disappointment at the Government’s decision to break up what was the Vehicle Technology and Aviation Bill so that it could be reintroduced as smaller, separate Bills. As the hon. Member for Kilmarnock and Loudoun (Alan Brown) said, the introduction of the Air Travel Organisers’ Licensing Bill—a four-clause Bill, whose clauses had already been debated as a part of the Vehicle Technology and Aviation Bill—and the inordinate amount of time afforded to debating it, was nothing less than an embarrassment. It is clear that the Government, running scared of Parliament, decided to break-up the Vehicle Technology and Aviation Bill in an attempt to compensate for a threadbare legislative agenda, and so that the House would spend as much time as possible re-treading old ground so that they could avoid debates and votes on the myriad important issues facing our constituents that should require our urgent attention.
We will seek to make a number of key amendments in Committee on areas of concern, such as the liberal use of delegated powers in the Bill, and I have taken on board some of the comments made by the right hon. Member for West Dorset (Sir Oliver Letwin) on clause 9. We will amend any areas of the Bill that might add costs to policyholders and contention over liability between manufacturers and insurers. We will also seek to amend the Bill so that the Government have to consult widely on developing a definition of “automated vehicles”, as highlighted by the hon. Member for Milton Keynes South (Iain Stewart), and we will press the Government to clarify how the proposed regulations will promote the uptake of electric vehicles, ultra low emission vehicles and automated vehicles.
We have heard a range of contributions. My hon. Friends the Members for Bishop Auckland (Helen Goodman), for Barrow and Furness (John Woodcock) and for Swansea East (Carolyn Harris) returned to the issue of the adequacy of charging points and came forward with many suggestions, including the provision of charging points at shopping centres and the like. My hon. Friend the Member for Eltham (Clive Efford) was quite correct to highlight some of the moral choices that we will have to wrestle with through Committee stage and beyond in terms of the choices that automated vehicles will make on our behalf.
There was a wide-ranging and thought-provoking contribution from my hon. Friend the Member for Ellesmere Port and Neston (Justin Madders) concerning the reality of the job losses in his constituency. He highlighted that particular moment when the occupant ceases to become liable, and mentioned deliberate hacking, which was referred to on a number of occasions. My hon. Friend the Member for Bristol West (Thangam Debbonaire) talked about the potential ratcheting up of debt finance agreements, and the affordability of such contractual arrangements. She warned about our remaining vigilant in that respect. My hon. Friend the Member for Warwick and Leamington (Matt Western) highlighted the higher take-up of electric vehicles in places such as Norway and their apparent better interoperability, saying that perhaps lessons could be learned in that regard.
It is important to make it clear that although there is much support in this Bill, it is not accompanied by a broader strategy that is sufficient to combat air quality and climate change or to support industry. It was a positive move from the Government to announce the ban on sales of all diesel and petrol cars and vans from 2040, but that will not be achieved while the target remains unaccompanied by additional measures and increased funding for alternative modes of transport.
The Bill does not address the issue of funding sufficiently to support the uptake of electric vehicles. It was clearly a counterproductive move to slash grants for ultra low emission vehicles and electric vehicles and to cut the plug-in grants for EVs and for home charging, as the market alone will not facilitate the transition to future vehicles. The Office for Low Emission Vehicles already subsidises low emission cars and vans but does not do so for e-bikes. OLEV has said that that is because Ministers have not given it a remit to do so.
Labour has also pledged an additional £200 million to the Office for Low Emission Vehicles, which could be used to reinstate grants such as a wider commitment to invest in the work of OLEV to provide clean modes of transport. In practice, better funding to the office would also mean that the new ULEV grant scheme could be financed as part of better support for research and other grants, including for e-bikes, which OLEV deems necessary. Grants could be awarded to create a wider network of charging points. On that point, I do acknowledge the announcement of extra funding made by the Minister tonight, for which I am grateful.
Automated vehicles will make our roads safer and underline the importance of reducing the number of killed and seriously injured on our roads. Tragically, for too many families the road safety record of this Government is not a happy one. The latest road safety statistics make for chilling reading, with the number of road deaths at a five-year high and serious life-changing injuries up by 9%.
Labour made significant progress on road safety, but those targets have been scrapped, which has allowed our roads to become more dangerous. The underfunding of police forces has meant that there are a third fewer dedicated traffic police than a decade ago, making enforcement less effective. In the long term, automated vehicles will make our roads safer, but we cannot allow the Government to substitute urgently needed action with long-term strategies, and legislating on automated vehicles should not be an excuse for a failure to reintroduce road safety targets and a refusal to deliver the resources our police forces need.
Although it is true that air quality will in future be improved by the use of electric and ultra low emission vehicles, there is an abject failure to tackle the air pollution crisis that today is causing some 50,000 premature deaths. The Conservatives have failed to introduce a diesel scrappage scheme or to give local authorities the powers they need to introduce clean air zones. We saw today measures set out by the Mayor of London, but it is wrong that the Government are denying local authorities the powers they need to clean up our towns and cities. The Government are presiding over a lack of investment in sustainable modes of transport, including cuts to bus services, which are in decline due to a combination of cuts and the failure of the bus deregulation system.
However, against that backdrop, Her Majesty’s Opposition will support this Bill. We will work to secure the support of the Government for our amendments in Committee to deliver the best possible legislation to accommodate the burgeoning automated and electric vehicle industry, and the massive social and economic potential that it represents.
The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
What an excellent debate this has been. It has been largely warm, sensible and, in general, non-partisan—until the last few minutes at least. The speech of the hon. Member for Middlesbrough (Andy McDonald) would have been electrifying, but only if he had been plugged into one of our 11,500 charging points around the country. We have had a Whig theory of history; we have had the modern industrial strategy from my beloved colleague, the Minister for Transport Legislation and Maritime; but there has been no mention of Keats, Shelley or Byron.
Jesse Norman
I know; it is hard to imagine, Mr Speaker. None the less, we have managed to soldier on. As the Minister said, his remarks were all too brief at a mere 58 minutes, leaving the House yearning for more. He went on at some length—and rightly so—about the rurality of his constituency and the importance of these issues, which affect not merely urban, but rural constituencies. All I can say is that South Holland and The Deepings is downtown Manhattan compared with Craswall, Longtown and Rowlestone in my constituency. He also advertised the electrical charging points, which I think he wishes to be known as “Hayes’s hook-ups”. I think he is secretly yearning for such a name, based on the Belisha beacon. May I suggest “Johnny’s jumpstarts” as an appropriate alternative name for the charging points, doubtless equipped with car-activated klaxons, lasers, smoke, and son et lumière to alert the driver to the possibility of a charge?
We have had a good debate. I can do no better than to touch on some of the contributions and correct one or two points in passing. The hon. Member for Kingston upon Hull East (Karl Turner) said that the Bill contains too much discretion for the Secretary of State, but the Secretary of State’s power is not discretionary. If a vehicle conforms to the criteria, the Bill will apply to it. He also rightly mentioned the importance of a common mode to access charging, which is what the Bill is designed to provide.
I greatly enjoyed the excellent speech of my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan). She made us very happy by not talking about HS2, as she promised. She rightly encouraged Transport for London and local authorities to invest more in charging infrastructure. The Government agree, which is why we have invested £28 million so far to support charging points at tube and train stations. She rightly talked about manufacturing opportunities. Again, the Government agree. The industrial strategy has the Faraday Challenge, which many hon. Members have mentioned, as its counterpart. That is worth some £246 million. My right hon. Friend also pointed out, as others have, the importance of charging back to the grid. We have announced a £20 million competition to stimulate vehicle-to-grid charging.
I greatly enjoyed the speech of the hon. Member for Kilmarnock and Loudoun (Alan Brown), who regretted a sense of déjà vu and worried that insurance premiums will not fall as we hope they will. I hope that he was reassured by the quotation from the head of insurance at AXA.
My hon. Friend the Member for Charnwood (Edward Argar) was right to emphasise both the commercial and environmental opportunities offered by the legislation. The hon. Member for Ellesmere Port and Neston (Justin Madders) emphasised the importance of proper support for jobs, so it is interesting that the Transport Systems Catapult predicts that this technology set will provide 6,000 to 10,000 new jobs by 2035. I also welcome the focus he and several other hon. Members gave to the legal and moral issues raised by this legislation.
My right hon. Friend the Member for West Dorset (Sir Oliver Letwin) made some brilliant philosophical points, which will need to be addressed in Committee. The same was done by several other colleagues, including my hon. Friends the Members for Milton Keynes South (Iain Stewart) and for Cannock Chase (Amanda Milling). My hon. Friend the Member for North East Derbyshire (Lee Rowley) built his reputation on a further excellent extemporary speech.
This is an excellent piece of legislation, it is warmly supported by the Opposition, and I commend it to the House.
Question put and agreed to.
Bill accordingly read a Second time.
Automated and Electric Vehicles Bill (Programme)
Motion made, and Question put forthwith, (Standing Order No. 83A(7)),
That the following provisions shall apply to the Automated and Electric Vehicles Bill:
Committal
(1) The Bill shall be committed to a Public Bill Committee.
Proceedings in Public Bill Committee
(2) Proceedings in the Public Bill Committee shall (so far as not previously concluded) be brought to a conclusion on Thursday 16 November.
(3) The Public Bill Committee shall have leave to sit twice on the first day on which it meets.
Proceedings on Consideration and up to and including Third Reading
(4) Proceedings on Consideration and any proceedings in legislative grand committee shall (so far as not previously concluded) be brought to a conclusion one hour before the moment of interruption on the day on which those proceedings are commenced.
(5) Proceedings on Third Reading shall (so far as not previously concluded) be brought to a conclusion at the moment of interruption on that day.
(6) Standing Order No. 83B (Programming committees) shall not apply to proceedings on Consideration and Third Reading.
Other proceedings
(7) Any other proceedings on the Bill may be programmed.—(Rebecca Harris.)
Automated and Electric Vehicles Bill (First sitting)
Tuesday 31st October 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 31 October 2017 - (31 Oct 2017)
The Chair
Before we begin, I have a few preliminary announcements. Please switch any electronic devices off or to silent. Tea and coffee are not allowed during sittings, but there is an adequate supply of water. Today we will first consider the programme motion on the amendment paper. We will then consider a motion to enable the reporting of written evidence for publication and a motion to allow us to deliberate in private about our questions before the oral evidence session. In view of the time available, I hope we can take those matters formally, without debate. Time Witness Until no later than 10.30 am Automated Driving Insurers Group; TRL; Association of British Insurers Until no later than 11.00 am Unite; ITF Until no later than 11.25 am Robert Llewelyn, presenter, Fully Charged Until no later than 3.00 pm Society of Motor Manufacturers and Traders; RAC Foundation; Petrol Retailers Association; Institute of the Motor Industry Until no later than 3.45 pm Quentin Willson, Journalist and TV presenter Until no later than 4.15 pm National Grid; UK Electrical Vehicle Supply Equipment Association; UK Power Network Until no later than 5.00 pm TRL; FiveAI
Ordered,
That—
(1) the Committee shall (in addition to its first meeting at 9.25 am on Tuesday 31 October) meet—
(a) at 2.00 pm on Tuesday 31 October;
(b) at 11.30 am and 2.00 pm on Thursday 2 November;
(c) at 9.25 am and 2.00 pm on Tuesday 14 November;
(d) at 11.30 am and 2.00 pm on Thursday 16 November;
(2) the Committee shall hear oral evidence on Tuesday 31 October in accordance with the following Table:
TABLE
(3) proceedings on consideration of the Bill in Committee shall be taken in the following order: Clauses 1 to 16; Schedule; Clauses 17 to 19; new Clauses; new Schedules; remaining proceedings on the Bill;
(4) the proceedings shall (so far as not previously concluded) be brought to a conclusion at 5.00 pm on Thursday 16 November.—(Mr Hayes.)
The Chair
The deadline for amendments to be considered at the first line-by-line sitting of the Committee was the rise of the House yesterday, and the next deadline will be the rise of the House on Thursday for the Committee’s meeting a week today. [Interruption.] I have just been informed that the deadline will in fact be one week on Thursday.
Resolved,
That, subject to the discretion of the Chair, any written evidence received by the Committee shall be reported to the House for publication.—(Mr Hayes.)
The Chair
Copies of written evidence that the Committee receives will be made available in the Committee Room.
Resolved,
That, at this and any subsequent meeting at which oral evidence is to be heard, the Committee shall sit in private until the witnesses are admitted.—(Mr Hayes.)
The Chair
Q
David Williams: I am David Williams. I am technical director at AXA Insurance and chair of the Autonomous Driving Insurance Group.
Iwan Parry: I am Iwan Parry, the head of connected and autonomous vehicles at TRL, the Transport Research Laboratory.
Ben Howarth: I am Ben Howarth. I am senior policy advisor for motoring liability insurance at the Association of British Insurers.
Clive Efford (Eltham) (Lab)
Q
David Williams: I do not think they will become more complicated, because I think the information that should be made available from the autonomous vehicle will make it much easier to establish what has happened. If you think of the sensors that are involved in getting the vehicle around safely, there are traditional cameras, lidar, radar, ultrasound and all those sorts of things; that will give a much more complete picture than we currently have. A lot of insurance claims at the current time are based on different opinions with very little evidence to substantiate them. We still send people out to measure skid marks in the road, for instance; so we will be moving to a much clearer but more granular position. There will be a lot more data, so I suppose it will be more complex in that way, but I think, in terms of establishing who is responsible, things should be clearer.
Iwan Parry: I would add that it is quite important that we establish with these technologies that that capture of the data that David has described is a requirement of the vehicles. That really builds on the kinds of data that are captured by vehicles today but which are not necessarily available for investigators when it comes to investigating road traffic accidents, which could be very useful for in-depth investigations, in some cases. Therefore, as vehicles become more complex, with a greater ability to capture external data in the moments before a collision, we believe that it is very important that those vehicles are able to preserve that information and make it available to the appropriate and authorised investigators, in terms of understanding what has happened during that incident sequence.
Clive Efford
Q
Iwan Parry: It could do. There is a mechanism in the Bill, in terms of the list of vehicles that would be approved as an automated vehicle, and potentially part of qualifying for that list might be that a vehicle would fulfil certain required criteria.
Clive Efford
Q
David Williams: The capability is there. I think we are then drifting into data that motor manufacturers would not necessarily want to share with third parties. They would argue that maybe that driving information is something that they could use for different business purposes. There is currently a big debate in the telematics market about whether there will still be a future for separate telematics boxes being fitted in these vehicles to provide insurance and other solutions when the vehicles are being driven manually; but certainly there would be the capability to record that information.
Clive Efford
Q
Ben Howarth: My view on that would be that when the transition is from the driver to the car, the driver has to be responsible for what is happening to some degree throughout the whole of that transition phase. Once they have actually got confirmation that the car is in autonomous mode, that is the point when they are no longer responsible. In reverse, when the car is transitioning back to the driver, the same applies, but the driver is not responsible until they have taken full control of the vehicle. I think that is the easiest way to deal with that.
Clive Efford
Q
Ben Howarth: I do not know whether other people dispute that. That would need to be consulted on in the process of—
Clive Efford
Q
David Williams: We are involved in a number of the Government-backed consortia. There is Venturer in Bristol; the first trials that were carried out with the Venturer vehicles and in the simulator were with regard to the handover. There are two elements that need to be decided on. I agree with Ben that you should not make somebody responsible until they have fully taken control, whether that is the machine or a human being, but nobody has really worked through that. The other aspect is about making sure that the vehicle has controls that do not try to hand over too quickly. As insurers, one of the things we are very concerned about is that handover. People may be surprised at how long it actually takes a human who has been disengaged to get up to speed, so to speak, so that they are alert enough to be able to drive the vehicle safely. That is why it will take a while for European vehicle manufacturing regulations to catch up, but there will be regulations that require minimum periods and indicators and signalling during that handover phase, because that is essential for keeping these safe.
Ben Howarth: A key point is that while there are lots of data that other parties—police, investigators—might want, insurers are clear that we only want the data when a collision has occurred to confirm whether the car was in automated mode or not. I do not think we are looking to use the Bill as a way of grabbing loads and loads of data and tracking cars from A to B.
Clive Efford
Q
David Williams: No, that is the opposite of what the Bill is trying to achieve. There will be accidents on the roads where nobody is to blame, as there are now. If you can have an accident with a human driver where nobody is to blame, you can have that with an automated vehicle. For instance, a vehicle is driving carefully down a road but there is some black ice and it skids off and takes out a bus queue—I know that is a bit of a dramatic scenario—but everything has functioned perfectly. The Bill makes it clear that is an accident—injury has been caused by the autonomous vehicle—and it would be paid for by the insurer. In that circumstance there is unlikely to be any recovery from the motor manufacturer, but the whole point of the Bill is to give the general public the confidence that if somebody is injured, we do not have to worry about whether we are going to claim that the software was defective. If somebody is injured by an automated vehicle, there will be virtually a strict liability on the insurer and we will deal with that claim.
The Chair
I have had Graham Jones, Karl Turner, the Minister, Iain Stewart, Oliver Letwin and Craig Tracey indicate that they want to ask supplementary questions. Is there anybody else? I will take the Minister next.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
Q
Ben Howarth: Yes, I think so. I think the definition that you have used in the Bill is clear. To me, it is pretty unambiguous that we are talking about cars that are being entirely driven themselves. I anticipate that there will be a pretty detailed consultation on how you actually draw up the list of vehicles and define what is and is not an automated vehicle. We are obviously very keen to be involved in that and to provide views. Within the industry and within the Association of British Insurers’ work, we have made a bit of progress in working out what we think the criteria for an automated car are, and those are views that we definitely want to feed in. So, yes.
Mr Hayes
Q
Ben Howarth: Yes, I think it is very clear. We have a very competitive market for insurance. If we see claims costs coming down, which much safer vehicles would definitely do, we would be looking at a similar effect on insurance premiums. We cannot say exactly what will happen until we have seen the cars in real life.
Mr Hayes
Q
Ben Howarth: Yes, it is very welcomed by the industry. I think it is very clear that the legislation and broadly the development of automated driving are something that insurers are genuinely enthusiastic about. In terms of the work we do in the ABI, it is one of the areas where we get the most engagement and interest from our members.
Karl Turner (Kingston upon Hull East) (Lab)
Q
“are in the Secretary of State’s opinion designed or adapted to be capable, in at least some circumstances or situations, of safely driving themselves.”
The clause allows the Secretary of State to come up with a list of vehicles that he or she thinks are capable of being driven safely without being operated manually at all. The definition does not seem tight to me.
Ben Howarth: I would make two points on that. On the one hand, we would obviously want to see robust and good consultation on how that list is put together. We would want it to be transparent and we would want the opportunity as an industry to feed into that. The wording does have an advantage in that it clearly states “safely driving themselves”. One of our views is that we want a clear and unambiguous distinction between cars that are completely hands-off—maybe not for the whole of the journey, but for parts of the journey—versus cars where the manufacturer might be saying, “You can do a lot with the automated functions, but you need to be there hovering over the steering wheel as a backstop.” We do not want those things to be blurred, and the definition in the Bill does that.
If I can make one further point, being on the list is clear—there is a definition—but there will also be a role for insurers to play in thinking about, “We have a claims history and car A is brilliant and has a really good safety record, while car B might not be a very good functioning car, but it has got itself on to the list.” Insurers will want to take a view on that in terms of how they approach those vehicles in offering products.
Karl Turner
Q
Ben Howarth: I think the onus to do those software updates should definitely be on the manufacturer. They should ensure that the system works, and I think that links back to part 1. The Bill says that where a wilfully negligent person deliberately ignores what the manufacturer wants them to do and finds a way around the manufacturer’s systems and still takes the car on the road, it would be unreasonable to say that that person is still a victim. I think you need this protection in the Bill, but you also need robust measures to ensure that people cannot override the safety-critical updates.
I think “safety-critical” is the key phrase. That places a strong incentive on the manufacturer to say, “If the update is safety-critical, you have to ensure that the driver knows.” We have got to be absolutely clear that there is a distinction between “nice to have” upgrades, that perhaps involve a slight improvement in the maps functionality or something like that, and an upgrade where if you do not have it, the car is potentially unsafe and we have a problem.
Karl Turner
Q
Ben Howarth: I think what we have in the Bill is the right way. When these cars first come to road, most users/drivers will probably use the automated function for 10% or 20% of the journey. That is why we want to keep to a system with an all-in-one approach. The Government have described this as
“a rolling programme of regulatory reform”,
so if we really move to having cars without steering wheels or genuinely A-to-B autonomous cars we probably need to look again at what the right approach to insurance is, but I think the technology is a long way from that.
Karl Turner
Q
Ben Howarth: We think it definitely should apply. I know that there have been discussions between the MIB and Department officials about the correct way to do that, and it will be interesting to see how the Committee approaches it. My understanding is that the reason for not having the MIB scheme in the Bill is that it is not in the Road Traffic Act 1988 either, so the existing system is not directly in primary legislation. I think the MIB will be assured so long as the Government confirm that it is still the ultimate fund of last resort, which it definitely should be. It does not necessarily need to be in the Bill, but we would like absolute clarity on how it will work.
Iain Stewart (Milton Keynes South) (Con)
Q
“updates that the insured person knows, or ought reasonably to know, are safety-critical.”
That strikes me as very woolly. I would be grateful for your opinion on where the balance should lie. I accept that if someone has wilfully not installed updates or overwritten them, or something, they become liable. However, if the manufacturer has sent through an update, but the person has not taken it to the garage or downloaded the software—or whatever—at what point do they become liable? I have an update waiting for my iPhone, but I have not got round to doing it. That is not safety-critical, but is there a parallel? Do we need a tighter definition than “ought reasonably to know”?
David Williams: It is interesting that you mention the iPhone, because that is exactly the debate that we had in our early discussions. Currently, for most things you buy, you have the right to refuse a software update. You are allowed not to get round to doing your iPhone update; you can continue to bypass it. Our view was that when we are talking about a tonne of metal travelling at high speed on the road, people should lose that right, because it would enable them to take risks with other people’s lives. We think the updates should be implemented straight away, because we see them as being improvements. As for whether they are safety-critical or not, it would be a damn sight easier if all updates had to be implemented immediately and the responsibility fell on the manufacturer, but then you are drifting into trying to impose something in UK legislation that some European territories and motor manufacturers have probably not really thought through yet.
The idea of saying that people have to install safety-critical updates immediately is something that we recommend. As for the detail of how it should be dealt with in the Bill, I have to plead ignorance, but the reason for pushing for it is that we honestly believe that if a manufacturer has updated the software, it is to make the vehicle perform better. These are not iPhones that can only annoy other people; these are vehicles that can kill other people. Those updates should be mandatory in whatever way we can make them so.
Iain Stewart
Q
David Williams: Tesla currently does them over the air.
Iain Stewart
Q
David Williams: I think the Bill is trying to allow for some delay, but a reasonable delay, and does not want people to deliberately and unnecessarily stall. If an update is coming through—if they have found a fatal flaw in the software that is likely to make your vehicle veer off the road—my view is that that vehicle should be immobile until the software update is implemented. The motor manufacturers would be able to build that into their technology and machines if they wanted to.
Iain Stewart
Q
David Williams: My understanding is that that sounds very good in principle, but how do you define that extent? Many upgrades might have a degree of safety- critical improvements in their nature. How would you define the seriousness of the upgrade?
Ben Howarth: Clause 4(6)(b) is a definition—that feels to me like it means that it is unsafe to use. If you started saying at this stage a car must be immobilised, we would potentially be legislating for things that we do not know the manufacturers will do in every circumstance. There might be times when the car could move. It might be safe to move it at 20 miles per hour or so—I am just speculating. Is it right to put it in the Bill at this stage? I would definitely say that it is something that needs to be carefully defined and thought about when you create the list of automated vehicles. I know we keep coming back to “the list is everything”, but I think the list is the mechanism by which many of the potential problems of the Bill will get solved.
Graham P. Jones (Hyndburn) (Lab)
Q
Let me lay out an example and ask your view of the Bill. If somebody switches to manual from automated and is involved in an accident while in excess of 30 miles per hour. What happens next? How much of that data becomes available in the case that ensues? For instance, I presume that speed would be used, but what about the on-board cameras or anything else? How much of this data will be kept, retained and used from the functions of the vehicle for a case in which there is an accident with a driver in manual mode? Does the Bill provide a robust framework for accidents and insurance claims and what about road safety? Will it enhance road safety or are we stopping at legitimate information for insurance companies? Should the Bill also include data made available so that road safety is improved?
Iwan Parry: The basis of the question is around the availability of data. My technical background is in forensic accident investigation and in order to investigate accidents—to get to the root cause—we need to start at the before-accident period and understand as much as we can. We are limited today to things such as skid marks, as David referred to earlier, as the tools to reconstruct those accidents. The kinds of data that are potentially available from electronic vehicles increase the amount of data significantly. With the cameras, radar, lidar—light detection and ranging—and ultrasonic sensors we can get a very clear picture of what was going on around the vehicle at the time of an incident. When we look at the consequences of an incident, we can put the two together and have a very clear understanding from establishing liability and whether that indicates that the vehicle in some way behaved unreasonably—or that the driver, pedestrian or cyclist that it was interacting with behaved unreasonably given the context of the situation. That gives us the information that would allow us to make a determination on liability. I think that is critical to insurers, to police investigating such incidents and to road safety in the future.
To advance the future legislation on autonomous vehicles, we will need a method to understand what is going wrong in the real world. We will also need a method to use that information to improve our understanding of vehicle functioning in the real world and how that can be improved by manufacturers or by legislators applying the right tools to ensure that vehicle performance is improved over time.
Ben Howarth: If I could add the insurance perspective on that, for what we need to do for this Bill—to establish whether the car was in automated or manual mode—we need a fairly limited amount of data. You mentioned speed, but we do not necessarily need speed to do that. We just need to know whether it was in automated mode. There are potentially lots of other uses for car data for the police and for accident investigators. In a disputed claim with contradictory evidence in court, you could find it a lot easier to solve cases with data, but I would draw a distinction between the data that insurers need to make this Bill operational and the data from cars that would be useful to understand claims. That might be a valid concern for vehicles not covered by this Bill; as cars get more technically sophisticated with more assisted functions, you might want to understand more about how it works for any car. I think whether it is reasonable to ask for data is still best managed via a judge.
It is also important, if we want the data, that manufacturers record it. My understanding is that at the moment, if you hit a pedestrian in an accident, you will not necessarily trigger an airbag so the data that the car keeps on a rolling basis are not automatically recorded or stored and they would not be available. As part of the work to define an automated car, we need more clarity about what data are recorded and stored and about the process to ensure that the data are sent to the right people at the right time. An insurer is one party that would want some of the data.
Graham P. Jones
Q
David Williams: My view is that the Bill undoubtedly aids road safety because it will encourage the use of safer vehicles on the roads, but in terms of data, no—the Bill does not have a robust framework for provision, storage and transmission of those data. I think that is partly because of the stage that we are at. Some things are contentious and some are not. Data sharing is really contentious, whether because of general data protection regulation or because motor manufacturers are concerned about infringement of their intellectual property. We are very keen for there to be some clarity about the storage and transmission of data, the form that data are transmitted in so that they are useful, and the speed of transmission—there is no point us getting the data three months later. That is not in the Bill.
When we had the original discussions, we talked about data. We were still forming our opinions about what data would be required—as I say, that is very contentious. Our view was that it was better to support a Bill that would be part of a rolling programme of legislation and acknowledge that more needed to be done on that data piece than to delay it. We feel that delaying connected and autonomous vehicles hitting our roads would have a negative impact on road safety.
The Chair
Waiting to ask questions, I have Sir Oliver Letwin, Craig Tracey, Alan Brown, Edward Argar, Scott Mann and Sir Greg Knight. Is there anybody else? Clive Efford, you wish to come in with another?
The Chair
If the questioners and the panellists could be very pithy and pointed, that would be helpful.
Sir Oliver Letwin (West Dorset) (Con)
Q
David Williams: Yes.
Iwan Parry: I am not an insurance professional, so I will not answer that question.
Ben Howarth: Yes.
Sir Oliver Letwin
Q
David Williams: They may have another motor policy that would cover them for driving other vehicles. That is common practice in the UK but not every policy provides that.
Sir Oliver Letwin
Q
David Williams: There is a chance, I suppose, but I do not think that we would have a dual insurance situation, because the other insurance would insure the actions of that individual, whereas the autonomous policy would cover the actions of the autonomous vehicle. If the vehicle is operating autonomously, it is not being controlled by that driver and therefore they would have no liability.
Sir Oliver Letwin
Q
David Williams: They may have, but it may not apply in the event of an accident.
Sir Oliver Letwin
Q
David Williams: Transferred control of the vehicle to the—
Sir Oliver Letwin
Q
David Williams: I think so, because if the vehicle is operating autonomously, strict liability applies. If it is about to crash into a wall and he has flicked the vehicle into autonomous mode, but it has not had the opportunity to take control, we come back to one of the earlier questions—
Sir Oliver Letwin
Q
David Williams: So it has taken control.
Sir Oliver Letwin
It has taken control, so strict liability attaches to the—
David Williams: That is my take on it, but I would say that it is difficult for me to imagine circumstances where doing that would be inappropriate and where someone would still be able to switch a car into autonomous mode.
Iwan Parry: I think it is unlikely that an autonomous system engaged in that kind of transfer would accept control in a situation where it was then unable to avoid a high-risk scenario of some type, resulting in some kind of incident.
Sir Oliver Letwin
Q
David Williams: But we want the man in the street to know that if a vehicle is operating autonomously, compensation will be available. That is why there is strict liability. We might not like the particular scenario, if we can think of one that might happen, but I agree: my interpretation is that strict liability would apply.
Ben Howarth: The difference being that the driver might not have the same rights.
Alan Brown (Kilmarnock and Loudoun) (SNP)
Q
David Williams: I am not aware of the planned timetable. There are two aspects: first, the vehicle has to get on the list and insurers then need to decide whether they will insure those vehicles. If, for some reason, a motor manufacturer decides they are either not capable of making or are not going to make any of that information available even if it ends up on the list, it will struggle to get insurance in the UK market.
There are lots of things that do need further discussion. These vehicles are not really going to be on the road for a number of years, so setting out the UK’s intention from a headline regulatory view and commenting that data need to be available while we work on that is one thing. I am not fussed as to whether or not it is an amendment, but it would be sad if the amendment took two years to get through because the motor manufacturers’ lobby blocked it.
Ben Howarth: I would also point out that a lot of the technical side will be taken up at a UN/ECO global level, so it might not be feasible to define it in the Bill and then have to change it. The more sensible route might be to see how the technical discussions go at global level and ensure that the way the list operates is robust, rather than put it in the Bill.
Iwan Parry: There are also a number of projects going on right now that will be helping insurers and safety experts to define what those kinds of criteria should be, and the data that should be retained. It would be worth giving those projects time to report on those requirements.
Ben Howarth: If you are interested, we have put a report out and defined what data we think we would want as part of this Bill for the insurance industry, and we have published that.
Alan Brown
Q
Ben Howarth: I think there is a distinction to be made in relation to the data that the insurers would need as a condition of this Bill. The industry would love more data, as that helps with pricing. However, it is appropriate to ask what the insurance company needs and then to regulate that in order to make this Bill work. I refer to insurance companies, but actually it concerns what information the claimant would need for the purposes of verifying whether or not they have the right to make a claim. That is a key distinction. The more data that the insurers can potentially get on a commercial basis the better, but we recognise that there have to be controls on that.
Iwan Parry: I would add to that: as mentioned earlier, there is a difference between the limited amount of information that an insurer might require to understand whether the vehicle was being controlled by the vehicle or controlled by a driver, and information that could be beneficial from a road safety point of view that could also act as evidence from a capture and perspective point of view. This information will inform future policy at governmental level and potentially at legislative level. That is a more detailed source of data, and it would also be of the type that would assist more detailed investigations of what went wrong if an automated vehicle had an accident.
Craig Tracey (North Warwickshire) (Con)
Q
Ben Howarth: We probably do not yet know enough about getting the data from the car to the insurance industry. Some work has started to be done via the Motor Insurance Bureau: as well as being the guarantee fund, they do a lot of data-sharing for the industry. We are confident that once we have data from a car, then the process of getting it to the insurer and settling the claim will be efficient. We would want confirmation that we can get it from the vehicle, but we have already started discussing that with the Society of Motor Manufacturers and Traders. That is something that can definitely be achieved within the timescales required.
Craig Tracey
Q
Iwan Parry: That relates directly to the point I have just made about the detail of the data. In that scenario, in order to resolve the question you would require a more detailed amount of data than purely who was in charge of the vehicle. It would be a question of what the variety of contributory factors to that collision were, what the vehicle systems saw and what they did in response to what they saw, and whether that can be related back to the functionality of the piece of software that was due for install. You would require a much more detailed set of data to resolve that question.
Craig Tracey
Q
Ben Howarth: In that kind of event, yes, I would.
Edward Argar (Charnwood) (Con)
Q
David Williams: Lots of work has been done on this by insurance companies and by market consultants, and they predict substantial reductions in the total premium pot. A couple of statistics—we think that 93% or 94% of accidents are caused by human error. I have driven in these machines; they are already much better drivers than most human beings. When we look at things like automated emergency braking systems—that is just one component of what will be the autonomous vehicle of the future—we know that they reduce accidents by 15% and injuries by 18%. So even if they cannot prevent the accident completely and absolutely, because they are braking better and faster there are fewer injuries.
We see a substantial impact. There will probably be a slight increase initially because you will have more expensive gadgets strapped around the periphery of vehicles, but once we see a higher proportion of these vehicles on the road, consultants predict a 50%-plus reduction in the total motor premium market. From our perspective, we are planning in that regard. The good thing is that it will not happen overnight, and therefore as we see motor premiums reduce we can move our staff and our capital on to other lines of business.
Scott Mann (North Cornwall) (Con)
Q
David Williams: One of the consortia we are involved with, Flourish, is looking at cyber-risks and also at mobility, at segments of society that currently feel cut off—people, who perhaps are disabled, living in a rural area and not able to get out and about. That is one of the reasons we want this Bill to go ahead and are keen to support it. Absolutely, it will support that.
In terms of volumes of cars on the road, there are numerous different models. Overall, the view is that there would be fewer vehicles, because this will enable car sharing on a scale that has not previously been seen, but in terms of number of miles covered, there are diverging opinions. One thing that might happen is that, because it will be as easy to get a car even if you do not own one as it is to get a train or similar, more people will move to transport on the road, which will drive up the number of miles. There are other views that there will be an integrated transport network, meaning that more people use public transport because they are much more able to link into it than they are now. I think the jury is out in that regard.
It will absolutely reduce premiums. The other aspect is that even when we have a mixed car park of manual and automated vehicles, because 50% of those vehicles will be safer, although the premiums on manual vehicles will decrease less, they will be less exposed and involved in fewer accidents, so overall that will have a positive impact from a premiums perspective, even on manual vehicles, as the number of automated vehicles increases.
Sir Greg Knight (East Yorkshire) (Con)
Q
Ben Howarth: Yes.
Sir Greg Knight
Q
David Williams: No.
Sir Greg Knight
Q
Ben Howarth: We are covering the liabilities. I think they are already there in the Road Traffic Act 1988, on insurers, but it would be extending those existing liabilities to the vehicle. I do not think we are responsible for criminal offences such as speeding now. I think you would have to find another way of—
Sir Greg Knight
Q
Ben Howarth: You may need to look at whether or not there are additional criminal offences associated with automated cars. Certainly, this Bill does not compel insurers to pay speeding fines or any other. Ditto if an autonomous car parked illegally in a parking space. If it injured someone or damaged property, that would be the insurer’s responsibility; if it parked and received a parking fine, that would be the responsibility of the owner of the vehicle or another party. You may need to look at that in legislation, but I definitely do not think the Bill does that at the moment, and we would not support it if it did.
Sir Greg Knight
Q
David Williams: But in all honesty, if someone was on a smart motorway and had connected an autonomous vehicle, they would be more likely to notice the reduction in speed than you or I would. It is a hypothetical question. I think the point, from our perspective, is that the Bill does not compel insurers to pay these sorts of fines. Yes, there are some other legal aspects that need to be debated, but this is about extending the Road Traffic Act 1988 to provide protection in line with the RTA, not about other criminal offences.
Sir Greg Knight
Q
David Williams: I think the vehicle will be more likely to notice the reduction in speed than a manual driver.
Sir Greg Knight
Q
Iwan Parry: Yes.
Sir Greg Knight
Q
Iwan Parry: Yes. I think there should certainly be some clarity around the types of data that we would regard as beneficial and that could qualify for the list that will be established. The vehicle’s ability to make available those data would potentially be a qualification criterion.
Clive Efford
Q
Iwan Parry: This is very much part of the research and development that industry is doing right now, but the expectation on manufacturers providing access to an automated control system would be that, in that handover situation, the vehicle would be assessing the circumstances of the traffic and the road conditions surrounding it and would accept the handover only if it was able to respond appropriately to that traffic scenario.
Clive Efford
Q
Iwan Parry: The vehicle would be expected to be aware of what is around it at all times, and during a process—as it was described earlier—of handover, whereby the person or the vehicle that is in control at a particular time will remain in control until the other half of the equation is ready to assume control, that readiness to assume control can be determined only by sensing what is around it in the specific scenario that the vehicle is driving in, and accepting that it is now able to assume that control in a safe manner.
David Williams: This is a key point, because there will be many vehicles that can operate autonomously—initially, at least, only in certain environments, certain designed domains. For instance, I would imagine that the first ones that come to market will be able to operate on motorways and dual carriageways. [Interruption.] Exactly. Therefore, if you are travelling down Clapham High Street and you want to flick the vehicle into autonomous mode, it will not accept control.
Clive Efford
Q
David Williams: It is something we need to be aware of, which is why we asked Venturer to do handover first of all; I think guidance needs to be provided. I think it is less likely to be a safety risk and more likely to be a congestion risk, but the other aspect is that when we are doing these tests, we are deliberating doing on, off, on, off. In my vision of the future and, I think, the way motor manufacturers are designing vehicles, it will not be like that. It might be that you drive on the country roads because you enjoy that and then you hit the motorway and flick the vehicle into autonomous mode for the next couple of hours. But yes, we need to understand and provide appropriate training and guidance on the handover; that is something we still need to understand more about.
Alan Brown
Q
David Williams: We always worry about insurance premium tax increasing.
Mr Hayes
Q
David Williams: I think there will be, in the same way as there are many variations even to the Uber model now, many variations to autonomous vehicles. I think the advantage will be that you will not have to stick your hand out to stop a bus; the vehicle could potentially come into your drive and then go back out and continue its journey.
The Chair
Order. I am afraid that brings us to the end of the time allotted for the Committee to ask questions. I thank our witnesses on behalf of the Committee for their evidence and I also thank Members for their admirable self-control and brevity.
Examination of Witnesses
Diana Holland, Adrian Jones and Rob Johnston gave evidence.
The Chair
We will now hear evidence from Unite and ITF. We have until only 11 am for this session. Will the witnesses please introduce themselves for the record?
Adrian Jones: I am Adrian Jones. I am Unite union’s national officer for road transport.
Diana Holland: I am Diana Holland, Unite’s assistant general secretary for transport.
Rob Johnston: I am Rob Johnston, assistant general secretary at the ITF.
Clive Efford
Q
Diana Holland: I think that is the crux of the matter. Obviously, while the Bill covers a very limited aspect of what the important role of these changes can mean, we are particularly concerned, as the previous discussion demonstrated, that the only concentration is assuming issues around private drivers, whereas the implications of this go into all modes of transport where automation will apply.
We are particularly concerned about the current methods of employment, particularly within certain parts of the road transport industry. That means that liability will be very unclear. There are all sorts of drivers who are accounted as owner-drivers but, actually, in the way in which the contract has been established they are workers to all intents and purposes.
We are very concerned, for example, about bogus self-employment contracts and leasing of vehicles: all those things that will mean that all kinds of people could end up being held liable when they should not be in those circumstances.
Clive Efford
Q
Diana Holland: We have two areas of concern. One is about issues that are not addressed by the Bill but have implications for the impact of driverless technology on the transport industry and on transport policy in our communities. I think there are problems and the House of Lords report is extremely clear about all the outlying issues: job losses, job creation, job shifts. We would want that to be part of the discussion that goes on around this.
We are very concerned about some of the wording, specifically in clause 3(2) and clause 4(4), (5) and (6) around the software engineers. All sorts of people could be encompassed within that or it could lead to knock-on effects on people who work in the transport industry or in software engineering. They could be implicated either by the employer concerned or by the policies of the insurance company. We would want that to be addressed.
Clive Efford
Q
Adrian Jones: It absolutely is. As was said in the previous session, when a driver is not concentrating on driving, their attention is elsewhere and the transition back to driving is a slower process. The agreed trials for platooning are part of the debate and should not be forgotten. If you have three vehicles in a platoon, you have a driver in the front vehicle that is controlling the other two vehicles, what are the other two drivers doing? When they come to the end of the motorway or road where the platoon is taking place, what do they then do?
We also have the concern raised in this very room about 18 months ago. The report from AXA suggested over £5 billion a year savings in labour costs, due to the introduction of automated vehicles. That clearly says to me that there is either a downgrading or lack of recognition of professional drivers who are carrying freight, passengers or anything else. I think there is a real concern that the Bill does not cover any of those aspects at all. If it is not covered in this Bill, it needs to be covered somewhere.
Mr Hayes
Q
On the specific point about job growth and job shift—you made a very balanced point about how some jobs will change, some will grow and some will shift—I want to come back to the issue raised by previous witnesses about people who currently cannot or do not drive. In rural areas, for example, in many places in Cornwall, Lincolnshire, Dorset and similar places, half the parishes do not have access to public transport. Can you imagine a future where autonomous vehicles will fill that void and provide a link to public transport, perhaps buses, trains and so on, and therefore boost the use of that transport for people who currently cannot get there. They will have access to autonomous vehicles because they are straightforward things to drive.
Diana Holland: Cards on the table: Unite is not opposed to technological advances, autonomous vehicles or anything in this area. It is about how it is done, the basis on which it is done and making sure that safety is absolutely critical. We are slightly concerned about the current moves. We believe that risk-based health and safety management needs to be properly built into this and we are slightly concerned that that is not recognised. We are not opposed to this in any way—it provides all sorts of opportunities—but because the overall approach is about private individualised driving rather than about the implications for the whole road transport industry of passengers, as Adrian was saying, with road haulage and taxis, it is also going to operate on a marine basis, in agriculture and all those other things. The concentration on private vehicles is going to advance this in such a way that I think there is a danger that it skews the potential for developments by concentrating on one aspect to the exclusion of the others. Does Rob want to mention your wider point about the commissioners?
Rob Johnston: To pick up on a couple of points, I think some of the challenges are about the definition of automation, which is at the root. We work with a number of global institutions, employers’ bodies and manufacturers. We have developed a framework of five layers of automation. When you look at what we are discussing, at least three or four of those layers need to be included. On the point just made about people who cannot drive potentially being able to drive, there is also a question about the definition of the amount of automation needed to give them that mobility. It is very difficult not to consider the whole piece. In the end, it will not be a journey from where we are today to suddenly having fully automated vehicles. It will be a process as technology slowly comes through. In particular, platooning, which is one of the areas that we are likely to see in a relatively short time period, would not be covered under the Bill in its current format.
Mr Hayes
Q
Diana Holland: Absolutely. We believe that representatives of the workforce need to be part of that discussion but, as trade unions, we are often not included in those kinds of debates. We have discussions with employers where we have recognition, but plenty of people operate in the industry and there are areas where our voices are not heard. We think it is essential that they are.
Karl Turner
Q
Diana Holland: I think it is absolutely essential that there is the transport skills infrastructure body that exists at the moment. I was looking at its terms of reference—
Karl Turner
I am grateful that the Minister is nodding very enthusiastically.
Mr Hayes
It is a good point.
Diana Holland: I was quite concerned when I looked at those terms. Although there is some implication about developments in technology, it seemed that we would need to look at the way it is worded to ensure that it properly reflects this. Otherwise, the Bill will not provide the opportunities that it needs to. So yes, that is a really important point.
Clive Efford
Q
Rob Johnston: There is a definition that the ITF and a number of organisations such as the European Automobile Manufacturers Association and the International Transport Forum at the OECD have worked to establish. It sets out five layers of automation. We believe that will be a useful reference point for looking at how to define what automation really means. In those five layers are different degrees of automation. The previous evidence alluded to that in some ways.
Clive Efford
Q
Rob Johnston: Yes, absolutely.
Clive Efford
Q
Rob Johnston: No, we believe that the Bill should be expanded to cover those five areas. If you look at technological development, it is likely that those layers will come to fruition in their current format.
Clive Efford
Q
Rob Johnston: Yes, it would. The layers run from driver assistance at the lowest level to full automation at the highest level, and everything in between.
Clive Efford
Q
Rob Johnston: I think that there is a question, which the Bill tries to deal with, on regulation. In order to accept the fully automated vehicle, you would have to accept a number of criteria around the algorithms that would do that, and they pose some questions. Essentially, the vehicle would need to be able to make choices between certain decisions. For example, if the vehicle was involved in an accident or there was a crash, it would need to have an algorithm that would define which course of action it took. I think that area really needs further regulation. In Germany, for example, they have established a body to deal with that: High-Tech Strategy. In September 2017, they came up with some guidance on how they believe these algorithms should be programmed, and that is a useful reference point.
The Chair
I have Scott Mann and the Minister. Does anybody else want to ask this particular panel a question?
Scott Mann
Q
Diana Holland: On the face of it—
Scott Mann
Just a simple yes or no.
Diana Holland: The potential is there, but it is not automatic unless a range of other things are followed up at the same time. It would be fantastic to find ways of developing this so that there is social inclusion for both rural areas and for disabled people, who are currently denied opportunities, but it has to be part of an overall approach to an integrated transport policy. Otherwise there is a danger that we just end up replicating congestion of one kind with another, with different insurance. However, there is a way of using this to develop a whole range of things, including much broader social inclusion.
Rob Johnston: I would add, as I did earlier, that if we are providing transport mechanisms, whatever they look like, for individuals who cannot drive for whatever reason, we need to provide a transport mechanism that allows the transport method to make decisions for them. That needs to be regulated and we need to be confident that the decisions being made by that vehicle, whatever type it is, are the right ones. That is determined by the algorithms and software behind it, so we need to have confidence that those are right. That is because you could potentially take vulnerable people and put them into a vehicle they are not in control of.
Graham P. Jones
Q
Diana Holland: Again, it does not have to have any impact on employment in terms of the two relatively minor areas that it could be argued that it covers; but the potential is there to enable a wholesale change to a different method, and ultimately saying that the professional driver no longer has a role. There are extremes in approaching this. We would say that it does not have to do away with employment, but plenty of estimates have shown that if it is introduced in one way, that is the effect it will have.
Our immediate concerns regarding the phrasing of the Bill are on the impact on those people currently employed, or under a range of contracts, and responsible for a vehicle, who would find themselves potentially liable in a way that we hope is not the intention. We really think that needs to be looked at to ensure that it does not encompass all kinds of people who we do not think should be liable in those circumstances. There are specific concerns around taxi drivers who own their own vehicles. There are issues around road haulage, where certain people are required to establish themselves as a limited company or to be self-employed to have jobs, but the definition bears questions. We need to ensure that we are not extending liability here beyond where it ought to be, when the operation is run and owned by a third party.
Rob Johnston: If I can briefly add to that answer, KPMG produced a report that said there are potentially 25,000 additional jobs directly working in the automation industry by 2030. A potential 320,000 jobs that could be created, but there is a caveat to that: Government policy is needed to address the growing skills gap, otherwise there is a risk of losing more than £50 billion in GDP per annum. Those are statistics provided by the transport systems Catapult.
Mr Hayes
Q
Adrian Jones: Yes, I would certainly say that we would welcome the opportunity. While the date for roads full of fully automated vehicles is an unknown, as is the impact, our members already have concerns. In manufacturing, the apprentices needed are not engineering apprentices in the traditional sense; they are software engineer apprentices. In road transport, we have fitters and engineers who are up to their elbows in grease, but in just a few years’ time they will be up to their elbows in keyboards, iPads and screens, which is a completely different skillset.
We also need to recognise that there is concern about skills. As you know, Minister, there is a widespread acknowledgement of a driver shortage in the UK. You already know my views on that. Our members already have concerns that the technology is being used as a smokescreen in effect to say, “We can use this technology to address that skills shortage”, but it will not do that, because employers will see it as a way of reducing cost, rather than filling the skills gap.
One expert that I heard on the venerable Radio 4 was asked about the job shift of a bus driver when that bus was fully automated. The expert said, “Jobs will be created. There may be a café on the bus and they could work in the café.” That is not comparable work. Yes, it is a job, but going from a skilled position to working in a café—no disrespect to any café workers—is not maintaining a standard of living or the same income to that family or the Treasury. There has to be a real debate now, not only on the future, but on the impact that new technologies are having on the transport industry and workers today.
Mr Hayes
Q
Diana Holland: I think the approach we see all too often is the race to the bottom that means that even those employers that want to invest are forced to undercut in order to win contracts. There is an opportunity here for Government to say that nobody can undercut on the basis of the standards we think should be set and operating in this industry. If we are approaching skill levels in that positive way, that can be extremely helpful, because it means we are saying that people are recognised for the skills they have, and having those skills will mean we get the kind of industry we want.
Clive Efford
Q
Adrian Jones: I am not sure if it would be included in this Bill. There are already regulations in force through the Traffic Commissioners’ office for operators who infringe on maintenance, for example. The key, for this Bill, is how the driver would know whether or not that vehicle is fit. At the moment, a driver is expected to carry out a daily check to ensure that the mechanical aspects of the vehicle are fit for road use. How can they check that the software has been updated appropriately, and who will be held responsible if it is not? The Bill does not cover that, and it would be helpful, certainly for drivers and for the confidence of other road users, if, when I see an automated vehicle on the road, I know that it has been properly updated and the vehicle has a professional driver or worker who has ensured that the updates have been made.
The Chair
If there are no further questions, I will move on. I thank the witnesses for their evidence.
Examination of Witness
Robert Llewellyn gave evidence.
The Chair
We will now hear oral evidence from Robert Llewellyn. We have until 11.25 am for this session. Can you introduce yourself for the record?
Robert Llewellyn: Hello. My name is Robert Llewellyn; I am a writer, TV presenter and electric vehicle driver.
Stephen Kerr (Stirling) (Con)
Q
Robert Llewellyn: It starts to go towards that. I am doing many public appearances to discuss the impact of electric vehicles. It is effectively a disruptive technology, in the same way as cell phones and the internet. It has elements of those disruptive aspects, which are never all positive. There are some positives, but there are definitely some negatives. One of the things that it highlights is the ownership model. That is certainly something that motor manufacturers are very focused on: the way we use cars at the moment.
It is the 90:90 dilemma; I have never heard anyone dispute that. At the moment, 90% of the cars we own are idle 90% of the time. When you look at it from that point of view, any other business or industry that kept 90% of its assets idle for 90% of the time would not be in business. It is a really difficult challenge, and I do not have an answer. One of the answers that is emerging, as you have just been hearing, is autonomous vehicles. There are so many complexities, as you have listed wonderfully in the Bill so far. When I started to read it, I got a bit of a fuzzy brain, but that is the actor side of me; it is not an enormous intellect.
The challenges that it raises are fascinating. I fuel my own cars with my own fuel, which I make in my house. That has never been possible before. It is conceivable that, if I lived in the right part of the world, I could have drilled down, extracted oil, built a small refinery and filled my car, but that is pushing it a bit. This technology allows you to do that, although not all year round and not 100% of the time. How do you legislate for that? How do you tax that fuel? All those things are thrown up in the air. It feels a bit wild west at the moment.
That is one aspect of it. The other aspect is the charging infrastructure. Anyone who has an electric car will talk to you about it for a year, because it is such an emerging area. When I first started driving electric cars in 2010, there was one rapid charger in the country. That belonged to Mitsubishi in Cirencester and you had to arrange to go and visit it, so it was like a day out to go down to Cirencester and use a rapid charger. For 90% of the time it did not work; all the instructions were in Japanese; and no one understood Japanese at Mitsubishi, so it was not very reliable.
However, now, if you are stupid enough—I have done it in the winter—you can drive from London to Edinburgh in a Nissan Leaf. It takes a long time, it is a miserable trip, and it is quicker on the train, but it can be done. I have driven all over the country in various electric cars, now relatively easily, so there has been a dramatic change in the infrastructure, but there are very few electric cars on the road. If you doubled the numbers overnight, there would be issues with that. I think 40% of the people in this country do not have somewhere off the street to park their car, so where do they charge them? I will not go on too long.
Stephen Kerr
Q
Robert Llewellyn: Sorry, yes, that was your question. There is one crucial thing that I think could be addressed. It has been addressed in other countries. Ireland and California are two places that I know about where there is one system for paying for electricity. Everyone who uses an electric car is happy to pay for the electricity, but the system is so complex. I could get the collection of cards out of my wallet that I need to be able to use all the chargers, and very often I do not have the specific card for that charger. In Ireland there is one system, an app that you have, and you can use any charger. It is operated by many different companies. They all get paid for it, but you just have one thing. A combination of either that or touch to pay should be addressed.
You can buy a bag of crisps with touch to pay, but you cannot buy electricity from a charger. I know there are complexities and legal difficulties and expense, but that would really make a huge difference. The most common complaint I hear is, “I haven’t got a wallet big enough to hold all the cards.” And you need membership and subscriptions. All that needs to go so that you literally go up to a charger, pay for the electricity you are using and move on. You do not have to join a club to use a Shell petrol pump. You just pay for it. That is a really essential thing.
Karl Turner
Q
Robert Llewellyn: That is a very good system by Ubitricity, a German company. My primary enthusiasm about it is that it is incredibly easy to use. You drive up to it and plug your wire in. The wire has a box that communicates and tells the company how much electricity you use. You plug the other end into your car and it starts charging. You do nothing. We need that frictionless ability to do that.
I cannot remember the figures, but there are many hundreds of thousands of suitable lampposts. One of the aspects of the technological change we are seeing is when a lamppost is converted to LED lights. It has extra juice—electricity—that you can take off it without blowing anything up. It does not need any other infrastructure changes. It is a very simple system. It requires lampposts that are on the kerb side of a pavement, which not all lampposts are, but there are certainly hundreds of thousands of them. They have fitted a great deal of them and they have been very popular.
Karl Turner
Q
Robert Llewellyn: It is in the hundreds rather than thousands.
Karl Turner
Q
Robert Llewellyn: That would be ideal. One of the other problems is that the technology is changing so fast. I recently drove over a strip of road just outside Paris that has an induction-charging strip set in it. I do not think that is going to happen, because I cannot imagine the cost of putting that in the M1—it would be in the billions—but these induction plates for static charging, so when you are parked the car starts charging, are quite common now. That technology is getting cheaper.
It is really difficult—I would feel nervous suggesting that anybody invest an enormous amount. There have been failures in public-invested charging points: they are in the wrong place, they break down, they are not maintained or they are not run by the company that set them up. There have been plenty of examples of that. This is a rapidly emerging technology that keeps changing. Take even the wire you use. Finally, a bit like phones, there is a standardised type 2 connector that goes in every socket and goes in every car, but even that was a mystery a while ago. I would have a certain reluctance in saying, “Yes. Make all councils install thousands of chargers,” because they might be the wrong ones in the wrong place.
An organic development is happening with private companies, including supermarkets, that are starting to put them in car parks. Shell is now putting rapid chargers in its forecourts. It is happening, but quite slowly. I think it is probably chicken and egging like that—so there are more cars, then more chargers, then more cars, then more chargers. I would not know how to suggest where to put them.
Karl Turner
Q
Robert Llewellyn: I think that is a really good idea. If there is one group of fuel suppliers that could probably afford it without too much stress, it is the garage chains. They seem quite keen to do it. I think they can sense a change in public attitudes, which is why Shell has gone ahead and has done what it is doing. I know BP is doing the same. I do not know about any other companies, but it makes sense. All I would beg them to do is to put in nice chairs, wi-fi and reasonable coffee, because you tend to be in the garage a bit longer with an electric car than you are with a petrol car.
The Chair
Before I call the Minister, I have him, Graham Jones, Iain Stewart, Matt Western, Scott Mann and Matt Rodda indicating that they wish to ask questions. Are there any more? No. Well, you can do the maths as well as I can. Will Members be as brief as possible with their questions? And Robert, we really enjoy your eloquence and insight, but if you could be as pithy as possible in responding, that would be helpful.
Mr Hayes
Q
Robert Llewellyn: Yes, I think so—I am trying to be pithy.
Mr Hayes
Q
Robert Llewellyn: Yes, very much so. That has certainly been discussed a lot. If nothing else, like at a garage forecourt, if a row of charging points are under a canopy—say, at a motorway services or at a garage forecourt—with a specific kind of colouring to attract you to it, that would be nice. I do not know whether you can legislate for that, but it would be a great benefit so that you are not standing in the rain when you plug your car in.
Graham P. Jones
Q
I want to ask a particular question at the end about vehicle variations. Does the Bill accommodate what we will see in the future? I believe we will see different types of vehicle variation, because there will be electric vehicles instead of just the four-seater saloon car.
Robert Llewellyn: There are three things that would be wonderful. I am definitely not an expert, but when you have seen this you can see how popular it is: community electric car sharing/ownership/use. When those little systems organised by local communities appear, they are very popular with the local community. I have seen this in small towns rather than big cities.
Graham P. Jones
Q
Robert Llewellyn: Almost, yes. Also, they would have a dedicated place where you would park and charge them, so you would remove that problem. There are a lot of benefits to that.
The thing I have not seen in the Bill, which is a vitally important part of this, is vehicle-to-grid technology, which is appearing rapidly. It has an enormous impact, potentially, not on vehicles but on the grid. Say there were 3 million electric cars plugged in overnight, that would be a staggering amount of electricity—a very large power station’s worth of stored energy. You only need take a small amount from each vehicle. That technology is available now, not much in this country but it is certainly being used. I have been—I am trying to keep this pithy—to an office in Tokyo that is run by 100 Nissan Leafs that are plugged in outside. They do not use electricity from anywhere else. Those cars are discharging and charging all day, with a guaranteed amount for the owner to get home at night. So that technology already exists.
On fast charging, from my experience of driving many hundreds of thousands of miles in electric cars, slow charging is really good. Destination charging is really good. When you go to a car park and you are there for two hours topping up, it is not rapid charging, not “Gotta fill it in 10 seconds”. That, in a way, is a petrol or diesel mentality: “I’m driving a really long way. I need to fill it really fast”. You do do that, but way less than you might expect—way less. I use a rapid charger 15 or 20 times a year.
But if I can go to a car park where I can just plug the car in while I am in a meeting, or have gone to the movies or to a restaurant, and I add 20, 30 or 40 miles, that is an enormous benefit. Having more places where you can do that, more car parks with chargers fitted—that you ping your card on to pay for the electricity—would be a fantastic change. Those are emerging, and every time I can use one it is an enormous benefit. Two or three hours gives you 20 or 30 miles. You think, “That’s not very much”—well, it is 20 or 30 miles.
Iain Stewart
Q
Robert Llewellyn: Absolutely from legislation, yes. The system in California, which I am more familiar with, was chaotic. I do not know quite what happened in Ireland, but it was catastrophic. It was a simple bit of Government legislation from the Californian state legislature that insisted that there was one system, that you could use all public chargers. I believe it is a dongle rather than an app. That might have changed—I have not been there for a while—but it certainly was that.
Iain Stewart
Q
Robert Llewellyn: That would be an amazing change, and I think it would ease in a lot of people who have not adopted electric cars: “How do I charge it?” “You just walk up there and it charges.” That would be a big change.
Matt Western (Warwick and Leamington) (Lab)
Q
Robert Llewellyn: I was very pleased when I heard that announcement. Technology might overtake it. There is a strong argument for that among the evangelical electric vehicle users, from whom I try to stand one step back and be a little more objective. But it is such a hard thing to do. I have seen so many graphs to describe the uptake of new technologies and how this will be what happens with electric vehicles—the S-curve of adoption.
Our emotional relationship with cars is really complicated. It is deeper than our emotional relationship was with landline telephones or how television is viewed—all those things. It is more complex than that; I do not think it is quite as simple. I think you could be more ambitious. You could go with 2030, the technology is advancing so much.
The simple fact is that the car I have had the longest—a Nissan Leaf—has a 24kWh battery. There is now the new Nissan Leaf and the battery pack is exactly the same size and it is a 40kWh battery. That more than doubles the range of my very battered dirty old Nissan Leaf that I drove to the train station today. Sorry, no more piffle.
Scott Mann
Q
Robert Llewellyn: There is a whole other area of fascinating stuff going on with micro-grids and local community-owned generation. That is something that I am involved with in my village. I think it is actually in many ways easier to have an electric vehicle in a rural area—I live in one—because you have generally got, even if it is a muddy drive or field entrance, somewhere you can park the car off the road. Far more people in a rural area have that ability.
You also generally have a bit more space to install solar panels or wind turbines. There is certainly a lot of that activity happening on a community level, of people generating their own power—they own the assets that do that—and they also install electric car chargers. A farmer local to me who is putting 20kW of solar on his barn roof wants to open a café with car chargers. You would have to drive miles to go there—I do not know why anyone would—though he has some nice cows.
Matt Rodda (Reading East) (Lab)
Q
Robert Llewellyn: I feel more confident in answering the second part. When people do install destination chargers—the common term for it—they all notice an increase in time spent by individual customers, because they are there a bit longer, and repeat visitors. Convincing supermarkets that, if they put chargers in their car parks, they will get more customers is the argument that I always try to use.
Certainly, hotels and restaurants have noticed a marked increase of a specific type of customer, particularly if it is a high-end electric vehicle. If they put those chargers in, they appear on the map on the satnav and they get more business like that. That is an argument. I do not know whether you could legislate for that but that is certainly an argument in favour of doing it. As more electric vehicles appear, I feel that will kind of roll itself out in a way.
Matt Rodda
Q
Robert Llewellyn: I would hope that there would be. It would be wonderful if there were encouragements and nudging pressure to say, “When you build this new supermarket with a car park, can you put in 40 car chargers? Not two or four down the far end but to have one whole side for electrical vehicle charging.” It is not that expensive to do low-cost top-up charges; that is not a big expense.
Alan Brown
Q
Robert Llewellyn: I am very uncomfortable about pressuring people in that sense. We should encourage them, certainly, but not pressure them, because of the result of the misinformation that we all suffered from. I had a diesel car, as did a lot of people. I think that is a really difficult area. I feel very unqualified to know how to do that. I work on encouragement and enthusiasm; I would not know how to instigate legislation that would insist on people buying electric cars.
Alan Brown
Q
Robert Llewellyn: Yes—incentivise, certainly.
The Chair
If there are no further questions from Members, I thank the witness for his evidence.
Ordered, That further consideration be now adjourned. —(Andrew Stephenson.)
Automated and Electric Vehicles Bill (Second sitting)
Tuesday 31st October 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 31 October 2017 - (31 Oct 2017)
The Chair
Welcome to our afternoon session. We will now hear oral evidence from the Society of Motor Manufacturers and Traders, the RAC Foundation, the Petrol Retailers Association and the Institute of the Motor Industry. We have until 3 pm, when there may be votes. Would the witnesses please introduce themselves for the record?
Steve Nash: I am Steve Nash, chief executive of the Institute of the Motor Industry.
Brian Madderson: I am Brian Madderson, chairman of the Petrol Retailers Association, which is part of the Retail Motor Industry Federation.
Steve Gooding: I am Steve Gooding, director of the RAC Foundation.
David Wong: I am David Wong, senior technology and innovation manager of the Society of Motor Manufacturers and Traders.
Karl Turner (Kingston upon Hull East) (Lab)
Q
Steve Nash: I will kick off, if you like. Right now, electric vehicles can cost anything up to 50% more to insure than comparable vehicles that are not electric. There are couple of reasons for that. An element of that is the cost of the vehicle, but a large part of it is the relative lack of skilled people to work on them. The insurers, naturally, load the premium because they expect to pay a higher cost to get the vehicles repaired, but provided the right mechanisms are in place to ensure a competitive market to service and maintain those cars, there is no reason they should be more expensive. In fact, if you take it to its logical conclusion, with sufficient fully autonomous cars on the road, accidents should go down.
Steve Gooding: May I echo that? It is a question of penetration—the number of autonomous vehicles out there. In the transition, when there are still a lot of conventional vehicles, someone in a driverless car might be a lot safer but will still face the risk of someone colliding with them. In the early stages, because of the technology built into the vehicle, that might be quite an expensive accident, which might put premiums up. In the longer term, however, as Steve says, as we see greater penetration, a lot of the human error that is the cause of crashes on the roads today will be ironed out by the technology.
David Wong: On the basis that 94% of all crashes involving a fatality are put down to human error, and that the modelling we published two years ago suggests that connected and autonomous vehicles are expected to save 2,500 lives and contribute to the avoidance of 25,000 serious crashes between 2014 and 2030, we certainly hope that with autonomous vehicles, insurance premiums will go down.
Karl Turner
Q
Steve Nash: I feel very strongly that there should be, on a number of counts. First, we have electricity at work legislation that was put in place at a time when electric vehicles were virtually non-existent, although it does refer to electric vehicles—believe it or not, it actually tells people to talk to my organisation about them. But it is patently obvious that there is an inconsistency in regulating people who work on mains electricity, which is 240 V, while being happy for anybody to work on a vehicle that could be between 600 V and 1,000 V if we include commercial vehicles. To be really clear and specific, I am not talking about general licensing. I am talking about regulating people to work on the high voltage elements of these cars, not to change the tyres or to do the mundane stuff. These vehicles are wholly different to internal combustion engine vehicles. In the fullness of time, and it will not be that long, quite large numbers of them will start to come out of warranty and find their way into the open market. Right now, only 1% of those who work on the maintenance of vehicles in the whole country are actually qualified to work on the high voltage electrics and they pretty much all work for franchised dealers. Putting a regulation in place would open up the market to the wider industry and provide a standard that everybody could recognise.
Karl Turner
Q
Steve Nash: Because it will not happen. I have been in the industry for 40 years. We have a great deal of support for this from huge independents such as Halfords, from a lot of manufacturers and a great many independent garages. When we talk about the independent sector, it is an indeterminate number, roughly 40,000 businesses, we estimate, but we do not know exactly who is working on cars, because they do not belong to a body. It could be anyone; there is nothing to stop anybody setting themselves up to service and repair these things tomorrow. It will only be when somebody kills themselves—there have been incidents outside this country already of people being killed or seriously electrocuted working on these things. Don’t get me wrong, they are perfectly safe to ride in and operate, but once you get under the skin, if you do not know what you are doing, you are in just as much danger as you ever would be playing around with mains electricity without knowing what you are doing, except that it is potentially more fatal, because it is direct current and it will not throw you off, it will just keep electrocuting you.
It would definitely help the market, because manufacturers will do what they have to do to sell the cars and make sure that their own people are competent, but it will not automatically happen. It is a coin-operated business outside the main dealers. We have investigated what happened when Corgi or Gas Safe were put into place, similarly with the electricity at work legislation. Very quickly you would undoubtedly have had a lot of practitioners who should not have been doing what they were doing back in those days, but very quickly the industry raises to that level and it becomes a competitive market again and you do not get unreasonable costs introduced. We believe that is the right thing to do here. It establishes a common currency across the industry for knowing what competence means.
Karl Turner
With Sir Edward’s permission, does any other witness want to comment?
The Chair
It is not necessary for all the witnesses to answer all the questions. I am anxious as many colleagues as possible get in. I know the Minister is anxious for his voice to be heard, which we await with alacrity.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
Q
Steve Nash: We are going through what is the biggest change in the industry—
Mr Hayes
That is the trouble with two Steves. I do apologise.
Steve Gooding: I am sure Steve will come in in a second. Yes, the foundation has been very supportive of both aspects of the Bill before you today. Specifically on the electric vehicle side, we think that while there have been significant percentage increases in the take up of ultra-low emission vehicles, they are still a tiny fraction of the overall vehicle park. There are many reasons why the ordinary consumer could get confused by what is on offer to them with various different charging packages for how to pay; with big uncertainties about the availability of different charge plants and on-street charging. We think that if the Government are serious—and we know that you are—about rapidly increasing the take-up of ultra low emission vehicles, something needs to be done to make the world of those low emission vehicles easier for consumers.
The Bill takes the perspective of asking, “What are the things that may currently cause a consumer to think twice or just to think, ‘Not now’?” There is concern about range. Well, the auto companies are dealing with that, because the range of the vehicles is getting longer, but there is also concern about the complexity and ease of recharging, about whether a particular charge point will be available and working when someone pulls up, and about whether it will be the right sort for the vehicle that they have. If we are able to clarify those things and make them simpler, the market will be a lot more attractive.
Mr Hayes
Q
David Wong: The best way to answer that question is to look at what is already available today in terms of automation. We do not have autonomous vehicles yet, just to be clear—we are unlikely to have autonomous vehicles until around 2020 or 2021—but what we do have is increasing levels of automation. The best example to quote is autonomous emergency braking, which is essentially level 1 or level 2 technology, using SAE International’s definition. AEB has already been shown to have contributed to the reduction in real-world rear-end crashes by 38%.
Sir Oliver Letwin (West Dorset) (Con)
Q
David Wong: I think it is more likely to be the other way around. That is, it will be a question not of whether the system rejects a request from the driver to hand control over to the vehicle, but of whether the system serves up the offer of automation to the driver, given the right and safe conditions.
Sir Oliver Letwin
Q
David Wong: Correct, and I can give you an example. It is not autonomous yet, but it is level 3, which is very close to autonomous; this is the next step towards autonomy. Audi is the first vehicle manufacturer in the world to launch a level 3-capable vehicle. It launched it in the summer, and it will be available on the market, all being well, next year. Its system, which is called traffic jam pilot, is designed to operate at speeds of no more than 38 mph, on dual carriageways with clearly marked road signs as well as lane markings, and where the vehicle is hemmed in by other vehicles on the left and right, and front and back. If the system detects that all those conditions are met and the weather is sufficiently good for the operation of traffic jam pilot, it will offer the driver the option of giving the system control during that use case. Once one of those conditions is no longer in place, no longer valid—perhaps traffic has dispersed and the vehicle is able to travel at more than 38 mph—then the vehicle will ask the driver to take back control. So it is the system that will detect and serve up the offer; it is not the driver requesting.
Sir Oliver Letwin
Q
Steve Gooding: I doubt whether we would need precisely that level of penetration. A report that we recently published—and thinking about how the Bill’s powers might be used if the House grants them—draws out the important point which is to think about the sort of trips that people actually make. For example, in large parts of London, in residential areas where there is no off-street parking, if we are to see a wide-scale move to plug-in electric vehicles, we would need to see quite a lot of roadside recharging capacity, because lots of people would be charging overnight, because that is what is most convenient for them. Elsewhere, if people are charging overnight at their homes and perhaps looking to top up the charge at their destination, it is probably more likely that that destination might be their place of work where there is off-street parking, or it might be a shopping centre or a multi-storey car park. So we are probably not talking about universal coverage but certainly more than we have today.
Quite how fast that needs to happen, I am afraid I could not give you a figure for now. All I can say is that at the moment there are various figures. Research by Addison Lee, for example, suggests that a very intense increase in on-street presence would be needed if we were to have the sort of ramp-up of vehicles that it would be willing to engage in. I would probably focus on making sure that the grant scheme for home charging carries on, so that we encourage more people to have the facility to charge at home. Then I would probably focus on motorway service areas, which will be very important for short and rapid top-up for people making a longer journey but who are possibly anxious about managing the whole journey there and back.
David Wong: If I can quickly echo what Steve said, it is no longer about the number of charge points, because we have around 14,000 in the UK at the moment, which is one of the highest numbers in Europe, if not the highest; it is about where these charge points are—being in the right place to serve particular needs, so it is not every charge point in every corner of a neighbourhood. First and foremost, what the Bill will provide is actually a step in the right direction, and so this is something we totally support in terms of the infrastructure. This calls for a co-ordinated approach involving the Government, the SMMT, the industry, vehicle manufacturers, charge point operators, energy companies and local authorities to come together, convened by Government of course, using the Government’s convening power, to determine and plot where the right charge points ought to be, depending on usage, the likely needs of people to charge and the type of charge points, because they might be fast chargers—rapid chargers—as Steve hinted.
Sir Oliver Letwin
Q
David Wong: We would suggest a nationally co-ordinated approach.
Brian Madderson: I speak for 75% of the motorway service areas and the one thing that they are really against is any form of mandating, because they want the market to be able to choose what is the best form of charging at the time for them. This is in a great state of flux. Some of them have already entered into agreements that are more binding than perhaps they would have wished with the knowledge that they have just 12 months on. The mandating process seems to be all stick and no carrot. These motorway service areas fully recognise the need and, in fact, many now have both Tesla charging and other forms of charging, so they are working towards that but they think mandating is not appropriate in this case.
One of the other issues the motorway service areas have is that there does not seem to be joined-up government, which I think David was probably referring to. There are planning difficulties in getting car park extensions to put in extra parking bays for Tesla charging, for example. One of the things the Government should perhaps be mandating is not where the charging points go, but that where there are planning applications for charging points, local authorities must deal with them quickly, efficiently and sympathetically.
Clive Efford (Eltham) (Lab)
Q
Steve Gooding: From a consumer perspective, I would have to say that we do not really know yet, but there is a broad spectrum of what might happen next. For example, there is a clear incentive for a fleet operator who is counting every penny to be thinking, “How could I reduce my costs of operation?” Whether that is a fleet of vans or trucks, the operator would be looking at automation as a way of, first, saving money, and secondly, sweating the asset of that truck for longer hours. In turn, we are seeing a huge amount of investment in the auto sector in vehicles for the private market.
If I were to bet my money, I would say that the guys who are counting every penny will probably be the first in—people running fleets and large numbers of vehicles—but some people are clearly very attracted to the thought of having driverless capability. That could be from time to time, or it could mean freedom and independence for people who are currently denied that by the fact that they cannot drive, and we have just been engaged in a report on what it means for people with disabilities.
Clive Efford
Q
Steve Gooding: I think David would say we are four years off. Personally I think it is probably nearer 10.
Steve Nash: Ten.
Clive Efford
Q
David Wong: Correct. In the first instance, when I referred to 2020-21, I was referring to level 4—vehicles that will still have a steering wheel. That means under the right conditions, in the right use cases—for example, from junction to junction on a motorway—someone could let the system drive the vehicle, but could take back control outside that use case. If level 5, which is without a steering wheel, is not going to be as far off as 10 years, it is likely to be deployed in the first instance for first and last-mile journeys, perhaps even in pedestrianised areas—on pavements—as we have seen with some of the trials in Greenwich, as well as in Milton Keynes. As to when those level 5 vehicles without steering wheels are capable of performing end-to-end journeys—from my house in the village to my office in the city—that is anybody’s guess. That will probably be some time in the 2030s. It is quite complex.
Clive Efford
Q
David Wong: I suppose you could—
Clive Efford
Q
David Wong: Yes. In principle, one would not argue that a computer is less safe than a human being. Obviously, the capability of a human being to perceive and perform the driving of a car is limited and depends on the human being’s condition and the road conditions, as well as the environment in which the human being has been conditioned to perform the dynamic driving task. Lots of evidence has been published. The figures range from 90%; some are at 97%. We are taking the average figure, which is that 94% of all serious road accidents involving fatalities are caused by the human being. I mean that in the sense that it is not mechanical fault, lack of road markings or slippery roads, but the human being that caused the accident, perhaps by being inattentive or sometimes even perhaps by doing things that they are not supposed to do.
Clive Efford
But even the slow-moving vehicle in Greenwich hit a plastic chair when it was put in front of it, did it not? We are going to see accidents during a journey where the vehicle is being driven by software. Those accidents are going to happen. The periods when a vehicle is not driven by a human are going to increase, so we are likely to see an increase in the number of accidents that are not human error. Is that right?
David Wong: We think that overall the number of accidents will fall, but if anything can be learned from one of the trailblazers of the self-driving car experiments and trials—Google—it is that the earliest accidents that they encountered a number of years ago when the car was being trialled were the result of the cars being rear-ended by manually driven vehicles. The learning from that was that Google had to tweak the algorithms to ensure that the self-driving vehicle—the computer—behaved a little bit more like the human being. They succeeded in doing that, and today you do not get so many of the rear-ending accidents.
Steve Nash: It is also important to say that these vehicles will be connected. When one experiences something, the knowledge is passed to all of them, which does not happen today.
Clive Efford
Q
David Wong: This is the classic trolley problem question that we get asked almost at every single conference that we attend—
Clive Efford
Q
David Wong: Not at this point, but at some point certainly. First, if you take a cue from the ethics commission report that was published in Germany just a few months ago, it suggested that in any case, human life should always be prioritised. If it is a decision between a human and non-human, obviously the human life would have to be prioritised. That is No. 1. Secondly, we should not expect the car to do anything massively different from how a human being would behave. The car should perform a minimal risk manoeuvre to stop and brake in such a way that the impact will be minimal. To expect the car to make an ethical decision to kill A or B is probably not the right approach. I would suggest that none of us has the divine power to decide who to kill. At the end of the day, someone who writes the algorithm will have to decide. If you insist that the car must decide, it is incumbent on the engineers to programme that into the algorithm.
Clive Efford
Q
David Wong: There would be a minimal risk manoeuvre, depending on the situation. There may be evasive action in such a way that it would be the safest possible option. If it needs to stop, it will brake and stop. May I point something out? I mentioned autonomous emergency braking. It has been demonstrated that the technology is improving all the time. Previously, autonomous emergency braking worked perfectly at 30 mph, which is urban speed, but it is becoming increasingly sophisticated. AEB can work well even at 50 mph. It would not surprise me if the technology improved in years to come to the stage where autonomous emergency braking could kick in at motorway speeds of 70 mph to prevent an accident or lessen the impact of an accident.
The Chair
I have a growing list of people who want to ask questions, and I want to try to get everyone in. We want brisk questions and brisk answers. It is not necessary for every witness to answer every question.
Edward Argar (Charnwood) (Con)
Q
Brian Madderson: They are all extremely interested in this new technology and we, in fact, are providing a route to market for many of the charging point suppliers. They come to our regional forums—Northern Ireland, Scotland, England and Wales—and they appear in our market review book, so there is a thirst for knowledge.
The real problem with the Bill as it is currently written is that in mandating motorway service areas and, indeed, large fuel retailers there is a key missing ingredient, and that is the carrot I referred to before. There is funding for charging points at home, on the street, in the workplace and in other public areas but there is no funding available for the fuel retailers who would like to embrace this technology in order to provide a diverse range of refuelling options for their customers. It is the big rump of the medium to small-sized filling stations right across the country that will find this more difficult, because the investment decision at the present time is not something that banks would support. There is almost no money to come back on a perceived return-on-investment basis. So they are the ones who will be holding back the growth of charging points right across the country—it is not just city-centric.
Karl Turner
Q
Brian Madderson: It does have to be some form of funding, because if you go to your bank and say that you want to put in a charging point that might cost you a lot of money, you will immediately be asked, “What do you see as the return on investment? I’ve got to get my interest back.” They have no idea at the moment, because the market is in such a state of flux. New systems are coming on. I heard of one relatively recently called ZapGo. I do not know whether it is a big runner, but it is looking at putting storage tanks into a traditional forecourt with charging posts, and being able to meter out the electricity on a basis that I am told Her Majesty’s Revenue and Customs would enjoy because you might be able to get fuel duty back on it. This is relatively new. There are all kinds of development in the marketplace, and I think it would be precipitous to ask them to invest 100% of the money now—they could not do it.
Karl Turner
Q
Brian Madderson: It can be up to £50,000 per instalment. What has been happening is that certain companies have gone along and said, “Look, we will take over that cost but we want from you two parking bays for 30 years on a lease basis.” If you are thinking about 30 years, that is a very long time. It precludes you, as the owner of that freehold property, from perhaps expanding your shop or putting up a new car wash— indeed, from perhaps even selling the property to someone else. So most of them have opted away from that style of investment.
Mr Hayes
Q
Brian Madderson: First, I do not agree at all with any form of mandating because this is interventionist by the Government in a market that is so new and in such a state of flux that there should not be mandating. This is a perfect example of where market conditions should encourage investors to invest in the product that is right for them at the time. Mandating may make them make a false decision, which would prove very costly and certainly not be beneficial for the consumer.
Mr Hayes
Q
Brian Madderson: Yes, I think it is good to have a market strategy, but you would certainly need to have proper funding available to not only small retailers but large retailers as well. By this, I mean the independents, certainly. The big oil companies today count for relatively few of the total number of filling stations—less than 15%—across the UK.
Graham P. Jones (Hyndburn) (Lab)
Q
Graham P. Jones
Twizy—that is it. I notice even on the continent, particularly in urban areas, we are getting smaller and smaller electric vehicles and cars driving around. Is the legislation adequate for the type and size of electric vehicle that might come on to the market? What changes do you see, for example? How will an automated vehicle work when you add a trailer to it or make some other changes to it? The shape, size and form of vehicles is probably going to change, as you are well aware, so will the legislation be adequate for those vehicles to be on the road when they are automated—of course, when they are operated by an individual manually, there is a human choice—and the automation is making choices?
Steve Gooding: I will start with a very short answer, as the Chairman seeks, which is no. But that is because this is a very immature market. We do not even have the vehicles in the marketplace yet. Having also driven a Twizy, which is great fun, I think the construction and use standards, based on a mechanical testing of roadworthiness, should be sufficient for most of the concerns you are voicing, but they are certainly not sufficient for guaranteeing the roadworthiness of the autonomous software systems; you are going to need something new for that.
When it comes to the size of the vehicle, again, their crash-worthiness, for example, needs to be tested in the circumstances in which the vehicle will be used. Maybe then there will need to be something in addition either to prevent or constrain what other purposes—whether it be towing a trailer, a caravan or whatever—are appropriate for that vehicle.
Graham P. Jones
Q
Steve Gooding: I would say a similar thing as to Mr Efford: as a consumer, if I am being invited either to travel in one of these vehicles because it is the equivalent of private hire, or to buy one, I expect to buy something that has been certified as safe for the use to which it is going to be put. If it is inappropriate for me to hitch a trailer to it and use it in autonomous mode, that had better be made clear to me at the point when I buy it.
Mr Hayes
Q
Steve Nash: Absolutely, yes. There is probably more opportunity than threat from the new technologies. We are interested in ensuring that those skills develop in the right way. If you look at autonomous vehicles—I mentioned electric vehicles earlier—we only know as yet what manufacturers have said about their plans in the future. It may well be, for example, that when we get to level 5, or even level 4, a lot of those vehicles are not sold in the way that they are sold today. A new electric vehicle was launched a couple of weeks ago by a new brand called Polestar, which is owned by the same people who own Volvo. They say that the car will be sold on a subscription model, so it would remain within the possession of the manufacturer.
There is a lot of road to cover between now and then. Whoever is looking after those cars—I have already talked about electric cars, but when we get to autonomous cars as well—they will still have accidents. Things will drop on them and things will happen to them that are not caused by the car. When they are repaired, we have to be assured that they are repaired to a standard that returns them to exactly the same capability they had before the accident, which means we need people who are certifiably competent to do that. That is where we are interested in seeing some clarity.
We have cars with quite substantial autonomous capabilities already—Tesla is a good example—and I have seen second-hand examples of them that have gone beyond the dealer network. You have to wonder about the competence of the people who will work on that car—I am not saying that they are incompetent, but I do not know that they are competent. When someone next engages the autonomous capabilities of that car, will they do the things they are supposed to do? We cannot just leave that to chance. We have to be sure that there is some way of assuring ourselves about the people who work on them. This is not like the days when there was somebody who was “a bit handy”, as I think the phrase used to be, and you could give your car to them and they could look after it. This is a paradigm shift. We need to move with that and recognise that these cars, even though they have four wheels and look a bit like the cars that we have today, are entirely different. The skills base needs to be elevated to deal with them because they are an entirely different prospect.
Rosie Duffield (Canterbury) (Lab)
Q
Brian Madderson: The mandating of motorway service areas and large fuel retailers should be taken out at this stage because the market is just developing far too rapidly. We have even asked the Department for Transport what the definition of a large fuel retailer is, and it has said that it does not know yet and it will consult on that. Is it the size of the plot of a single one? Is it a multi-site organisation that might have filling stations all over the UK? Is it the amount of existing fossil fuel that a retailer is supplying? There is no definition, so I do not think it is reasonable or fair to mandate a large fuel retailer when you do not know what that is.
For similar reasons, I do not think that is fair and reasonable for motorway service areas either. There is just no money in it at the moment to justify huge investments, but there will be at some stage in the future and that is when the market will be able to say, “Let’s move on this now, and quickly too”. Hence my plea that the planning authorities are fully engaged to be able to allow effective planning applications as and when they are required for charge points.
Steve Gooding: Rather than changing something in the Bill, I think we would say that the powers—particularly in relation to electric vehicles—are drawn quite broadly. We would like to see how they are going to be used in succeeding regulations. We published some suggestions on how they might be crafted. There will obviously be some concerns—Brian’s perhaps first among them—about the implications for the operators of service areas, for local authorities and for householders. We would like to see the detail and to be confident—as I am sure we are—that the Department will get it right.
Brian Madderson: I would come back to that and say that the RAC’s report suggests that forecourts—filling stations, as they are at the moment—are probably one of the least best places to put a bank of charging points because of constrained space and alternative use, and because the few that we have today are all pretty busy selling diesel and petrol.
Steve Gooding: Apart from motorway service areas.
Craig Tracey (North Warwickshire) (Con)
Q
David Wong: Level 3.
Craig Tracey
Q
David Wong: In the first place, the limiting conditions are such that the vehicle can only operate under the traffic jam pilot functionality at 38 mph, so that is a relatively low speed. If the driver is required to take back control at that low speed, Audi has said that there will be a minimum period of 10 seconds for the hand back to take place at 38 mph. This is completely different from some of the things that may have been heard in the press, where people were saying, “Oh, at 70 mph there is a three to five second hand back, it’s impossible to do that.” It is perhaps impossible. Audi will have a minimum hand back period of 10 seconds at 38 mph.
If the driver still fails to react within those 10 seconds, then a minimum risk manoeuvre will be performed whereby the car will slow down and grind to a halt in the lane safely, flashing the emergency indicators and strapping the seatbelt tight across the driver. The driver might have passed out, or may have become incapacitated. That is the assumption. In the intervening period, there would be a series of warnings within those 10 seconds including visual, acoustic and eventually haptic warnings. So there will be lots of measures that Audi has in fact built in. In any case it is travelling at 38 mph, so it is perfectly possible for the car to gradually grind to a halt in the lane with those measures in place.
Steve Gooding: Some of us are entirely unpersuaded that level 3 makes any sense at all. I accept all of the reassurances set out by David, but you should consider for a moment the Department for Transport’s own research showing that you are much more likely to kill someone when travelling at 30 mph than at 20 mph. I wonder if, at 38 mph, the window being created by Audi in which its system can operate is going to be too narrow. I am not sure that I have ever seen a dual carriageway in an urban area that is free-flowing with clear signs in this country. I think, personally, that we ought to say that level 3 is something that we do not want.
Stephen Kerr (Stirling) (Con)
Q
David Wong: We are informed that the policy intent behind the Bill is to do with the new insurance framework —the single insurer model framework—to cover level 4 and above. Insofar as that is reflected in the spirit and letter of the Bill, then that is adequate because it is at level four that the human being is—technically speaking—out of the loop, to use engineering parlance. The human being has surrendered control to the vehicle. At anything below level 4, the human being is still technically responsible and in the loop. So for these purposes the Bill is adequate.
Stephen Kerr
Q
David Wong: From an industry perspective it is always helpful if the levels are spelled out very clearly in the Bill. Our understanding is that it is rather unhelpful to spell out levels.
Steve Gooding indicated dissent.
Stephen Kerr
You are shaking your head.
Steve Gooding: I would say that the definition in the Bill is adequate because of what David has said. It contemplates a world in which the vehicle can operate in autonomous mode without the driver being responsible. That is fine. It does not facilitate level three and that is fine too.
Sir Greg Knight (East Yorkshire) (Con)
Q
Brian Madderson: I have no problems with that.
Sir Greg Knight
Q
Brian Madderson: Yes. It is definitely a good idea. We do that all round—on autogas, diesel, petrol, super-unleaded or whatever it might be—at the present time. The price is displayed, and I think it is a fine idea to do that with electric charging as well. It must be said, however, that since April 2016, when some of the charging point providers moved to pay as you go, the demand on motorway service areas for those chargers has dropped by 50%.
Matt Western (Warwick and Leamington) (Lab)
Q
Brian Madderson: It is also about providing the carrot by way of funding. That is going to be the big spur to encourage firms, in a rapidly changing market, to take that investment decision and to ensure that such decisions are supported by their banks, lenders, shareholders and others. At the moment, you do not appear to be mandating hotels, leisure centres or workplaces, all of which are admirably fine locations for charging points; you just seem to be mandating motorway service areas and large fuel retailers, whatever that description means. We do not think that is fair, reasonable or necessary.
Sir Oliver Letwin
Q
“an automated vehicle when driving itself”,
applies only to level 4? Why does it not apply to level 3?
Steve Gooding: I am not a parliamentary draftsman, so I would have to be reassured about this, but to me “when driving itself” means that the driver of the vehicle is not legally responsible for the vehicle; the vehicle is driving itself. That is what I intended to convey.
The Chair
Thank you very much for your attendance today and for your answers. We are very grateful.
Examination of Witnesses
Marcus Stewart, Robert Evans and Suleman Alli gave evidence.
The Chair
Q
Robert Evans: I am Robert Evans. I am chief executive officer of Cenex and chair of the UK Electric Vehicle Supply Equipment Association.
Suleman Alli: Good afternoon. My name is Suleman Alli. I am director of strategy for UK Power Networks. We distribute electricity to 8.2 million homes and businesses in the east of England, London and the south-east.
Marcus Stewart: Hello. My name is Marcus Stewart. I am head of energy insights for National Grid. We are responsible for the balancing of the electricity and gas networks, and for managing all the energy across the UK.
Karl Turner
Q
Marcus Stewart: At the moment, the majority of people who own electric vehicles charge them at home, but there is a limit to how many houses have off-street parking. About 43% of properties do not have access to off-street parking, therefore other forms of charging facilities need to be available. They could be a mixture of charging types at destinations, workplaces, supermarkets, and so on.
From the evidence that we have gathered when we have talked to and interviewed people, key locations on the motorway and strategic network are seen as key enablers for the roll-out of electric vehicles and will help to remove some of the concerns around range anxiety which is seen as one of the main barriers to the take-up of electric vehicles at the moment. Charging and plus charging in particular at key locations across the country will facilitate the roll-out. If you do not have that, it is likely that the roll-out will be slower.
Suleman Alli: I support that. I would say that there is going to be a paradigm shift. It is a bit like when we used to get water from a well and we now get it from a tap in our home. In the same way, I do not think that petrol forecourts will be the only place where we will recharge our vehicles in the future. In our engagement with the marketplace, we are seeing major supermarkets looking at how they can offer fast charging to be a key differentiator for their customers. We are seeing hotels considering the same and local authorities looking to explore how on-street charging can be part of the solution. Based on the engagement we have done, I believe that it will be a much more diversified charging environment: it will not just be petrol forecourts.
Robert Evans: We have members who are very interested to install charge points at these locations. They see them as locations where there will be high utilisation rate and a good economic case for those charge points to be used. We are also talking here about an insurance policy—it is not a mandating per se. If the market does not deliver, the Act gives Government the ability to step in. It is not by definition a mandating until you pass additional legislation.
The members are very interested in installing in these locations, but they are other people’s land. Part of the issue here is the ability to encourage landowners to install charge points at their locations. In some cases it is a fuel supplier, in other cases it is one of the three main companies that operate motorway service areas. You have to recognise that there is a desire to install in those locations, but you cannot put your asset on someone else’s land.
Sir Oliver Letwin
Q
The Chair
We are now quorate. Sir Oliver Letwin asked a question, which you of course have remembered exactly, and you may now answer it.
Robert Evans: I think your question related to the aspect of there not being so many people with off-road parking, so how do you make provision available for them? Certainly in this city, in London, that is an issue. It is also an issue in many cities across the UK. The availability of charging infrastructure in supermarkets, shopping areas in market towns and leisure facilities is certainly helpful, but obviously if you do not have home parking you are at a disadvantage compared with other motorists. So it is partially self-selecting, in a way, but certainly in London and other locations if you have a certain amount of public infrastructure it will help those people who want to buy an EV to have one.
Sir Oliver Letwin
Q
Robert Evans: From our perspective, no, we have not. We know that UK Power Networks have done extensive study work in their projects, and we know from dialogue with Western Power Distribution that they have also looked at the same. Some of the councils here in London—for example, Hammersmith has a scheme that is looking to leverage the street lighting—
The Chair
Will you speak up a bit, please?
Robert Evans: Sorry. Hammersmith has a scheme that is looking to leverage the street lighting in order to provide charging for residents on the street. Part of that is largely around civil works and some of it is around the electrical works. The DNOs will be able to advise in these cases whether the low-voltage network needs reinforcing, but otherwise it is predominantly a matter of civils and equipment. Members are developing charge points, and have charge points, that can charge from street lighting, albeit that the power supply to that lighting is limited.
Sir Oliver Letwin
Q
Suleman Alli: Yes. It is very difficult to give you a definitive answer on the exact cost. The reason why it is so difficult to do that is that in order to come up with a cost, you have to understand the impact that it is going to have on the network. To understand the impact on the network, you have to understand when people are likely to charge, where they are likely to charge, the amount they are going to charge and the type of charger they are going to use. There are multiple permutations of that.
The only approach that we thought was appropriate to consider was to look at scenarios. Our peak demand across our three networks is around 15 GW. We think that up to 2030, when we might have between 1.2 million and 2 million vehicles, their peak demand could be between 2 GW and 5 GW—so between 10% and 30%. If you think of our track record over the last five years, we have connected 5 GW of distributed generation on our grid. That is equivalent to one and a half Hinkley Point Cs, without much fuss or bother. We have until about 2030 to work out how we are going to do this. My view would be that we are not complacent, but we are confident that we are going to come up with some solutions.
We think the Bill as it is currently presented provides us with a lot of help. In order for us to understand the impact, you need the visibility and the smart charging functionality. If you have the smart charging functionality combined with smart tariffs, you can start actually to deliver the infrastructure at lowest cost. I am sorry that I do not have an exact number for you. Anyway, if I did give you a number, it would 100% be wrong—but we are doing a lot of modelling and work to understand what the permutations are.
Sir Oliver Letwin
Q
Suleman Alli: That is a really exciting area of development at the moment. We are looking at it. As part of the Innovate UK funding, we are going to be supporting five EV trials, one of which is including a vehicle to be trialled with Nissan.
If you look at where distributed generation is connected in the UK today, it has mainly been at grid scale. A lot of our research on storage has been focused on grid-scale storage. We commissioned the largest battery in the UK at the time, 6 MW or 10 MWh, and we are very clear that storage can help peak shaving for the distribution networks at grid scale. We think that same concept can be applied to vehicles, but the trials need to take place for us to understand it fully. That is happening at the moment.
Sir Oliver Letwin
Q
Suleman Alli: I believe within the next 12 to 24 months. We are looking abroad as well at other countries to see how we can generate learnings from those trials. Certainly, in the next 24 months we will start to see concrete evidence that we could present.
Mr Hayes
Q
Robert Evans: Automated vehicles are not strictly my area of operation, so I find that that is something that I cannot strictly answer.
Marcus Stewart: In some of the work that we have done when we have projected forward and looked at various energy scenarios, we see automated vehicles as having an impact on total energy usage. More automated vehicles, and clarity around the question, will allow different business models to come forward. Car sharing is more likely as part of that, and that will reduce the overall demand on the energy system, but we believe that it is still quite a long way out—maybe 2030-plus—before we start seeing any significant impact from that.
Mr Hayes
Q
Robert Evans: Yes, absolutely. This is part of a process that the Government have played a key role in seeding—the introduction of charging in key locations and providing support to Plugged-in Places and now to the Go Ultra Low cities and others, to create exemplar projects and to encourage the roll-out of infrastructure. Making that infrastructure visible is a key part of reassuring people that owning an electric vehicle is a good thing. Being able to have a home charger, with support from the Government, that meets very high technical standards is also really important, so that people are not charging their electric vehicle from an extension cable or similar on a three-pin plug, which we would not advise.
The Government have played a very important part in dialogue with industry about the process of seeding. Now we are in a situation where we have more than 100,000 electric vehicles on the road, and the car industry is committing to introduce the vehicles, and so the roll-out of infrastructure is occurring largely with market forces, in the sense that businesses and locations are realising that they need to have charging as part of their offer. If it is a tourist destination, it wants to have electric vehicle drivers come to its location rather than another one, and so on.
We have good momentum, but it is still really important that where there is workplace charging, for example, we get conversion of people who work at that location because they see that there is charging that they could use, they start to think and then they buy electric vehicles. We thoroughly commend the Government’s workplace scheme, because we can see the catalytic effect that it is having.
Mr Hayes
Q
Robert Evans: Skills is one of those challenging areas where we have a plethora of schemes. I was told that there are currently about 220 different skills initiatives for the motor industry. The challenge is not necessarily to create another skills initiative, but to work out how best to blend the relevant content into existing initiatives. Certainly on the garage side of the motor industry, greater skills or a spreading of skills for mechanics and engineers in terms of them being familiar with and able to operate on electric vehicles would be helpful. There is a general skills shortage in the motor industry, and that is something that training and development at a local level can assist.
Iain Stewart (Milton Keynes South) (Con)
Q
Marcus Stewart: One of the key things that affects the impact on the grid is people charging their cars. Smart charging is absolutely key to mitigating that. I will give you some examples from the work that we have published. We published our “Future Energy Scenarios” report in July. In a high-growth scenario that aligns with the Government’s target to ban sales of diesel and petrol engines in 2040, we would expect to see around 9 million electric vehicles in 2030. That would add something like 17% to peak demand, which occurs on a Monday or Tuesday evening in the winter, if there was not smart charging. If there was smart charging and people responded to that through time of use tariffs or other incentives, that could be reduced to around 6%. How people charge and how they are incentivised to do it has a real impact.
At the moment, the technology exists—the charging posts that have been put in have that technology—and we support the measures in the Bill to ensure that all charging points have that capability, which would make a significant difference to how easily electric vehicles are accommodated by the network nationally and locally. Smart charging is absolutely key, and we support the approach in the Bill.
Iain Stewart
Q
Marcus Stewart: I believe that the industry, in terms of energy suppliers, will offer smart tariffs. We have already seen that; OVO has published a proposed smart tariff that will actually support vehicle-to-grid when that becomes available. The market is likely to respond. There are also changes in the electricity market around billing for half-hourly meter reconciliation, which will drive the supplier to optimise their portfolio and to offer similar types of tariff. The mechanisms are there to make that happen. At the moment there are only 100,000 to 120,000 electric vehicles, so there is a very small impact, but when we get to millions of cars, we need to have that smart charging capability. People in the market are seeing that opportunity already and want to participate in that. Having the framework and rules that facilitate that and mandate the technology and infrastructure will go a long way to facilitating that.
Robert Evans: I would just like to add that on the one hand I am very reassured by my colleague’s contribution, which recognises that this is a market opportunity and that we have members who are very keen to provide the charging technology and the market mechanisms that would allow a motorist to make their electric energy—their battery—available, so that they do not charge at night, but they can provide power back to the grid when it is needed and manage those smart services.
We are concerned about mandating a specific technology. There is a context around the Bill that says it will mandate a certain technology or approach. We would like to see a recognition of the need to create a market rather than have a situation where, for example, a DNO can effectively turn off charging for somebody because they feel that that is necessary under certain conditions without involving the motorist or without market mechanisms coming in in the first place. We are particularly keen that this paves the way for a market-based approach. We welcome variable tariffs and vehicle-to-grid technology and we see the storage of electric vehicles as exactly what you need in an energy system with a high element of intermittency, as we add more and more renewables. The storage element is going to be a lot more valuable and there need to be market mechanisms to unlock that, rather than a mandated approach that is purely a situation where someone can turn off as they choose to, without the motorist or business—
Alan Brown (Kilmarnock and Loudoun) (SNP)
Q
Marcus Stewart: We see smart charging for electric vehicles as a key starting point for that. You can get smart technology in your home today—smart thermostats, for example. Commercial premises have smart air conditioning and smart lighting that help to balance their load and can provide services back to the grid today. An electric car will be the biggest asset in the home that uses energy, unless you convert to heat as well, and that will have a big impact on the system. Making that smart at the start is the right thing to do.
Suleman Alli: It is a bit like the concept of offset mortgages in the financial services sector, where you pay your salary into an account and that offsets against the mortgage interest you pay. We are starting to see a new business model emerge where people say, “We can give you price certainty or reduced energy bills if you plug your vehicle in and allow us to provide services to the wider network operators or the system operators.”
I think the market will innovate and start to provide those services. We are already seeing that in the internet market, for example. Some of the trials we are doing will look exactly at that area. It is intuitive for us to think that if you have an electric vehicle you are going to go home and plug it in straightaway. The research that we have undertaken shows there is a diversity. When you have a large population of EVs, not everybody goes home and charges at the same time. In fact, we have seen about 30% of the impact materialise—of the capacity of charge that has been installed. There is an element of diversity that we incorporate into our planning that is based on evidence from the trials we have undertaken.
Alan Brown
Q
Marcus Stewart: I could talk about how we would do that. The primary reason to do it is to understand what network capacity expansions and reinforcements are needed on a national level. We will have different assumptions for different locations, where we have evidence. For example, there may be clustering in cities that we will make assumptions around. I imagine that the DNOs will look at similar things for their networks as well. We look at it on a spatial basis; it is not just a single-number basis.
Suleman Alli: What we are looking to do, particularly with electric vehicles, because there is a lot of data available out there, is try to apply much more advanced analytic techniques. For example, how can we marry up Land Registry data, which gives an indication of people who might have driveways, together with Acorn data about people who might be more able to buy an electric vehicle, together with data on charge points, in order to get a better and more granular view of our network? That is what we are doing at the moment to improve our planning.
Alan Brown
Q
Suleman Alli: Absolutely. I do not think we can ever say we are done.
The Chair
Thank you. We have a lengthening list, so let us have one question and one answer.
Stephen Kerr
Q
Robert Evans: There are standards. There has been a difference between a Japanese product coming to a Japanese standard versus a European product coming to a European standard. Charge points typically have several connectors to accommodate different vehicles. That has been the simple solution.
Stephen Kerr
Q
Robert Evans: I do not know that we in the UK can necessarily say that this is the charger that is required for the global motor industry to produce. In the past, the Office for Low Emission Vehicles has set grant funding regimes that encourage particular types of charger because they are better for safety and for the motorists’ general use. That is to be commended.
Stephen Kerr
Q
Robert Evans: At this stage I would say that was not necessary.
Scott Mann (North Cornwall) (Con)
Q
Marcus Stewart: The high voltage network does mirror parts of the motorway network, but not all of it. There will be locations where there is a clear opportunity to build a connection for high voltage to supply charging, and there will be other locations where it is just not that simple. It has to be looked at on a case-by-case basis. Some of the options around that are maybe connecting at a lower voltage tier but using onsite storage, so you are not taking too much stress from the grid in one go. You are managing exactly the same as a petrol station does today, where it fills up a tank of petrol under the ground and feeds it to the cars as they need it.
We have talked to different developers and people who are looking at those kinds of options, and we describe it as a sort of mosaic of different charging routes out there. One of them could be high voltage input, with 350 kV of charging, backed up with a megawatt-scale battery to minimise the connection to the grid and that impact.
Scott Mann
Q
Marcus Stewart: From a national grid point of view, my role is to balance the network and ensure that the energy is balanced. We have a transmission owner part that would own the high voltage network, and certainly the element up to a connection. Anything beyond the connection is available for third party competition. Any service provider could put that in. A deregulated version of the National Grid or another third party could put that in. Our primary role is the reinforcement element upstream to support that.
Mr Hayes
Q
Marcus Stewart: I think it would have some merits. I am not sure whether it needs to be mandated or not.
Mr Hayes
Q
Marcus Stewart: It certainly makes sense to look at where there is good capability on the local or national network, and to consider that in respect of good accessibility for people; for them to be able to come in, connect and charge up their cars. I would expect those to be offering the early take-up points. Effectively there would be a least cost route to getting fast charging points delivered, in particular. A number of parties would have to come together and look at those opportunities: the National Grid, local network operators, charge point owners, service station owners and people like that. That would make sense.
Matt Western
Q
Robert Evans: The answer is no. We are not doing enough.
Matt Western
Q
Robert Evans: Two different things. One is that the size of the power cables running into new developments is typically capped by the developer or by processes, so it is not built to add further capacity at later dates. That is what charging would require, so that is one part of the equation. The second part would involve effectively putting wiring in new homes in such a way as to ensure that a charge point could easily be added. We have repeatedly asked about this but been told that even putting a smoke alarm in some houses is too much for some developers. Any additional input in that area would be very welcome.
Matt Rodda (Reading East) (Lab)
Q
Suleman Alli: From our market, first we need to engage with people to talk about range anxiety. It is down to motor manufacturers to produce vehicles with a longer range. The second thing is availability of charging infrastructure. We have certainly seen an increase in activity from both TfL and local authorities in wanting to understand that more effectively, and we have done a lot of engagement with local authorities to demystify the process and explain what the costs are likely to be. The third thing is just the up-front cost—the capital cost—of buying a vehicle. There is no silver bullet; we would need to do a range of things to increase adoption.
Matt Rodda
Q
Suleman Alli: In urban areas, where people do not necessarily have a driveway and perhaps live in flats, they have to have provision of charge points on the street for on-the-go charging and destination charging—at railway stations, supermarkets and so on. In urban areas you would need to identify those locations—car parks and so on—that have the space to provide destination charging. In that case, it would probably have to be rapid charging to provide the charge that you would need.
Robert Evans: We would be very keen as an industry to work more closely with the DNOs for the roll-out of the charge points, but also the grid reinforcement needed to get charge points in strategic city locations. For example, London, with UK Power Networks, has provided support that has effectively created locations where the power is available for rapid chargers to be deployed. The same is happening in other Go Ultra Low cities. We would like to have a partnership approach whereby we could work with the DNOs in particular cities to make sure that we could get infrastructure in strategic locations. [Interruption.]
The Chair
Given that there is now a Division, I think we can let you go, because it would be unfair to keep you. We will start straightaway in 10 minutes with our new set of witnesses. Thank you.
The Chair
We are now quorate, so we can hear from Clive Efford, but first I should say to our witness, as I do not want to be rude, that perhaps you should introduce yourself.
Quentin Willson: I am Quentin Willson, motoring journalist and television presenter, who has been an electric car advocate for the last seven years. I advise and help OLEV and Go Ultra Low, promoting electric car use among the public. I have done 50,000 miles under the wheels of electric cars over the last seven years, and my day-to-day car is a Nissan Leaf.
Clive Efford
You certainly look good for having done 50,000 miles “under” the wheels.
Quentin Willson: Absolutely!
Clive Efford
Q
Quentin Willson: Enormously complicated. It is not my area of expertise, but the question I would ask is: can they co-exist peacefully? Can the connected and the unconnected in the UK’s very limited road space exist? Can those cars that drive themselves be allowed to co-exist with the cars that are driven by human beings? Will there necessarily be some friction during that period? I think that in the short to medium term, it is going to take some time.
Clive Efford
Q
Quentin Willson: I think we need to be very careful that we know exactly who is liable, because there will be quite a few accidents, whether it is the manufacturer, driver, network provider or road provider. It has to be established very early on.
Clive Efford
Q
Quentin Willson: Inevitably you will get a feeling of complacency, of reliance on the technology, and if there is an emergency situation or you leave the automated road system to the non-automated road system, you will have to have that moment of what we call extreme alertness. Consumers need to be trained for that and we need to be ready. If that is a legal transitional moment, where you take the wheel having been driven autonomously, that could be an issue as well.
Clive Efford
Q
Quentin Willson: I do not think that artificial intelligence will ever be trained to be able to make those moral decisions, and when we take a driving test we are not trained to make them either, so it is a difficult area to think we can resolve. Can we ever expect artificial intelligence in an automated car to make that split-second moral decision between the child in the pushchair or the old people in the Nissan Micra? I do not think we can. We are not trained to do that and we cannot. It is a split-second thing that happens and legislating for it would be enormously difficult.
Clive Efford
Q
Quentin Willson: I am not an expert on artificial intelligence in cars at the moment, but it will be, depending on the sensors, the object that has the least resistance.
Clive Efford
Q
Quentin Willson: It is driven, I guess, by the fact that there is a huge world of opportunity here and that is predicated on the fact that people do not like driving anymore—there is congestion, it is expensive and it is difficult—and on the rent economy, whereby you summon an automated car on your smartphone and it comes to your door. When you look at the research, that is very attractive to the public. The golden era of getting pleasure from driving cars has gone, and I say that with some regret, but it is a fact. There was a survey by Catapult in Milton Keynes which asked this question: if you were to replace your current car with an autonomous car—we are not going to tell you what it is or what it looks like—would you be prepared to change to that autonomous car? Some 58% said that they would change to the autonomous car without knowing what it was, simply because of the liberation of not having to make those decisions and sit impotently in snarling traffic. It is partly driven by commerce and partly by the public.
Alan Brown
Q
Quentin Willson: I sat before this Committee a year ago and was broadly optimistic about the short and medium-term future of electric cars. I think Michael Gove’s announcement in July, coupled with Sadiq Khan’s T-zones and ClientEarth’s relentless pushing on air quality issues, has terrified consumers. It has wiped probably £30 billion off the value of diesel cars. Lease companies are now looking at a collapse in the residual values of the cars that they lease to consumers on personal contract purchase. We are looking at a real issue in the short to medium term.
The consumer now feels that he or she cannot buy a diesel car; we have seen sales of diesel cars absolutely collapse over the last quarter. They are feeling, “Right, I’ve got to buy an electric car.” We need to manage their expectations. I am quite concerned that people who rely on one car as the family vehicle will go out and buy, like me, a second-hand Nissan Leaf for £10,000. That is great, but we must understand that those cars’ ranges are nowhere near viable for an everyday, use-it-all-the-time car. They are a wonderful urban solution, but long journeys—anything more than 100 miles—are really difficult. I came down here in an alternative car; I had to leave my Nissan Leaf at home, because getting here would have required three stops to charge.
It is about managing consumer expectations. Otherwise, this whole thing will go horribly wrong. The new Nissan Leaf, which I saw in Oslo last week on its launch, has a quoted official figure of 235 miles to one charge, but the Nissan engineers tell me that in reality, it is 175 miles for everyday driving. If you drive that car on the motorway at 70 mph, that will fall to about 130 or 140 miles. The technology of the lithium ion battery still has some considerable work to do.
Again, it is all predicated—the mass adoption of electrification in the short to medium term—on having better battery density, maybe of alternative materials such as graphene, and a very robust charging infrastructure network. I am not talking about on-street chargers; I am talking about charging hubs like petrol stations, with 20 rapid chargers that can charge 20 cars in 40 minutes. That is the only way that mainstream consumers will be able to do any form of distance. They are wonderful for town work, but if you are doing more than 100 miles, you are still compromised.
Alan Brown
Q
Quentin Willson: I would rather spend that money on the NHS. Here is an irony: we talk constantly about air quality, but in the MOT, there is no proper smoke test, although it is called a smoke test. The particulates come out the back, and the MOT examiner will fail the car if it loses rearward visibility. If you cannot see out the back when the car is accelerating, it fails. That is why you see all these cars puffing out black particulates. If we stiffened up the MOT with a proper particulate test and then automatically scrapped these cars, a lot of which are old and worn out and pollute much more than we realise, we would not have to finance a scrappage scheme. Consumers would realise, “This car is knackered; it’s got to go anyway.” But at the moment, there is no mandate against either petrol or diesel cars that really pollute.
Again, on the air quality debate, I am not sure that we will solve urban air quality with electrification alone. Even though we get massive amounts of people driving electric cars in cities, we still have 30% of particulate and NOx from industrial combustion, 20% from domestic combustion, 14% from ground machinery such as diggers, trucks, dumpers and cranes—these are London Assembly figures—5% from HGVs, 8% from vans and 9% from buses. We do not know the contributions from aviation and shipping. Certainly in London, with 20 million tonnes of stuff coming in on the Thames tidal, the fact that that is not even quantified worries me greatly. We do not want the unintended consequences of this not to affect air quality significantly and, in the meantime, blow the GDP of a generation while doing it. That is my worry. The fact that we do not know enough about this, and that it is being pushed and pushed and terrifying consumers, is of great concern to me.
Rosie Duffield
Q
Quentin Willson: That group of car enthusiasts is quite small now. It is a very small percentage of the market. Most of us just see the grim business of getting from A to B as a necessity. As I said earlier, the idea of the open road with your Porsche 911 is a golden age that has passed. The Tesla P100D is the fastest accelerating car in the world. It does nought to 60 in 2.4 seconds. It is faster than a Ferrari, which is great. But in terms of mainstream electric cars, I think it will be a while before your hardcore car enthusiast really likes them. We have a big Clarksonesque blockage here—he does not like electric cars or the people who drive them—but I think he is an irrelevance and so are those car enthusiasts.
Our concern should be mainstream consumers who have to get to work, to school, to the shops and to hospitals. We have to make it easy, effective and inexpensive for them but also give them that range. Until we get rid of range anxiety through better infrastructure and battery technology, that will not happen. What will happen is that they will buy hybrids that will do 20 or 30 miles on electric but the rest on petrol. That does not really solve the problem, does it? The people in the Mitsubishi Outlanders who hog all the charging stations will do maybe 20 miles on electricity and the rest on petrol. Again, that is something we need to manage. We need to look at the far reaching, perhaps unintended, consequences of the decisions that we are making now.
Mr Hayes
Q
Quentin Willson: I agree. The older classic cars are a tiny proportion and their emissions are a raindrop echoing in an ocean because they are used so seldom—some for only 200 miles a year. We should not worry about them.
Mass electrification is coming, but until I see a step change in battery technology, we will not be able to give consumers the beatific vision of 300 to 350 miles to one 40-minute charge. Will that come by 2040? I do not know. You have heard from the car manufacturers. Will we be able to accelerate that technology? It is good that the Secretary of State for Environment, Food and Rural Affairs has given the 2040 cut-off date, because up to now they have broadly been compliance cars made to keep emissions down for EU regulations. Manufacturers will be throwing everything they can at developing batteries, but someone like Jaguar Land Rover does not really have any electric product at all, and Mini has only just scrambled together one electric Mini that does not have a brilliant range. They have a lot of work to do to get to that level. It has taken us 100 years to get to the efficiency of the combustion engine as we have it now. I know innovation is not linear and it will start to climb up, but we need to understand that if we do not give consumers that 300 to 350 mile range, it is going to be very difficult. You see Teslas strolling down the motorways, because they do 250 miles to one charge. That is great, but you never see a Nissan Leaf—think about it.
Mr Hayes
Q
Quentin Willson: Completely. We have a lot more consumer awareness to do. I will be doing events with a shopping centre group across the country where we have consumers coming and they have test drives of all these electric cars, plus everything you ever wanted to know about electric cars but never dared to ask, on stage. Go Ultra Low and OLEV do great work; I think we could do even more, but we could also incentivise universities to come up with technology. Danny Alexander and I talked about a battery prize of £10 million. Let us make it £50 million for the real world-class development of a battery that is lightweight and not dependent on rare earth metals. Half the cobalt in the world is in the Democratic Republic of Congo—that terrifies me.
If you can come up with the technology that creates this new, wonderful, miracle battery, then we lead the world and a lot of these problems just disappear, but we need to accelerate that process. The two things—the infrastructure and the battery technology—really need to run, because at the moment we are running too fast with this, because the technology is lagging behind. It is absolutely laudable that we do what we do and put the legislation in place and prepare consumers, but we have to make sure that that technology can support long journeys.
I am afraid you cannot expect consumers just to charge at home at night. They cannot do it. They will want to make journeys. This morning I got into my Nissan Leaf; I had 80 miles on the charge after an overnight charge. It was cold, so I had to defrost the windscreen and put the heater on. I took my daughter to school. The charge went down to 55 miles. If I wanted to go anywhere else, I would have to stop at the end of the 55 miles and charge for 40 minutes, if I could find a rapid charger. If I could not, I would have to do two or three hours. Realistically, we cannot expect consumers to do this in the short to medium term.
The Chair
Thank you very much for your evidence, Mr Willson. As the owner of a beloved 25 year-old BMW, I am grateful that classic cars have a future. Sir Greg Knight will be even more grateful as he is the owner of several vintage cars.
Examination of Witnesses
Denis Naberezhnykh and Stan Boland gave evidence.
The Chair
Welcome. Would you like to introduce yourselves, please?
Stan Boland: I am Stan Boland. I am the CEO of a start-up company called FiveAI. We are building a driverless car system, which we hope to trial in London by the end of 2019.
Denis Naberezhnykh: My name is Denis Naberezhnykh. I am head of ultra low emission vehicles and energy at the Transport Research Laboratory. We work with industry and Government to help to introduce new technologies such as electric and automated vehicles.
Karl Turner
Q
Stan Boland: Safety is the start and finish of whether we can bring these cars on to the streets. A huge amount of attention will be focused on making these vehicles safe, in our case, for use in urban environments, where we will have all sorts of obstacles and agents with all sorts of different behaviours. That really centres on having systems that are able to perceive what is in the scene accurately in 360° and three dimensions and classify what those objects are.
This also talks to predicting what will happen next. We actually have to predict human behaviour, and we have to learn what those behaviours might be ahead of time. Our vehicles will certainly have to be state of the art for perception, but they will also have to be very good at predicting human behaviours. In the case where we identify an object and can tell, just like a human can, that this person, cyclist or whatever it turns out to be has a certain type of behaviour, we will have learnt those ahead of time, and if we are not sure, we will have to propagate that uncertainty through our software and slow down.
The behaviour of these vehicles will be slightly different to that of human drivers, but it will be possible to attain the levels of human safety, and in the long term surpass them, by applying technology. Our systems can pay attention in 360° all the time, and that makes it a bit different to human drivers.
Clive Efford
Q
Stan Boland: We are kind of hoping that we can operate at normal driving speeds. To be able to do that, it is important that we can predict behaviours. We cannot have a system that is collision-avoidance only, because that would result in frozen robots all over the city and would make congestion worse. What we humans do is anticipate human action. We actually run more than one world in our heads, and are constantly looking to see whether that world is turning into reality or some other world is going to happen. That allows us to merge on to full lanes of traffic, for instance. We cannot just have a system that is collision-avoidance only, because we would make traffic worse. The idea is that we are operating in normal streets with normal road signs at normal road speeds and obtaining and exceeding human levels of safety.
Clive Efford
Q
Stan Boland: At that point it is a trial, so there is a safety driver in the car. The safety driver is able to take control of the vehicle immediately.
Clive Efford
Q
Stan Boland: Yes. The safety driver has to be there, literally able to take control of the car instantly.
Clive Efford
Q
Stan Boland: You are describing what is called level 3 autonomy, which is a system where the car is under automated control and then there is a warning to give a human driver time—there is a debate about what that warning time should be—and then the human is meant to take over. We think that system is intrinsically unsafe. It is much better if either the human is in control or the system is in control—that is a fully automated, level 4 or level 5 system. We are building a system where the cognitive capability of the car is in control, but for the purpose of testing, until it is actually legal to offer that service, there will always be a driver in the car who can take over instantly.
Clive Efford
Q
Stan Boland: While we are testing it. We are talking about a period when we are testing the capability of the vehicle in our existing cities. It is level 4—a highly automated or fully autonomous system—but for the period between now and a regulatory capability of doing this and, moreover, underwriting the risk of it, we have to have a driver in the car to take over.
Clive Efford
Q
Stan Boland: As long as there is a safety driver who can take over the car. That is not the same as somebody watching a Harry Potter movie while the car is self-driving. We are talking about a qualified driver who is paying full attention to the road scene all the time and can take over.
Sir Oliver Letwin
Q
Stan Boland: No, that would be a definition of level 5 in our parlance: something that could literally drive anywhere on the planet and be able to work out what every object was, what the semantics of every scene was, and the human behaviour in that part of the world, so we are definitely not saying that.
Sir Oliver Letwin
Q
Stan Boland: No, I think it would stop in that case. In the behavioural model, we were able to bring up a system that works in a defined geography and in defined driving conditions, but if one day the place is completely wiped out with snow, we probably would not drive on that day. Our business model is to deliver a service. It is a service model.
Sir Oliver Letwin
Q
Stan Boland: No, that is not the model at all. First, you would not buy one of these cars. This is a shared form of mobility that is offered in cities. You would not buy it because the sensors and the compute you have to put in that car make that prohibitively expensive. It adds some £30,000 to the car.
Sir Oliver Letwin
Q
Stan Boland: City-only vehicles.
Sir Oliver Letwin
Q
Stan Boland: Probably all days of the year, but there may be times when humans probably should not be driving, frankly. In those conditions our vehicles would not stop just like that, because that would be unsafe, but they would be able to be carefully brought to a slowdown to stop safely.
Sir Oliver Letwin
Q
Stan Boland: If you like, yes. We think there will in any case be remote supervision so that it would be possible for a control centre to be able to monitor any cars that are stopped and then perhaps carefully move them to some other place. We are expecting a remote control room with perhaps one per 30 cars or something that would be able to take over and carefully manage the car. We are also expecting the cars to have a limp-home system, so if there is a catastrophic failure there would be a limited amount of capability where the vehicles could—at quite a low speed and with warnings—find their way back to a service centre.
Mr Hayes
Q
There is another view that we may go straight to a kind of autonomous vehicle. Indeed I have looked at some of the R and D on that. As you may know, there is an entirely autonomous vehicle at Greenwich supported by Greenwich council, with some Government funding too. That is a vehicle that travels on a straight run of road that is entirely autonomous. You get into it, and it does what it says on the tin. Which of the two scenarios is the most likely, in your view? Or are they most likely to develop in parallel?
Stan Boland: They are developing in parallel today, so I think that is the state of affairs. The first of those can be characterised as the view of the German car industry, which is that these things will happen, but in 2035 or 2040. In the meantime we can just keep adding these features, keep selling people more features, and keep selling cars that people buy. However, I think the world was really shaken up by the challenges we saw in the 2000s and the emergency of Google cars and so on, as well as the idea that it was within touching distance for science to deliver fully autonomous capability in a relatively meaningful timeframe.
That really is the difference between level 2 and level 3 autonomy and what is really a huge jump to level 4 and level 5. Our entire business is predicated on level 4 and level 5 being the dominant model. We think that that is the dominant model for getting to a situation of safety in an urban environment. Significant amounts of algorithms, computer models, training data and sensors are involved in achieving this, which will considerably increase the cost of the car. We estimate that getting the car to human levels of safety will add a further £30,000 to £40,000 to its cost. That is not a car that people buy. That is definitely a service, and if it is a service then it is fully autonomous.
Mr Hayes
Q
Stan Boland: It is impossible to test all of that in the real world, and it would not be safe to do so. It has to be done as a simulation, which is the key to getting to the point where we have safe systems that can operate in our cities. We have to be able to simulate all the sensors on the car and all the different failure modes and so on. We have to simulate all the cases where our predicted models break down, or where somebody in the distance who is wearing a green pullover against a green wall with a reflective window near it cannot, for whatever reason, be seen in our systems. We have to be able to simulate those kinds of things—perception failures. We also have to simulate the extent to which we may not be able to predict human behaviours. We may never have seen a particular behavioural type before, and it may be dissimilar to anything we have seen before.
We have to do all that in simulations, so the money is invested in creating a simulated world that may be like the whole of London, photo-accurate for example, and it may be that we create generative models that allow us to create every angle of a road—instead of 43 degrees, it is 44, 45 or 46. Instead of five objects, there are six; instead of a certain kind of road markings, they are slightly different. We can basically generate all that in simulations, so we can drive potentially billions of miles in simulation ahead of that software actually going in a vehicle and being sent out on the road. That is the way we can really assure the safety of those vehicles—a heavy investment in simulation. It turns out that the UK is good at that. The UK is good at artificial intelligence, gaming and simulation, so we are in a good position to do that.
Mr Hayes
Q
Stan Boland: Exactly. We will find real cases in the real world which we will codify. We are working with TRL to do that, to deliver a curated set of regression test cases.
Mr Hayes
Q
The Chair
We will have to have Ministers with proper skills in future too. Sorry, Mr Boland, please answer the question—that was just a facetious remark. This must be the last answer, because we might have multiple Divisions.
Stan Boland: We definitely need more software engineers as a nation anyway, so we are probably not ready for any of this in terms of the total number of skills that we need to go alongside companies the size of Silicon Valley companies, but I think there is a kind of rarity about what—[Interruption.]
The Chair
Order. Thank you. I apologise, but we have been interrupted.
Ordered, That further consideration be now adjourned. —(Andrew Stephenson.)
Automated and Electric Vehicles Bill (Third sitting)
Thursday 2nd November 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 2 November 2017 - (2 Nov 2017)
The Committee divided: - Ayes: 6 / Noes: 9 - Question accordingly negatived.
The Chair
I will say a few words before we start. Obviously, everybody should turn off their mobile phones and devices. The selection list for today is available in the room and on the Bill’s webpage. It shows how the selected amendments have been grouped for debate. Amendments grouped together generally deal with the same or similar issues. The Member who has put their name to the lead amendment in a group is called first; other Members are then free to catch my eye if they want to speak on all or any of the amendments within that group. A Member may speak more than once in a single debate.
At the end of the debate on a group of amendments, I shall call the Member who moved the lead amendment again. Before they sit down, they will need to indicate whether they wish to withdraw the amendment or seek a Division. If any Member wishes to press any other amendment or new clause in a group to a vote, they need to let me know.
I shall work on the assumption that the Minister wishes the Committee to reach a decision on all Government amendments if any are tabled. Please note that decisions on amendments take place not in the order that they are debated but in the order they appear on the amendment paper. In other words, debate occurs according to the selection list; decisions are taken when we come to the clause affected by the amendment. I shall use my discretion to decide whether to allow a separate stand part debate on individual clauses and schedules following the debates on the relevant amendments. I hope that this explanation is helpful.
Clause 1
Listing of automated vehicles by the Secretary of State
Karl Turner (Kingston upon Hull East) (Lab)
I beg to move amendment 1, in clause 1, page 1, line 10, at end insert—
“(1A) The Secretary of State must consult on and publish the criteria that they will use to determine whether, in their opinion, a motor vehicle is designed or adapted to be capable, in at least some circumstances or situations, of safely driving itself without having to be monitored by an individual.
(1B) The Secretary of State may not change the criteria without consulting vehicle manufacturers, insurers and other such persons as the Secretary of State considers appropriate.”
This amendment requires the Government to consult on and publish criteria for the definition of “automated vehicles” that will be used by the Secretary of State.
The Chair
With this it will be convenient to discuss the following: amendment 8, in clause 1, page 1, line 10, at end insert—
“(1A) The Secretary of State may only add a vehicle to the list if the Secretary of State is satisfied that the vehicle’s software has been approved for safe use on roads or in other public places in Great Britain.”
This amendment would ensure that vehicles cannot be listed as automated vehicles by the Secretary of State unless he or she is satisfied that the vehicle’s software has been through an approval process (see NC11).
New clause 11—Approval of automated vehicle software—
“(1) The Secretary of State must set out in regulations a system for approving automated vehicle software.
(2) These regulations must, in particular, make provision for—
(a) the criteria to be used in the approval process to determine whether automated vehicle software is safe for use on roads or other public places in Great Britain, including, but not limited to the way in which the vehicle is programmed to—
(i) deal with moral judgements, and
(ii) transition between driving itself and being driven by a person.
(b) the process by which manufacturers of automated vehicles may apply for software approval, including, but not limited to, any inspection and testing that the vehicle may be required to undergo, and
(c) the process by which manufacturers of automated vehicles may appeal if their software is not approved.
(3) In this section, a “moral judgement” refers to any situation where an automated vehicle has, and makes, a choice of action during an accident while the vehicle is driving itself.
(4) In this section and section 2, the definition of transition of an automated vehicle “between driving itself and being driven by a person” may be set out by the Secretary of State in regulations.
(5) Where a statutory instrument contains the first regulations made under this section, the instrument may not be made unless a draft of it has been laid before Parliament and approved by a resolution of each House.
(6) A statutory instrument containing regulation under this section, that is not the first such regulation made under this section, is subject to annulment in pursuance of a resolution of either House of Parliament.”
This new clause would require the Government to establish a system for approving automated vehicle software. The approval process would include an opportunity for manufacturers to appeal against a failed approval process. Criteria for approval would include consideration of the way in which the vehicle was programmed to deal with moral judgements.
Karl Turner
It is always an absolute pleasure to serve under your chairmanship, Sir Edward. I am grateful for the opportunity to speak to the Bill generally and to the amendments tabled in my name, to which I will come shortly.
This is an exciting opportunity for the Committee to speak about the potential to liberate many people currently excluded from access to rural transport. The Bill also provides opportunities to improve personal transport arrangements, as well as air quality, which is crucial given the dire state of the environment and its impact on health. I begin by thanking the Minister personally for his collegiate approach to the Bill, and for his co-operation and assistance in the preparation for this sitting. He even allowed my staff access to his officials. It is genuinely appreciated.
Amendment 1 would improve the Bill, and I know that the Minister is intent on improving it. It would require the Government to consult on and publish criteria for the definition of “automated vehicles” that the Secretary of State will use. As the Committee can see, clause 1 as currently drafted puts the onus on the Secretary of State to define, in his or her opinion, what constitutes an automated vehicle, without having to consult the sector. In my view, the Bill would be vastly improved by a requirement to consult on and publish the criteria by which “automated vehicles” will be defined.
Secondly, the amendment would prevent the Secretary of State from changing the criteria without consulting vehicle manufacturers, insurers and other such persons as the Secretary of State considers appropriate. We ask for that consultation and publication of the criteria because it is crucial that manufacturers, vehicle owners and insurers know them, whether they are making, buying, warning about or insuring an automated vehicle, and whether the scope of the legislation applies to their vehicle. In the evidence session, the insurance industry welcomed the Government taking on the responsibility of saying what is an automated vehicle, but we are still concerned that the Bill as drafted leaves the Secretary of State with total discretion on what is an automated vehicle. We therefore tabled the amendment to provide greater clarity and to help the Government by ensuring that the relevant persons and organisations will be sufficiently involved, to inform the Secretary of State’s list of automated vehicles.
The Opposition believe that the additional clarity provided by the amendment would help to create a more reassuring environment and to encourage the development and uptake of automated vehicles. As I said, the amendment would also prevent the Secretary of State from changing the criteria without further consultation, and guarantee that the criteria used will be up to date and as practical as possible in a very fast-moving sector. We have rehearsed these matters previously so I do not want keep the Committee on this point for too long.
I have had the opportunity to look at Hansard; in the Committee for the Vehicle Technology and Aviation Bill, the Minister promised to go away, think about it and amend the Bill appropriately to tighten the definition, but that does not seem to have happened. I do not mean to criticise the Minister personally, but the Government have had six months to think about that. The only change that I can see is in clause 1(b) but that is just semantic. We intend to press the amendment to a Division.
Clive Efford (Eltham) (Lab)
It is a pleasure to serve under your chairmanship once again, Sir Edward. I have had a number of informal chats with the Minister as we have bumped into each other while wandering around the House. I appreciate his approach to the Bill. My amendments are genuinely to try to probe the area, which I find fascinating, of the interaction between artificial intelligence and human behaviour. Nowhere more than in our transport systems will this become more prevalent over the coming years. My amendments are to probe the areas where I think that that comes into sharp focus.
When we boil it down, we are legislating for vehicles that are driven by computer software, as we heard in the evidence. We heard from the witnesses on Tuesday that we are legislating exclusively for tier 4 and tier 5 of the five tiers. The tiers start with driver-assisted systems such as braking, steering and parking, through to automated vehicles that can switch between being driven by a human and by software at tier 3, which overlaps into tier 4, and to tier 5, which is purely automated vehicles. The legislation really challenges us as legislators, because by simplifying the insurance system we are being asked to enable our roads to become laboratories to sharpen that technology. We heard clearly in the evidence that there were different attitudes to what is taking place. When asked about tier 5 technology, Mr Wong, from the Society of Motor Manufacturers and Traders, said:
“As to when those level 5 vehicles without steering wheels are capable of performing end-to-end journeys—from my house in the village to my office in the city—that is anybody’s guess. That will probably be some time in the 2030s. It is quite complex.”––[Official Report, Automated and Electric Vehicles Public Bill Committee, 31 October 2017; c. 43, Q98.]
However, we then heard from Mr Boland of Five AI, who told us that automated vehicles would be on our roads in 2019, albeit in an experimental fashion.
This is a big challenge for us. We need to consider the software in great detail, and the Secretary of State needs to be given the power to set and oversee certain standards. Mr Wong referred to the report written by the Ethics Commission on Automated Driving for the German Federal Ministry of Transport and Digital Infrastructure. I am a bit of an anorak, so I have started reading that report, although I have not got through all of it in the last 48 hours. It makes fascinating reading. The commission’s approach is that the technology is there to improve safety, whereas our attitude seems to be that it is a technological advance to help industry, and that improving safety and social inclusion will be a by-product a long way down the line.
The operation of the software raises some ethical issues. I asked the witnesses about how the software would perform and take decisions when an accident is imminent. For instance, imagine a four-year-old toddler walking in front of a vehicle that cannot stop to prevent a collision. To the left is oncoming traffic, with the risk of a head-on collision; to the right are perfectly innocent bystanders on the pavement or at the bus stop—those are the vehicle’s options. Mr Wong noted that this was the “classic trolley problem” referred to in the German ethics commission’s report. The commission’s conclusion was that it is simple to make a decision when the choice is between property damage and human injury, but when the choice is between different types of injury to different road users or innocent pedestrians who are not part of the scenario, we move into a completely new area of morals and ethics. We have to be prepared for that; these situations will take place on our streets, and we need to legislate for them. We should give ourselves the opportunity to oversee this software before it is allowed on the streets. Amendment 8 would give the Secretary of State power over the software’s approval, and new clause 11 would set out the approval criteria.
Sir Greg Knight (East Yorkshire) (Con)
Does not clause 1(1) already cover what amendment 8 seeks to achieve? Paragraph (b) requires that the Secretary of State be satisfied that vehicles are
“designed or adapted to be capable, in at least some circumstances or situations, of safely driving themselves.”
In making that decision, surely the Secretary of State would take into account the nature of the software.
Clive Efford
We would hope so. In the general terms in which the Bill is drafted, that is quite possible. Amendment 8 is a probing amendment, and I will not press it to a vote, but this is an area that as legislators we need to scrutinise. The software is key. That is what will be making the decisions and that is what will be driving the vehicle.
We seem to have started this discussion in terms of this being a mechanical problem about how to develop a piece of technology that can read all the different scenarios on our roads and react accordingly, but looking at the research—vehicles’ different speeds, any delay in the transition between a driver and an automated vehicle—an awful lot of the issue around the software is not referred to in the Bill. I am attempting to draw attention to that and to put in the Bill that it is the crucial area of the technology and we should pay attention to it.
Sir Oliver Letwin (West Dorset) (Con)
Before I launch into the subject, Sir Edward, may I seek your guidance on a question of procedure? I want to make some points that I wish to bring to the Minister’s attention. They relate to the amendments, but more precisely to the clause. Shall I make those points in the stand part debate or now?
The Chair
No—if they relate to the amendments, make the points now. If the right hon. Gentleman speaks out of order I will call him to order.
Sir Oliver Letwin
Thank you, Sir Edward.
As the Minister knows, two specific issues in the Bill concern me and led me to seek to be part of the Committee. One relates to the question of the strict liability of insurers when the vehicle is operating automatically, which of course relates to the software and its safety—the subject of this group of amendments. I have suggested to the Minister two possible approaches to resolving that problem, which was exposed in our evidence sessions. One of those relates to clause 1(1) and would probably require a somewhat different amendment from those that have been tabled, albeit broadly of the same kind. Let me first explain the problem and then try to suggest the solution.
We established clearly from the insurance industry representatives we questioned that, as the Bill is currently drafted, strict liability will attach to the car rather than to an individual, which is an entirely new phenomenon in insurance law. Let us suppose that there is not a fundamental legal problem with strict liability attaching to the insurer of a car. I make that assumption, although I do not necessarily think that it is a safe one; that may be explored further in the other place by lawyers with much deeper acquaintance with insurance law than I claim to have.
Supposing that that is a feasible arrangement, we then face the question: at what point should that strict liability clock in? That would not be a material question if the machine was never driven by a human being but was driven only by the machine itself. As the hon. Member for Eltham pointed out, that was raised during the evidence session by the rather enterprising group that will create service operations on London’s streets out of what are, in effect, level 5 vehicles way ahead of the schedule that other witnesses suggested would apply. Such vehicles clearly will never have a human being driving them; they will be automated objects that human beings will get into. As it is currently drafted, the Bill will therefore create a strict liability for the insurers. On the happy assumption that that will work legally, insurers will insure those vehicles, they will discover whether that is a very expensive proposition and that will get built into the service price. I am not worried about that from a legislative point of view.
However, I think that the Minister would agree, as all our witnesses seemed to, that it is extremely likely that, in parallel with that rapid roll-out of highly automated level 5 items, for perhaps many millions of motorists there will be a gradual progression—not necessarily strictly demarcated as level 3, level 4 and so on—from vehicles that are largely driven by a driver but somewhat assisted by the machine, to vehicles that are driven by the machine under more and more circumstances but are sometimes driven by the driver.
I certainly do not think that we should legislate on the assumption that we know what the future will look like, but it is highly likely that there will be a stage at which there are vehicles that, for example, are well designed to operate on motorways on an automated basis. The nation may benefit hugely from them operating in that way, because it is safer and allows much shorter distances between vehicles and therefore much more intensive use of motorways, which diminishes capital investment in the motorway system, improves safety and prevents the environmental damage that building more motorways would occasion, so that may well in fact become compulsory at some point. However, those very same vehicles may be ill-designed to deal with country roads, city roads or other kinds of road, so they may well have a function that enables them to be switched back and forth between automated driving and being driven by the driver.
We heard rather different things from witnesses about that switchover. To tell the truth, I think that that is because nobody really knows how it is going to operate. The history of technology is littered with prophecies from experts about how future technologies will operate that have proved to be false, so the Committee would be wise to assume that we do not know, and will not know when legislating, how exactly the switchover between driver and automated vehicle will occur.
Mr Wong suggested in an evidence session that the vehicle itself will offer up to the driver the opportunity to switch over to automation in circumstances in which the vehicle is sufficiently intelligent to know that it is safe for it to take over the driving, and that it will never otherwise offer up that opportunity. It is perfectly sensible that if the vehicle offers itself to the driver to take over operation, and if the driver allows it to take over operation, the vehicle becomes the driver, and the strict liability of the insurer attaches to the vehicle and not any longer to the person. That would be fine.
However, if, as some other witnesses seemed to think was the case, it is the driver who will, at least in some circumstances, make the decision of whether to switch over to automated use, this becomes a highly material question: has the driver made that decision in a reasonable and sensible fashion? The reason is that if the driver has not made the decision in a sensible and reasonable fashion, and if the insurer of the vehicle is nevertheless bound to have strict liability for the vehicle taking over the action, insurers could be faced with enormous bills in circumstances in which what they were actually doing was facing a bad decision by a person whom they had never insured; they had insured the vehicle and not the person. That is the problem we need to address, which brings me to the question of clause 1(1).
The Minister for Transport Legislation and Maritime (Mr John Hayes)
I am delighted that my right hon. Friend has looked into these matters with typical assiduity. I am also delighted to serve under your chairmanship, Sir Edward. I briefly say that, as I have risen for the first time. I know that your sagacity in the Chair will match the warmth of your friendship and the generosity of your home, which you have offered me just this week at a dinner party. Anyway, let us leave that to one side.
Mr Hayes
I like dancing on the head of pins—I think it is an appealing thing to do—but we must be careful to avoid it in this Committee, because time does not permit it, many hon. Members want to contribute and there is a slight risk from doing so in this case. I will make this argument as quickly as I can. The key issue about an event that took place while the vehicle was in autonomous mode is not the point at which it went into autonomous mode, but the events at the point at which the incident occurred. If we can be very clear that the vehicle was being driven autonomously at the time of an incident or accident, that becomes the salient issue, rather than what might have happened five minutes or half an hour before, when the driver switched it to autonomous mode, because of course the circumstances of its being autonomous will then become absolutely clear, and at that point the liability is not in question.
I take the point that whether the vehicle should have been in autonomous mode may be material and I shall explore that more when I respond to the debate, but I think that it is what happens at the point of the accident that is of greatest concern. I just put that to my right hon. Friend the Member for West Dorset for further consideration.
Sir Oliver Letwin
I have considered that and I think that is the assumption. My right hon. Friend has well exposed the logic that underlies the current drafting, and it is in error, in my view, because although of course the material moment is the moment of the hypothetical accident, the cause of the accident is the material question from the point of view of the operation of our insurance system, and if the cause of the accident was a bad decision by the person, there is an illogic that will eventually undo all the good we are trying to do if nevertheless the insurer of the vehicle has strict liability. The fact that it may have been five, 20 or 55 minutes before the accident that the person handed over control to the vehicle is irrelevant if the basis on which the person handed over control was wrong and the person made the wrong decision. It seems to me that the question we need to address is this: is it possible that the person should have made such a wrong decision, or have we eliminated that possibility? That is what I want to get on to, because that is where clause 1(1)(b) needs to have a (c).
Sir Greg Knight
Is it not highly likely that this sophisticated vehicle will prevent the driver from seeking to put the vehicle in automated mode if it is unsafe to do so? It will reject the request.
Sir Oliver Letwin
I am grateful to my right hon. Friend for asking that question because it leads me to exactly the point I want to raise in relation to 1(1)(a), (b), and, as I think it may need to be, (c).
Sir Oliver Letwin
I will give way, of course, in a moment.
Such a course of action is fine and would solve the problem that I have advanced, because the Minister or Secretary of State, or an expert acting on his or her behalf, would have verified in advance that the machine was capable of taking over and would take over only under safe circumstances. Before I give way to the Minister, I want to point out that that is using the law to limit the technology, and the history of the approach to that in our country’s legislation has been very bad. I will not go into all the history, but I am happy to write the Minister a memorandum about it if he wants. I once wrote an article about this. There is a very long history of Parliament trying to prejudge the technology, legislating on the assumption that it will be only that technology, mandating therefore only that technology, and discovering that there is not any of it and that people elsewhere are manufacturing things that we do not get because they do not fit our legal system. It is not the route I recommend, and I will come back to that when we get to clause 2. It is a possible route, however, and one that the Minister should at least consider.
Mr Hayes
I will speak more about my right hon. Friend’s last point when I respond to the debate as a whole, because of course it relates closely to the shadow Minister’s point about how far we define what we do now. The Bill is an attempt to thread a course between creating sufficient certainty to establish a framework to allow further development and, on the other hand, doing exactly what my right hon. Friend has mentioned in trying to predict a future that may not come to pass. He is right to raise that and I will deal with it in greater detail.
On the specifics of his point about liability, I draw his attention to clause 3(2), which we will debate later. You will not let me debate it now for that reason, Sir Edward, but clause 3(2) specifically talks about the subject that my right hon. Friend describes, because it draws attention to the possibility of an accident being
“wholly due to the person’s negligence in allowing the vehicle to begin driving itself when it was not appropriate to do so.”
That is very much what my right hon. Friend speaks about, and it is why we put it in the Bill. He makes a separate point—a good one—about technology that kicks in of its own accord because the technology, the software, determines that it is better at that point for the vehicle to be driven autonomously. We will explore that in greater detail as we consider the legislation. I simply draw his attention at this stage to clause 3(2).
Sir Oliver Letwin
I recognise that I am treading on your indulgence, Sir Edward, but, as the Minister has mentioned clause 3(2), I will briefly point out, although no doubt we will discuss this later, why I do not think that it solves the problem. It is possible that it is susceptible to redrafting so that it will, but it is ill drafted if the intention is to solve the problem I have raised. In the first place, it says, “wholly”, in that it is
“wholly due to the person’s negligence”.
That is an almost impossible thing to establish. As currently drafted, it does almost no heavy lifting at all. I think I know why a parliamentary draftsman has nevertheless inserted the word “wholly”, because, like the Minister, I have had quite a long experience of dealing with parliamentary draftsmen on numerous Bills. I know that they think through carefully the question of what happens if we do not put in a word such as “wholly” under these circumstances.
The Chair
Order. The right hon. Gentleman is gradually wandering from the strict road that relates to the amendment. He can always come back on clause stand part, and I have allowed him a lot of indulgence so far. I know he will return to the amendments.
Sir Oliver Letwin
I am grateful, Chair. I will leave it at that so far as clause 3(2) is concerned, but I will no doubt come back to it.
Finally, if it were the intention of the Minister to add to clause 1(1), rather than to do something to clause 2 or clause 3, which we will come to later, it would be important to establish whether the view taken by Mr Wong—that these machines will always be designed in such a way that they decide on a safe basis whether to take over—is a consensual view across the industry in every country or a happenstance view of some particular technologist.
Clive Efford
Again, the right hon. Gentleman is touching on the area of ethics—it is covered in the excellent document written by the German Transport Ministry—which is about freedom of choice and the question of whether the individual driving the car should succumb to the superior knowledge of the software that has been put in the vehicle and have control of the vehicle taken away from them in certain circumstances. We have not discussed that issue, but it could arise as a consequence of the Bill. That is why I suggest we look carefully at the software. There is a major question about the freedom of choice of an individual driving their car if we allow the technology to take decisions away from the driver.
Sir Oliver Letwin
Yes, I agree with the hon. Gentleman. Sharing his anorak tendencies, I too have been interested in the German case. In fact, I spent some while talking to German officials and motor manufacturers about the issue. Actually, I think there is a serious problem—this is the final point I want to raise—with clause 1(1)(b), which relates specifically to the questions of ethics that he raised. I want to draw the Minister’s attention to the word in clause 1(1)(b), “safely”. [Interruption.]
Sir Oliver Letwin
Undoubtedly so—it is No. 10 calling the Minister to higher things, yet they may not be of such great significance to our future as the Bill.
In clause 1(1)(b), the Secretary of State is asked to opine on whether the vehicle that is being approved and put on the list is capable of “safely driving”. An awful lot will hang on that word “safely” in what will probably be a rich jurisprudence over many decades. The hon. Member for Eltham is rightly drawing our attention to the fact that “safely” in this context could mean something technical—is the machine technically sophisticated enough to deal with circumstances—or it could mean something much deeper. It could mean the ethics and applied intelligence built into the machine so as to produce views or choices that accord with the social preferences of Parliament about, in trying to minimise the effect of an accident, who is to be sacrificed under circumstances where two different groups of persons could be sacrificed. Alternatively, it could mean any other set of very complicated ethical choices.
I of course bow to the Department’s legal advisers, parliamentary counsel and any external counsel, but my own hunch is that there is not enough jurisprudence available to guide us on whether “safely” will bear that amount of weight. I wonder whether the Minister should consider at least giving the Secretary of State the duty in due course to consider not just whether the machinery is capable of driving “safely”, but whether it is capable of driving—I do not know quite what words parliamentary counsel would want to choose—ethically or properly or in a socially desirable way. That is an odd kind of question to ask about a machine, I grant, but these are odd machines we are considering.
The hon. Member for Eltham is on to a good thing with amendment 8, even if he does not press it to a vote, because he raises an issue we will have to address. What we all do not want to get to—I think the Committee is united in this—is a sort of red flag situation where machines have been authorised because they have a large amount of technological wizardry in them that makes them highly sophisticated, but they make choices that any sane Parliament or Government, or indeed public, would regard as wholly morally objectionable, socially undesirable or both.
We need to think very hard about ensuring that the legislation at least lets our successors—whoever may be Secretary of State at the time—consider that range of issues when approving something. Otherwise, the Secretary of State will say, “Oh well, this is technically okay, but I don’t like the look of what it is going to do by way of the kinds of decisions it is going to make,” and some adviser will tell that Secretary of State, “Sorry, Secretary of State, it is ultra vires for you to refuse this vehicle on the list just because it is going to mow down young people in preference to old people”—or something—“because you are only allowed to determine safety, not ethics.” It is quite important that we get that precise wording right. I am grateful to you for your tolerance, Sir Edward.
Matt Western (Warwick and Leamington) (Lab)
I want to pick up the points made by the right hon. Gentleman. I was trying to think of parallels to try to understand this and imagine what it might be like in five or 10 years from now, and I guess I was likening it to the introduction of, say, cruise control and how that works with the insurance industry. If a driver instigates cruise control in an urban area and sets it at a speed that is in excess of the limit on that roadway, where would the responsibility and liability fall? The industry and technologies are improving at a pace. As was said in the Chamber on Second Reading, it is difficult to imagine where we will be, but I imagine that essentially the liability should be with the driver. If the driver has introduced the cruise control or automated driving system—in whatever form that may take—that is their choice just as it is their choice to manoeuvre from one lane to another today, which might ultimately result in an accident.
Perhaps I am not appreciating the fine nuance of the debate, but I would have assumed that, ultimately, the liability has to be with the driver. In the event of an accident, the telematics would be able to provide data to the insurance industry to prove things one way or another.
Iain Stewart (Milton Keynes South) (Con)
I rise simply to ask for a point of clarification from the Minister when he responds to the debate. I anticipate the answer to my question will be yes, but I would like to have it on the record. I anticipate that, as well as motor cars, the list of vehicles that the Secretary of State will compile and update will include lorries, buses, emergency services vehicles and other vehicles for which the driver would require an HGV licence or a public service vehicle licence. I would like clarification on that. For instance, I anticipate that, with technology, HGVs could be driven normally for a large part of a journey but then form part of some road train on a motorway with other similarly equipped vehicles. As I said, I would like clarification that the list will include those vehicles as well as private motor cars.
Mr Hayes
To paraphrase Bernard Shaw, I do not know whether I was born too early or born too late, but I do know that I was born to dare to dream of a future inspired—indeed shaped—by the past but not constrained by it; a future where we can achieve wonder. Part of that journey will be assisted by technological change. The technological change we are considering, as the Opposition spokesman said, could liberate many people who have not had easy access to private transport for a variety of reasons. That has extraordinary and wonderful prospects. As we consider the Bill, we should discuss it, as the shadow Minister did, in that context.
Sir Oliver Letwin
My right hon. Friend mentions the core requirement of safety. What does he understand “safety” or “safely” to mean in this context, and what advice has he received about whether it can bear the burden of distinguishing between an ethically proper set of choices by artificial intelligence and an ethically improper set of choices?
Mr Hayes
That is a very big question indeed. It is the one that, in a sense, was first raised by the hon. Member for Eltham in the evidence session and on Second Reading, when he painted the picture of a scenario where a human being faces an ethical dilemma while driving. I will paraphrase the example for the sake of brevity: a child runs into the road and the driver has the choice of hitting the child or swerving and possibly causing a more catastrophic accident. That is a momentary judgment that any driver makes. In the end, it is a practical and ethical judgment, is it not? We could have a very long debate. My hon. Friend on my right, the Whip, may be my former Parliamentary Private Secretary, but he will not be entirely indulgent of me if I engaged in that very long debate, because of course one could extend it—
Clive Efford
Let me invite the Minister along that path a little. The right hon. Member for West Dorset raised an important question—I did not word it as succinctly as he did, but he has more experience of drafting legislation than I have, so that is no surprise. If morals or ethics are not specifically referred to in the legislation, a sharp-witted lawyer may later argue that the issue is not ethics or morals, but safety, and that it is therefore ultra vires to use the legislation to regulate that area of the technology. I urge the Minister to look at this issue again and consider amending the Bill to address it.
Mr Hayes
Let me try to answer the hon. Gentleman and my right hon. Friend the Member for West Dorset in two ways. First, I draw attention to something that Mr Wong said in evidence on Tuesday:
“May I point something out? I mentioned autonomous emergency braking. It has been demonstrated that the technology is improving all the time. Previously, autonomous emergency braking worked perfectly at 30 mph, which is urban speed, but it is becoming increasingly sophisticated. AEB can work well even at 50 mph. It would not surprise me if the technology improved in years to come”.––[Official Report, Automated and Electric Vehicles Public Bill Committee, 31 October 2017; c. 44, Q103.]
The technology is improving so rapidly and dramatically that in the scenario painted by the hon. Member for Eltham, an automated vehicle is likely to change lanes and—as in Mr Wong’s example—brake to ensure safety.
The representatives of the insurance industry stated in their evidence that the industry believes there will be fewer accidents, because the judgment of an autonomous vehicle will outpace that of a human being. I use the word “judgment” for technology with caution, as my right hon. Friend the Member for West Dorset used the word “ethics” with caution, but the judgment of the software driving the automated vehicle will be more acute and, in the end, safer. These machines are likely to be less prone to error than human beings, so there will be fewer accidents; the vehicles will be safer and therefore easier and cheaper to insure. We heard that point repeatedly in the evidence session. We can be confident that that is the direction of travel—I apologise for using that rather hackneyed phrase in this context—but we cannot be sure how quickly we will get there or exactly what it will look like. I would be a very bold man if I made such a prediction.
Sir Oliver Letwin
I, too, listened to Mr Wong and have re-read the part of his evidence that the Minister quotes from, but it is wholly irrelevant to our point. I thought it was extremely instructive that Mr Wong, who is clearly a very great technical expert, completely failed to understand the issue. The Germans have begun to understand it, but the Bill does not genuinely or seriously address it.
The Bill is drafted as if artificial intelligence were the same kind of thing as speed control. It is not, and that is a very important error underlying the Bill’s drafting. Speed control is a technical matter, and we could go much further with technical development and still be in the technical arena in which safety is the only question, because the ethical judgments are made exclusively by the human drivers. With artificial intelligence, as the hon. Member for Eltham rightly says, we are moving into a terrain in which the machine will make the kind of decisions that Parliaments and human beings make. These are questions not of safety, but of judgment about the right outcome under difficult circumstances.
I ask the Minister to go back to his Department and talk to its lawyers about whether jurisprudence will deliver to him or his successors the ability to refuse approval to a piece of artificial intelligence that, either directly or through its learning processes, will or could have the effect of producing totally dysfunctional anti-utilitarian results by making judgments that are technically perfectly safe but that just happen to take the view that, for example, wiping out a group of three-year-old schoolchildren is better than wiping out a 98-year-old crossing the road. That is a very difficult judgment for a human being to make, but it is the kind of judgment that Parliaments have to make, and I think that at the moment it is very clear in the Bill that it would not permit a Secretary of State to prevent type approval for a machine that was designed in such a way that there could be those very bizarre and undesirable results, and I am sure that that is not what the Department or the Minister wants to achieve.
Mr Hayes
Let us not overestimate how far this Bill—I am being very particular about my words—intends to go. This Bill is about ensuring that victims of collisions caused by autonomous vehicles get quick, easy access to insurance compensation in line with conventional processes. What we heard in the evidence and what we debated when the Bill was in its earlier incarnation was that it was important for the insurance industry, and therefore for the further development of this technology, that we were clear about that—there would be no difference, from the perspective of the person who owned the vehicle, in how they went about making a claim.
There is a much bigger debate, which will clearly have to be dealt with in legislation, in regulations, in type approval—in a whole range of other things—about some of the other matters that the hon. Member for Eltham and my right hon. Friend the Member for West Dorset have raised. If they are both right that we will get to a point at which the machine makes what is in effect an ethical judgment—I am trying to use words very carefully; it is very obviously the machine making ethical judgments, but I do appreciate the strangeness of it—clearly that will have to be taken into account at a future point in the legislative process. I do not think this Bill is the place to do it; I just do not think it can do it, because we do not yet know enough.
We are back to my first point, about the line we are trying to tread between what we can do now with certainty and what we might do in the future in a world in which we can as yet only imagine what might occur. If my right hon. Friend will permit me to say so, perhaps the Hegelian synthesis, where we might meet between what appears to be my thesis and his antithesis, is that this Bill is a starting point—a first step along, as I have said, a long road.
Sir Oliver Letwin
I am very grateful to my right hon. Friend for giving way. I entirely accept that this Bill is just the starting point, but I think he is missing the point that I am trying to make about what starting with this language—with just the word “safely” and no reference to wider considerations—will do to his successors.
There is no point in having the Secretary of State empowered to make a list unless Secretaries of State are actually going to make lists. There is no point in empowering them to make lists of automated vehicles unless those lists are going to relate to automated vehicles. Those automated vehicles will have artificial intelligence built into them; they cannot be automated otherwise. Therefore, the Secretary of State, who is making the list in the first place, which this Bill provides for—not some other Bill, but this Bill—will be constrained by the terms that the Bill sets for what basis they can use to make the list. That is why the shadow Minister has raised questions about the criteria, and why we are having this debate in the first place. Surely, therefore, we need to empower—I am not suggesting that we in any way oblige—later Secretaries of State to consider, inter alia, whether the machines that they are putting on the list are actually murderously safe or good and safe machines. At the moment, they can decide only whether it is a safe machine. If it happens to be safe in the sense in which Stalin could “safely” eliminate large sections of his population, the poor old Secretary of State would, as I construe it—the Minister has not given us any indication that he has had advice to the contrary—be prevented from—
The Chair
Order. The right hon. Gentleman is being carried away by his own verbosity. Stalin—
The Chair
I think he is. We have started to wander more and more away from these quite narrowly defined amendments. I know that the Minister will get us back on track.
Mr Hayes
I am, as ever, guided by you, Sir Edward—having already cited your sagacity, I could hardly be anything other. I am delighted that we managed to get Stalin and Hegel into the same exchange. You will not get that in many Committees, Sir Edward. I am thinking about where we might end up, but I am prepared to live with that. It is important for safety, which in the end is a baseline factor, as I think my right hon. Friend will agree. However, there is a point about ethics. The advice I have received is that no vehicles that are not considered safe and ethical will be allowed on the market and therefore are not for consideration on the list.
Mr Hayes
Safe and ethical. I have received advice; I like taking advice and not taking it. Before I make that my definitive position, I want to reflect a bit. If we were to say no to the advice that was not safe and ethical, I want to be absolutely clear what ethical means. We know what safe means. We can draw on existing practice in respect of type approval. We know what measures of safety are about, but when we get to measures of ethics, we are in an altogether more challenging area. That is why I will reflect a bit on the characteristics. This is an incredibly interesting debate, by the way, and very useful.
Karl Turner
I am obliged to the Minister for giving way. Will he concede that the right hon. Member for West Dorset and my hon. Friend the Member for Eltham are absolutely right that there is huge potential for legal argument about what is actually safe driving? There will be a debate around that that could end in litigation. No?
Mr Hayes
Yes, I agree. I think that is precisely right. As I said a moment ago, that is the significance of the debate. We are now at one in that there needs to be a list and that needs to be qualified. We have made some changes, which I will deal with in a second, since we first debated these matters. In his first contribution to our consideration, which now seems a long time ago, the hon. Gentleman spoke of consultation. I do not want to constrain the identification process or be too precise about the criteria, for the very reason that we have all been discussing, but it is right that a consultation is an implicit part of the continuing consideration of this. I am happy to say that that has to be part of it. As the technology develops, given what I have said about dynamism, there would have to be ongoing communication about the change in character of the technology and what that meant.
The safe functioning criteria are more straightforward. This is about a marriage between software and the machine. The machinery certainly needs to be safe. We drive machines now with internal combustion engines that are not fundamentally different from their early ancestors. So we know that the machine needs to be safe. The existing provisions in the Bill are clear that the list can comprise at present only vehicles that can be legally used on the roads. Having reflected briefly, I will reflect more—I am in reflective mode, as the Committee can tell. Perhaps it is about what we do in regulations. There might be an opportunity to qualify or clarify through regulation how the list develops.
Mr Hayes
I will give way to the hon. Gentleman in one second. My right hon. Friend the Member for West Dorset made the point that if we are too narrow in what we put in this legislation, even though it is a first step on the road, it may make the second, third or fourth step more difficult. That is the essence of his point, which he came to in the end. Either he focused his argument more precisely at the end or I was not bright enough to grasp it at an earlier stage of the argument, but that seems to be the essence of what he was saying. That is the bit that I want to think more about. I think that we are all happy that this is not the end of this process, but we must make the beginning of the process fit for purpose. That is essentially where we are.
Let me try to get through some more of my pre-prepared notes rather than extemporising, as is necessary when we have proper dialogue and scrutiny.
The Chair
Yes, the Minister was in danger of going around in circles, so he should get back to the script.
Mr Hayes
I will not go around in circles; I will come to a brief conclusion.
As I said, I am not sure that it would be appropriate to be too precise about the criteria. The only scope that the Secretary of State will have to list a vehicle is by determining whether it meets the safety definition. If it does, it will be included on the list; if it does not, it will not. There is no discretion to make a decision outside those parameters; the power is merely administrative and is not a discretionary legislative power. That is so we can be clear about why vehicles need to be on the list.
The defined vehicles will not be covered by our current insurance framework and will therefore need new, specific insurance products. That is the point I was making about the limits to what we are trying to do now and the essence of why they matter. This is about allowing the further development of appropriate insurance products that are not out there now, because if they are not out there in the future that will inevitably limit how far we go with the further development of vehicles.
I promised to give way to the hon. Member for Warwick and Leamington and I have not done so. That was very discourteous of me, so I do so now.
Matt Western
I thank the Minister. It was not a discourtesy; I was waiting and listening. I want to pick up the regulatory framework and where that takes us. The interpretation of safety is all about the criteria and what is set by, say, the Transport Research Laboratory. Let us look, for example, at the standard for an acceptable braking system. It is what the Secretary of State, through the Department for Transport, ultimately determines to be the criterion for, say, acceptable responsiveness—whether that is a swerving action by a vehicle or a braking system—that gets measured and therefore determines whether a vehicle is acceptable for inclusion on the list. We are obviously at the first stage, but the next stage will be determining those criteria for deeming a vehicle acceptable for UK roads. I hope that that is helpful; I imagine that a very technical regulatory framework will need to be determined.
Mr Hayes
Yes, I agree. That is precisely why we should develop criteria down the line in a regulatory way, as the hon. Gentleman suggests, and why we will need to do so mindful of the international standards that I described and the ongoing debate that is taking place internationally through well-recognised bodies. I agree. This is a highly dynamic and dramatic series of changes, if I might say so.
My final point is that the character of the amendments and of our debate is about the Secretary of State’s interpretive powers. We have to be careful about extending the interpretive scope of this part of the Secretary of State’s responsibilities. This is yet another line to walk and not to cross. The criteria for inclusion on the list need to be sufficiently clear as not to allow any doubt in the insurance market about precisely what kind of vehicle might be on the list and therefore what kind of vehicle might or might not be insured. I am therefore doubtful about extending the interpretive scope.
We need to be clear which vehicles and which software can safely be operated in automated mode. The Secretary of State will therefore be able to transpose approved vehicles on to the list to ensure that our domestic insurance framework is based on and clear about which vehicles need which insurance products. It would not be appropriate to legislate at this early stage, as amendment 8 and new clause 11 suggest, to set an approval procedure or safety criteria until we know what the international standards are. The hon. Member for Warwick and Leamington is right; we will almost certainly need to do that further down the line as those international standards become clearer. Whether that is in other legislation or more likely in regulation—that is how I would like to go—is no doubt something we will debate over the course of the coming days.
In essence, I return to my core argument: the Bill is a starting point to creating greater clarity. It is not by any means the end of what I hope—I return to my very early words—will be a wonderful story.
Karl Turner
I accept that the Bill is the mechanism for getting the ball rolling, but the more I listen to the debate, the more I am persuaded that we need something on the face of the Bill to ensure that there is consultation and criteria.
Mr Hayes
I always try to avoid contumely—I think that is a well-known fact about me—but I have said I will reflect on what the hon. Gentleman and my right hon. Friend the Member for West Dorset said. I have said that consultation is an implicit part of this process. I implore the hon. Gentleman to avoid contumely and withdraw his amendment.
Karl Turner
I will not withdraw the amendment. With your leave, Sir Edward, I will press it to a Division.
Question put, That the amendment be made.
Clive Efford
I beg to move amendment 9, in clause 2, page 1, line 22, at end insert—
“or by an automated vehicle when transitioning between driving itself and being driven by a person,”
This amendment would ensure that the liability for accidents caused by an automated vehicle that is transitioning between driving itself and being driven by a person would be the same as the liability for accidents caused by an automated vehicle when driving itself.
The Chair
With this it will be convenient to discuss amendment 10, in clause 2, page 2, line 6, at end insert—
“or by an automated vehicle when transitioning between driving itself and being driven by a person,”
This amendment would ensure that the liability for accidents caused by an automated vehicle that is transitioning between driving itself and being driven by a person would be the same as the liability for accidents caused by an automated vehicle when driving itself.
Clive Efford
I hope we will not take as long on these two amendments as we took on the previous group, although it was a fascinating discussion. The amendments follow on from that, because they relate to the transition period and the third of the five tiers that go from driver-assisted systems to full automation. Tier 3 is where the vehicle can transition from being fully automated to being driven by the driver, and vice versa.
Various pieces of research into the issue have come to different conclusions. In the evidence sessions, we heard that Audi had carried out some research at different speeds and come to the conclusion that there should be a minimum of 10 seconds in that transition period. The Venturer research came to slightly different conclusions, but all the research points to the fact that this is a problematic area in automated vehicle technology. It can take a deal of time for a driver to become alert. Mr Wong described to us various alarms that alert the driver to a vehicle request for the driver to take back control of the car; if those various alarms do not alert the driver, the vehicle will then slowly come to a halt. I am sure that we can all imagine the sort of disruption that could be caused if that happened on a motorway. He even described how the car prepared for an accident by tightening the driver’s seat belt just before the vehicle came to a halt, in case the driver had passed out or was so fast asleep that the alarms did not wake them up. There are various scenarios involving the transition that cause alarm.
Mr Gooding of the RAC Foundation felt that we should not even entertain tier 3 because it is unsafe and does not make any sense, and because the legislation is about moving straight to tiers 4 and 5. Clearly, if people giving us evidence are saying that, I suggest to the Minister that it should cause the Government some alarm, and that perhaps we should be legislating to say that we do not want to allow this on our roads. There are issues being raised about the clear dangers of tier 3 transition.
Sir Oliver Letwin
I, too, note what was said about tier 3, but I hope that the hon. Gentleman is not underplaying his own point. What he referred to in the transition phase also applies to tier 4. It is only at tier 5 that it disappears.
Clive Efford
My understanding of tier 4, as Mr Wong said in his evidence, is that it is only at tier 4 that the human is removed from the equation; I think that those were his exact words. I must admit that that seems to be a contradiction. Tier 5, as I understand it, is a fully automated vehicle with no steering wheel, totally under the control of technology. One wonders what tier 4 is. If tier 3 is the transition between human and vehicle and tier 5 is a fully automated vehicle with no steering wheel whatever, what is tier 4? Is it a lesser tier 5 or a greater tier 3? I will give way to the Minister, who is going to enlighten us.
Clive Efford
That would be helpful. I have looked at it, but as has been demonstrated in our exchanges, the difference between tier 5 and tier 4 is not entirely clear. From the descriptions of the people who gave evidence to us, in tier 4, the human is removed entirely from the equation.
We need to consider this issue. The evidence that I read said that the Venturer experiment at the Bristol testing centre discovered that drivers, when they first took over, tended to be over-cautious and drive at slower rates, which could increase congestion. There was also the potential for danger in vehicles suddenly slowing down, and Mr Gooding said in his answers to our questions that he felt that that issue was more important than congestion.
There are some important considerations raised by the issue of transition, particularly in tier 3. We asked witnesses, “When will the vehicle decide whether it is safe for the vehicle to drive or whether the vehicle should be handed back to the human driver?” They said that it depended on road conditions. That suggests that it will happen in the same locations on our roads: for instance, as vehicles leave motorways and enter more built-up areas, where there are more potential hazards and dangers for vehicles, it is likely that the vehicles will transition back to being driven by the driver. If that will happen regularly in the same location, it could create accident black spots. We could create a considerable new hazard on our roads.
Sir Oliver Letwin
We eagerly await the Minister’s note, but due to the wonders of modern technology, one can look it up on the web. Level 4 is clearly described as fully autonomous and
“designed to perform all safety-critical driving functions and monitor roadway conditions for an entire trip.”
However,
“it’s important to note that this is limited to the ‘operational design domain’ of the vehicle—meaning it does not cover every driving scenario.”
I hope that the hon. Gentleman will agree that the transition question arises in relation to level 4 when vehicles move from one driving scenario to another.
Clive Efford
I accept that entirely and agree. It comes back to my point that it is likely to happen regularly in similar locations, and that patterns of behaviour will occur in particular spots where transition occurs because the technology requires it. We need to be aware of that. The testing is telling us that that is happening, but we are not taking it into consideration in the Bill, as we should.
I suggest to the Minister that we need to take that away and consider it. Safety must be the aspect most prevalent in our minds. There is also the moral or ethical issue of driver autonomy: will the driver be in charge of the vehicle, or will the technology be in charge of the driver? In the debate on previous amendments, he said that the technology is superior; he did not use that word, but he said that it is safer than a human in the event of an accident, even suggesting that a vehicle would make better or quicker choices than a human. That points us down a road, if Members will pardon the pun, of having roads operated in the way that our railways or underground service are controlled. Why not have fully automated vehicles of which drivers do not have control at all?
Mr Hayes
Let me be clear about that. We will not have time to complete our consideration of this group of amendments, so I feel that intervening might be helpful. What I said was that I drew that conclusion from the evidence that we received. The insurance industry and other witnesses said that they thought that the vehicles would be safer, and that insurance premiums might decrease over time; they said so because they believe that autonomy will make vehicles safer. It is implicit that they gauge the autonomous driving mode to be safer.
Clive Efford
My experience has been that many people who come to give evidence to us as MPs assure us that a technological advance will deliver X, Y and Z, take us far forward and lead us to a promised land where things are safer and much improved, yet we find that due to the law of hidden consequences, we face a whole different set of scenarios. The one that I am pointing to here is that the transition between driver and technology is already throwing up potential hazards on our roads, even before we have let the vehicles on our roads. We know that the issue exists, because it has shown up in the testing. Therefore, we should legislate for it. I have asked the Minister to take on board those arguments, and I can see that the Whip is itching to get to his feet.
Ordered, That the debate be now adjourned.—Andrew Stephenson.
Automated and Electric Vehicles Bill (Fourth sitting)
Thursday 2nd November 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 2 November 2017 - (2 Nov 2017)
The Chair
I remind the Committee that with this we are discussing amendment 10 in clause 2, page 2, line 6, at end insert—
“or by an automated vehicle when transitioning between driving itself and being driven by a person,”
This amendment would ensure that the liability for accidents caused by an automated vehicle that is transitioning between driving itself and being driven by a person would be the same as the liability for accidents caused by an automated vehicle when driving itself.
Sir Oliver Letwin (West Dorset) (Con)
My right hon. Friend the Minister rightly admonished me earlier in our proceedings for not making clear right from the beginning how the remarks I was making related to the structure of the Bill as it is and how it is trying to make progress without trying to solve all the problems.
In responding to the amendment of the hon. Member for Eltham, I want to ensure that I make clear why I am raising the point that I am raising about the Bill as drafted. I take it that the point of clause 2, which is one of the major points of the Bill, is precisely to ensure that the insurance industry has a clear and legally certain basis for proceeding. That is a restricted but very important ambition. The point that the hon. Gentleman raises in his amendment is very material from the point of view of realising the Minister’s ambition.
The way that the Bill is constructed, without the hon. Gentleman’s amendment or something like it, does not provide certainty for the insurance industry. The insurance industry has failed to recognise that the Bill does not provide that certainty. When the industry realises that it does not, it will blame us and the Minister for that and say, “Why on earth did you not give us certainty?” My whole intent is to ensure that the Minister can do what he is trying to do. I hope he will accept what I am saying in that light.
We had an interesting exchange in the course of the moving of the amendment about tier 3 and tier 4. To tell the truth, I do not have any faith in the tiers. They are a figment of a group of manufacturers’ imaginations. They are as good as we are going to get at the moment as a broad description of how things will go, but it is likely that all sorts of different things will be produced that are variously describable as tier 3-plus and tier 4-minus and God knows what else. I think the Minister has already agreed with what I think is certainly a true proposition: there will be at least a period in which people are experimenting with kinds of automation that involve significant opportunities for transition between the machine and the person. For that purpose, it does not matter whether we are talking tiers 3, 3-plus, 4-minus, 4 or, indeed, 4-plus.
There will possibly come a moment when drivers just fall out of the equation and there are not any drivers any more, just machines that take us to where we programme them to go. At that halcyon moment, probably decades from now, clause 2 would work fine, but the problem is that it will not work fine during what is likely to be the very long passage where there is a rather messy scene of vehicles that in varying circumstances are taken over by a driver or handed by the driver to the automation system. We were told in the evidence sessions with great certainty that it would take 10 seconds or less to hand over. We were also told that if a failure in the handover from the machine to the person occurred, all was well because the machine would find a way of stopping itself. I have learned, as I expect many members of the Committee have, always to take with a strong pinch of salt any assertion by assertive technologists that they know exactly how long it will take for something technological to happen in all circumstances. They do not know any such thing; they are speculating. They may prove to be entirely right—they certainly know a lot more about it than me—but it is perfectly possible that they will prove to be completely wrong.
The hon. Member for Eltham raised one circumstance in which the technologists could be very wrong. It may well be that the machines are so designed that they go to great lengths to wake up drivers who have gone to sleep when they have stopped driving and handed over to the machine. There may be rules enforced that say they must not go to sleep, but human beings are human beings, and they might go to sleep and it might take a lot longer than 10 seconds to wake them up. I happen to be married to someone who takes a lot longer than 10 seconds to wake up; I have no reason to suppose that every human being sitting next to the machine is going to be in full functioning order in 10 seconds. There could be quite long periods during which that transition is occurring.
The reason I say all that to my right hon. Friend the Minister is that we are not here talking about angels on pins; we are not talking about milliseconds that are just a figment of legal imagination. It is quite likely that, in real life, there will actually be some accidents that occur during periods of transition between machine and mankind. There is no reason we should be afraid of that; there are plenty of accidents on our roads now, and we are not entering into a new terrain in which there will be thousands more accidents—probably there will be thousands fewer. Nevertheless, some accidents might occur during transition. The Bill currently contains a binary choice. Either, as in clause 2(1),
“an accident is caused by an automated vehicle when driving itself”
or it is not. There is no allowance for the possibility of transition.
If a piece of legislation does not admit of a possibility, and that possibility comes about in real life and there is a court action about it, the court looks at the statute and it says to itself, “Blow me down! Once again, Parliament has been extremely stupid. There is nothing in the statute about this situation.” What does an English court do, thank goodness, under such circumstances? It invents the law. That is what it will do. It is not the case that there is a sort of legal black hole. Where there is statute and statutory construction does not lead to the answer to the case, the judge will invent the answer.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
I take it that my right hon. Friend is speaking about fault. In those circumstances, what would be at question is where fault lies and what caused the accident. If that is the case, I direct him, without wishing to engage in a long debate about it, to clause 3(1), which deals with partial responsibility and therefore fault.
Sir Oliver Letwin
No, I am not raising the question of fault. I am raising the question of legal certainty about the circumstance. Clause 2 says that if the
“accident is caused by an automated vehicle when driving itself”
it is clear that
“the insurer is liable for that damage.”
It is equally clear, therefore, as a binary choice, that if the vehicle is not being driven by the vehicle itself, but by the driver, the driver is liable. Those two positions are perfectly clear. The insurer of the driver, who may or may not be a separate body from the insurer of the vehicle, takes on responsibility when the driver is driving. We are dealing here with the situation in which some combination of driver and vehicle has been the cause of the accident, during a transitional period from one to the other. The question arises, which of the two insurance policies is the relevant one? I do not believe that there is anything in clause 3 that solves that problem. If the Minister can point out something about the wording of clause 3, I hope you will allow him to do so, Mr Bailey, because it is definitely relevant to the point that the hon. Member for Eltham and I are raising.
My own view is that there is nothing in clause 3 that solves the problem, and therefore the courts will invent a solution. There is nothing wrong with that in general—the courts are very wise and may come up with a perfectly good solution—but the Minister’s purpose is not to say, “Let the courts invent a solution”. If that was his purpose, he would not need the Bill in the first place, because we have a common-law system. If there were no Bill, and if automated vehicles were to proceed and things were to go to court, the courts would find a solution. We would not need the Bill in the first place, if we were going to rely on the courts. The reason for having the Bill is to create legal certainty so that we are not simply trying to find out later, ex post, what the courts will make the law be. We are trying to make the law in advance, so that the insurance industry and the automated vehicle industry know how it will work. For that purpose to be realised, we have to be clear that the law covers all the possible circumstances—when there is a driver driving the vehicle, when the vehicle is driving the vehicle, and the circumstances between the two when somebody is handing over to the vehicle or the vehicle is handing over to the driver.
My point is that at the moment there is a gap; the Bill does not say what happens during that period. Incidentally, I do not think it matters terribly what the decision is; there just needs to be a decision, so that a case does not revolve around who the relevant insurer is under the circumstances of transition.
Clive Efford (Eltham) (Lab)
I know we are not debating clause 3, but since the Minister referred to it, let me point out that clause 3(2) makes it the driver’s responsibility if a vehicle is unsafely allowed to be driven automatically. A driver could be at fault if they cause an accident at the moment of transition by failing to respond when the vehicle tells them to take over, so clause 3 could actually make things worse for the driver.
Sir Oliver Letwin
Actually, I think the hon. Gentleman understates the problem with clause 3(2), which the Committee will consider in due course. During our consideration of clause 1 this morning, I made the point that unfortunately clause 3(2) contains the word “wholly”. It is therefore completely unclear what happens if an accident is not wholly due to the driver or to the vehicle, but is partly due to each, as it would be during the transition. That is a muddle, and the whole point of the Bill, which I applaud, is to avoid muddle. Muddle encourages courts to base decisions on common sense or common law, because the statutes do not tell them how to handle the circumstances. That is not what we are trying to achieve; we are trying to clarify and make certain.
We therefore need clause 2 to set out clearly the three possible situations. If the driver is driving, the driver’s insurer is liable. If the car is driving, the car’s insurer clearly has strict liability, novel though that concept is. But we need a decision—I do not really care what, so long as it is clear, definite and permanent—about what happens during periods of transition, however long they may be and under whatever circumstances they may arise. We cannot tell in advance how long the transition periods will be, and we should not take any advice from the industry that they will be only for 10 seconds and will always work perfectly—they will not.
Mr Hayes
May I welcome you to the Chair, Mr Bailey? Our discussion this morning was lively, but productive and wholesome. I am keen to make progress, as I am sure other Committee members are. The amendments tabled by the hon. Member for Eltham relate to issues that we have already addressed, but with further consideration of the transition between autonomous and human driving. Clause 3(2) states:
“The insurer or owner of an automated vehicle is not liable…to the person in charge of the vehicle where the accident that it caused was wholly due to the person’s negligence in allowing the vehicle to begin driving itself when it was not appropriate to do so.”
I am conscious that much of the debate on these amendments relates to clause 3, so I must be careful not to stray into premature consideration of a clause that the Committee has not yet reached. Nevertheless, in resisting the amendments, it is pertinent for me to refer the hon. Gentleman and my right hon. Friend the Member for West Dorset to the Road Traffic Act 1988. If the driver has some role in the accident—if the vehicle is not self-driving, either during or before the transition—the current framework, which is set out in the Act, will apply.
It is also worth saying that if a driver negligently decides to hand over control of the vehicle, clause 3 will apply, which is why I said we would end up debating clause 3 if we were not careful. If it is partly the driver’s fault, subsection (1) will apply; if it is wholly their fault, subsection (2) will apply. For example, if the driver of a vehicle designed only for self-driving on a motorway is injured after putting it into self-driving mode on a rural road, the insurer’s liability will be reduced under the contributory negligence principle. If a court finds the driver to be wholly at fault, the insurer will pay only the third parties involved in the accident. Partial responsibility is therefore addressed in the Bill and the transition, to which my right hon. Friend the Member for West Dorset paid particular attention, is dealt with in as much as we have an existing framework that of course insurers have built their current products around, which is drawn from the Road Traffic Act 1988 and other national and international regulations.
Alan Brown (Kilmarnock and Loudoun) (SNP)
I apologise for not understanding, but will the Minister explain further how the Road Traffic Act 1988 covers the specific example of an automated vehicle transitioning from automatic to driver mode, or vice versa?
Mr Hayes
I will be happy to do that when further inspiration reaches me. In the interim, while I wait for that inspiration, I will say that we recognise the need to ensure that the transition controls are safe. It is of value to emphasise that research, including some being carried out in the UK, will help to determine a safe transition process to inform international safety standards of the kind I mentioned earlier. In essence, therefore, the field is a developing one in which those international standards are being built on. Research is taking place here and elsewhere.
The research that we spoke briefly about in the witness sessions is such that it includes the development of software to take account of endless eventualities that might occur while a vehicle is being driven or driving itself. The work being done is to simulate a range of road conditions and circumstances in which any car might find itself at any point in time on any kind of road. That is of course as numerous as might be imagined, but the aim is to have software that is clever enough to deal with all kinds of driving circumstances. The work is not complete but ongoing, and is being done on London roads as we speak—trials on London roads in real time.
I am therefore confident that the further work will lead to an outcome where the software that in the end allows us to see the further development of automated vehicles will be able to replicate circumstances that drivers find themselves in. That, by the way, relates to a debate we had earlier about the judgments that might be made by a human being replicated by the software given all kinds of different challenges.
Sir Oliver Letwin
Will the Minister focus his mind on a specific example? We are in a case in which the car has been driving itself on a motorway. It is programmed to turn off the motorway, but it is not judged by the Secretary of State to be a car of a kind that would be safe to drive off a motorway. It has therefore been programmed to hand over to the driver when it leaves the motorway—this is one of the situations on which the amendment of the hon. Member for Eltham is focused—and the driver is profoundly asleep, having been asleep all the way from London to Bristol on the motorway. The machine tries to hand over to the driver.
I am sure the Minister is right, that the software will be highly developed and it will try to hand over quickly, as far as it can, and that if it does not hand over quickly it will take all sorts of other sensible evasive action to prevent an accident occurring in such circumstances. If we could be absolutely certain that the software was perfect, we could all relax. The Minister would not need the Bill because there is no need to insure things that are absolutely perfect; they never have any accidents so there are no risks and no need for the law.
In introducing the Bill, however, the Minister rightly envisages that the software will not be perfect because things invented by human beings never are, unlike things invented by the Almighty that the Minister believes in. There will be circumstances in which the software goes wrong, such as if it tries to take evasive action having tried to hand over to a driver who was asleep and who it has failed to wake up. We have a prolonged transition period during which this magnificent software is trying and failing to get the driver to wake up and somehow does not do everything perfectly, and then there is an accident. Under clause 2(1)(a), is the vehicle driving itself in those circumstances or not? I do not know and a court will not know. It is trying not to drive itself—it is programmed not to be—but it has failed not to be driving itself. Somehow or other, that circumstance needs to be covered here. If the Minister can explain how the Road Traffic Act, which I looked at when it came up in the oral evidence sessions—
Sir Oliver Letwin
I do apologise. If the Minister can explain how the Road Traffic Act solves that problem, I am all ears.
Mr Hayes
I had forgotten for a moment that it was an intervention. Those who seek perfection on earth are invariably either extreme zealots or delusional, or both. Perfection exists only in heaven, as my right hon. Friend knows. The insurance industry does not claim that there would be no accidents in any circumstances as a result of automated vehicles, but it told us in the oral evidence sessions that it thought there would be fewer. It said that that would have an effect on the insurance marketplace because of the effect on safety—that is the exchange we enjoyed earlier—that comes about because the fallibility of men and women as drivers means that 95% of accidents, or a figure close to that, are caused by human error of one kind or another. We are clear about that.
We can also be clear that the Bill is welcomed by the industry because we were told so by Mr Howarth in the oral evidence sessions. He said:
“I think it is very clear that the legislation and broadly the development of automated driving are something that insurers are genuinely enthusiastic about.”––[Official Report, Automated and Electric Vehicles Public Bill Committee, 31 October 2017; c. 7, Q11.]
The insurance industry thinks that the Bill is an important first step, of the kind I described earlier, in establishing a framework, but it is a framework and further changes will be necessary as technology develops. Those changes will have to be dealt with in a regulation or subsequent measures.
Karl Turner (Kingston upon Hull East) (Lab)
Will the right hon. Gentleman give way?
Mr Hayes
I will, but I want to finish this bit otherwise I will get mixed up in my responses.
In respect of the intervention by the hon. Member for Kilmarnock and Loudoun, to be clear, the Bill covers only cars in autonomous mode, because there is an existing insurance framework born of the Road Traffic Act that triggers insurance when the driver is at least partly at fault and establishes liability. I dealt with this issue earlier. Insurers look at what the causation is, the causation is linked to establishing fault and insurance kicks in accordingly. That is why the Road Traffic Act is relevant because that is where we are already. If we did not have a framework, we would not have a series of insurance products—they would be based on nothing. They are based on the existing law.
Karl Turner
Is not the right hon. Member for West Dorset making a point about interpretation? The Bill as currently drafted could be a lawyers’ charter. Lawyers will be scrapping in court, arguing about various definitions, because the Bill simply is not clear enough on those points.
Mr Hayes
A former lawyer, I should say. Of course Governments always look during scrutiny at the wording of Bills and at what can be tightened, changed or improved. That is part of the business that we are engaged in today. That is why we are having these debates; that is why we believe in the parliamentary process; that is why I started by saying that my intention was not to blindly drive the Bill through unaltered, but to listen, consider and reflect. That is the approach that I adopt.
The risk in this particular case, and with this kind of Bill, lies in trying to do too much. My right hon. Friend the Member for West Dorset will say, “Yes, but it has to be sufficient,” and of course he is right. The point that he made at the beginning of his remarks was that if we are seeking clarity—and the case that we are making for the Bill is clarity—we cannot end up with something that is not clear. Otherwise, ipso facto, we are not fulfilling our ambitions. This debate is about that clarity.
Let me put this on record and see if it helps. It is likely that the first automated vehicles to reach the market will be usable in automated mode only in specific situations or use cases; we talked about that previously. They will probably be used, in the first instance, on motorways, for obvious reasons. In those terms, to put it in a way that most of us should find easy to grasp—I certainly find it easy to grasp, and if I find it easy, that is fair enough—it is a bit like a combination of what we have now. We have cruise control, which we might use on a motorway, but we probably would not use on a small side road in a rural area. We might use other driver-assist mechanisms currently available that are not automated, but have been developed over time to make driving more straightforward. We use assisted parking only when we are parking or reversing. There is a relationship between developing technology and actual use. That, I think, is how it will be at the beginning of the process—the journey, the road, the mountain; I do not mind which simile I use—that we are embarking on.
Mr Hayes
I will give way in a moment; I just want to complete this thought. Manufacturers have spoken about creating geofenced vehicles that would operate in defined parts of the city; others have spoken about systems that would operate on motorways and other high-speed roads. It is likely that the relevant global regulations that will be used to type-approve automated vehicles will reflect such limited-use cases. It is also possible that the regulations will contain requirements that the vehicle be able to detect where it is so that the system cannot be used in other situations.
Therefore, it is not clear that we need to make matching regulatory changes in our domestic framework. If necessary, we can use existing powers—this relates to what I said earlier—in the Road Traffic Act 1988 to revise existing or create new road vehicle construction and use regulations to reinforce the global regulations. That is exactly the point that I would make to my right hon. Friend the Member for West Dorset. If that legal power exists, and as long as the Bill does not counter it—it is a useful addition, but it does not negate any of that—it seems to me entirely possible to deal with those technological changes.
Sir Oliver Letwin
I do not think that anybody could possibly be convinced by that, because it does not address the issue. The issue is when the insurer of the vehicle will be liable. It does not matter what regulations are made; they will have no impact on that question if the primary legislation says what it says now and no more. It will remain unclear what will happen in circumstances where it is not clear whether the automated vehicle is driving itself according to the terms of clause 2(1)(a), because it is in transition but failing to transition. That is a problem that the Minister cannot address through regulation; he must address it in the primary legislation if he wants the court to be clear about who is liable.
Mr Hayes
If it is helpful to explain to the Committee in greater detail and in more technical detail, if I can put it that way, the relationship between the Road Traffic Act and the Bill, I am happy to do so, and to do so in particular relation to the point that my right hon. Friend has just made about responsibility and liability, because he is right that if such a contradiction occurred, the purpose of the Bill would not be fulfilled. So, I am happy to reflect and write on that, and given what the hon. Member for Kilmarnock and Loudoun has said, perhaps that will be beneficial in dealing with his query, too.
Alan Brown
Further explanation might help, but the Minister also said that he could use the Road Traffic Act to create regulations that could deal with this issue, because he said that the Bill is to do with fully autonomous vehicles. However, it still seems logical that, if this is a new Bill to deal with autonomous vehicles, we should deal with the scenario that we know exists—it is a scenario that we have already heard evidence about. There is already what is called the tier 3 or level 3 mode of operation, whereby a vehicle already makes that transition from driving to automated, so it seems logical that we deal with this issue while we are considering the Bill.
Mr Hayes
No, I do not think that I agree with that. We are all, to a lesser or greater extent, experienced legislators, or most of us are, and therefore we know that when a Bill is introduced and then becomes an Act, it certainly needs to be synergistic and compatible with the other, pre-existing measures to which it relates. I am not sure that it always needs to replace them; if that was the case, every Bill would have to be immensely ambitious in its scope.
So I do not think it is impossible to reach a position where, if we can accommodate the requirements of my right hon. Friend the Member for West Dorset, we can end up with an Act that is compatible with existing regulation and that fits—knits, if you like—with it, in as much as the insurance industry can rely on the existing legal framework for the products that it already sells and that the public enjoy—or endure, depending on which way people look at it—and there can be a new set of products that relate to the new technology and that build on the framework that this Bill, which hopefully will ultimately become an Act, delivers. So I am not sure that I agree with the hon. Gentleman.
Mr Hayes
The hon. Gentleman intervenes from a sedentary position. Yes, but what I described does not suggest a lack of clarity. It simply says that the existing legislation is obviously clear, because it has given rise to an insurance marketplace that works; the new legislation needs to be clear, as my right hon. Friend the Member for West Dorset; and then the relationship between the two needs to be clear. We have achieved one objective, which has been achieved since 1988 at least; of course, there was legislation before that, but we do not need to deal with that legislation now.
So, I am not sure that those things cannot be squared; in fact, I am certain they can be squared and it is my job to do so. Because it is my job to do so, I am not sure that I can accept the amendment—although it is entirely understandable, well-argued and designed to help; I know that—not least because it is too detailed for the level of development of the technology and could constrain more appropriate subsequent regulation of the kind that I have described.
Also, ultimately the amendment would not help with the process of determining and apportioning liability in the event of an incident, which will remain the same as it is now, with the courts making judgments based on the facts. I am not sure that the amendment really helps with that, and for that reason I invite—not just invite but recommend—the hon. Member for Eltham to withdraw it.
The Chair
Before I call the next speaker, I gently remind Members that in debates of this nature they may speak more than once on the same amendment. If you are making an intervention, keep it short; if you wish to make long comments, it may be better to do so as a separate speech. Equally, will Members stand to make interventions rather than making them from a sedentary position? That helps both me and, I am sure, the Minister.
Clive Efford
Welcome back to the Chair, Mr Bailey. Do you intend to have a stand part debate? Should I forego my response and just contribute to that debate, or make my response now?
The Chair
Unless you want to cover something that has not been debated to date, you might as well do so now so that we do not need to have a stand part debate. If you want to go in a totally new direction, do not respond now and we will have a stand part debate.
Clive Efford
I will make my points now and then we can move on.
We need to go back to what we are attempting to do with the Bill. Why have it at all? Why not just let the insurance industry decide which vehicles they want to insure and make it up as they go along? We are not doing that; we are actually trying to create a framework to protect the public when these new types of vehicles go on to our roads. We have accepted in principle that we have to legislate to accommodate those vehicles, which are different from the vehicles that we currently have on our roads. The Bill must not allow insurance companies to determine what types of vehicles go on our roads. That is for us; that is why we are here. If the Bill offers the insurance industry too wide a scope, we may end up with vehicles on the roads about which people ask us, “Why did you allow this to happen?”
We heard conflicting comments from witnesses. Mr Wong told us that in an Audi, after a minimum of 10 seconds alarm bells would go off and, if the driver did not respond, the vehicle would eventually bring itself to a halt. That was a description of tier 3. Mr Gooding told us that we should not accept tier 3—we should not have it at all. Mr Boland told us that the service vehicles that he would test on city roads would be fully autonomous but, in the experimental stage, would have a steering wheel and a driver, who would take over immediately with no transitional period whatever, which research tells us is not possible. Even the pointy-headed technocrats who came to talk to us told us conflicting things about transition and how the technology works.
We have to be clear about the vehicles we enable to go on to our roads and the dangers that they may create. The transition issue is important, because the evidence is that it creates dangerous situations.
Mr Hayes
I think—to sound like a script from “Dad’s Army”—that the hon. Gentleman is going into the realms of fantasy a bit. His first point was that we need the Bill because the existing Road Traffic Act is not fit. I did not say that the existing Road Traffic Act was fit for the future, because it does not mention autonomous vehicles. The whole point is that it is fit for what it does but we need the Bill because autonomous vehicles are a growing reality and are likely to become so, as a result of research, at some speed in the coming years.
Secondly, of course it is true that the insurance industry has been involved in the work that led to the Bill; its representatives told us so in the evidence sessions. They not only welcomed the Bill; they have been involved through extensive consultations on what is necessary to build the framework to put the products in place. I think we can be clear about the fact that we need the Bill and that the insurance industry has helped create it, and likes it.
Clive Efford
I accept that the insurance industry is a necessary part of our transport system—we have to have properly insured vehicles—but what the Minister has said alarms me a bit. We have the poachers, not the gamekeepers, in charge of the legislation. Of course the insurance industry would not like to be tied up in knots and would want to be as free as possible to insure the vehicles that they choose to put on our roads, but I would argue that we should have more say.
The issue of transition is important. The right hon. Member for West Dorset put it well—I am in danger of saying that someone put a case for my amendment more eloquently than I am doing myself, but his point is important. At the point of transition, when the driver does not respond to all the warnings that Mr Wong talked about in his evidence, does it then come to the point when the people insuring the technology will say that the technology worked perfectly, but there was an accident, therefore it must be the driver’s fault? That scenario is not improbable and could come about. We would be wrong if we did not recognise that in the legislation.
The Minister also spoke about human error. It is quite right that everyone said that more than 90% of accidents are caused by human error, but it is an obvious point. As all vehicles are currently driven by humans, it is highly likely that when accidents occur, they are caused by humans. Some 5% are down to mechanical error. Although I accept that the safety aspect may reduce the number of accidents, when asked, the witnesses could not defend the suggestion that the proportion of accidents caused by mechanical failure—the failure of technology—will increase, and that 5% will go up. They were silent. We are dealing with an area of safety on our roads that is going to grow as a proportion of the accidents that occur.
The Chair may call me to order, but we have not dealt with the issue of platooning and connected vehicles. Which vehicle is going to take responsibility if an accident is caused by a vehicle in a platoon of vehicles going down a motorway and the vehicle that is behind them is insured by another company? We were told in the evidence that it is the lead vehicle that guides the other vehicles. There is a whole area to do with connected vehicles and vehicles transitioning between human control and computer control that will need regulating. The Bill is silent on that, which is a flaw. I do not intend to press my amendments to a vote, but I am sure that on Report—
Mr Hayes
Given what the hon. Gentleman has just said, it would perhaps be helpful to repeat what I said in response to him and to my right hon. Friend the Member for West Dorset. I am happy to clarify the issue of transition.
Moreover, at its very heart the Bill will not put vehicles on to the road that are not safe and appropriate, because that is part of what the regulatory environment guarantees. Furthermore, of course, the Bill obliges the Secretary of State to draw up a list of vehicles. The hon. Gentleman, in withdrawing his amendment, can be assured that a good deal of what worries him—and I understand those worries—will be dealt with in the way I have set out.
Clive Efford
I am grateful to the Minister. I am not convinced, but I will wait for further information from him. I will not push my amendment to a vote today, but these are subjects that we can return to on Report and possibly at even greater length in the other place, as is the tradition of this place. I beg to ask leave to withdraw the amendment.
The Chair
Before we do that, the hon. Gentleman said that the poachers were driving this legislation. In view of the geographical location of the Minister’s constituency, I hope you are not implying that he is the Lincolnshire Poacher?
Amendment, by leave, withdrawn.
Clause 2 ordered to stand part of the Bill.
Clause 3
Contributory negligence etc
Karl Turner
I beg to move amendment 2, in clause 3, page 3, line 4, at end insert—
“(3) The Secretary of State may by regulations define when it is and is not appropriate for a person in charge of the vehicle to allow the vehicle to drive itself.”
This amendment requires the Government to provide regulatory guidance for when it is and is not appropriate for a person to allow an automated vehicle to drive itself.
It is always a pleasure to serve under your chairmanship, Mr Bailey. I do not intend to keep the Committee terribly long on this issue. As the Bill is drafted, the
“insurer or owner of an automated vehicle is not liable”
where the event was caused by a person allowing the vehicle to drive itself
“when it was not appropriate to do so.”
The Bill does not define when it is and is not “appropriate to do so”. Our amendment requires the Government to provide regulatory guidance on when it is and is not appropriate for a person to allow an automated vehicle to drive itself.
This goes to points made previously by members of the Committee, not least the right hon. Member for West Dorset. It would clearly not be appropriate in some circumstances for vehicles to drive themselves. For example, early automated vehicles might be deemed safe to use only on motorways and not on some urban roads; or, for example, a software issue might arise such that using the automated function at that point would be absolutely inappropriate. It appears to me that the true intent of subsection 2 was to focus on bimodal vehicles, because it does not seem to apply to fully automated vehicles. Perhaps the Minister can clarify the position in his response.
One of the primary purposes of part 1 of the Bill is to provide a framework to give insurers, manufacturers and potential users greater clarity, providing confidence and encouraging progress on automated vehicles. However, it is still not clear from the Bill what the Government have in mind about when use of those vehicles would be inappropriate. I do not propose to press the amendment to a vote at this stage; I think the Minister has got the point I am making. It has been made and reiterated several times by members of the Committee. We are simply asking for regulations that better define those circumstances to be brought forward, because we cannot afford any confusion here. People must be absolutely clear where their obligations lie if we are to see the growth of the industry, which is something we all want. We do not want to leave these issues hanging over us.
Sir Oliver Letwin
I will address the points the shadow Minister has raised in a moment. Before I do, I want to come back to a fundamental point about the drafting of clause 3(2)—if you will allow me to do so now, Mr Bailey, rather than in a stand part debate—because it is relevant to the rest of the question. My concern relates to the word “wholly” in subsection (2). We discussed this point earlier today. My right hon. Friend the Minister said to me and the Committee that clause 3(2) was meant to solve the problem that I am worried about, which is that there are circumstances under which strict liability for the insurer of the machine is inappropriate, because the driver may do something either immediately before or some while before handing over to the machine that means he or she should not have handed over to the machine. Those are the very circumstances that the shadow Minister is also concerned about.
The Minister directed my attention to clause 3(2) as the solution. I pointed out then—I will now expand on the point—that if subsection (2) is intended as a solution, it is in desperate need of redrafting. The word “wholly”, which I assume has been inserted mindfully by parliamentary counsel, has a very definite meaning: it means “wholly”. Courts know perfectly well what to do with that when they come across a statute that very unusually—this is not something that we normally find—says that a contributory agency is not contributory, but absolute, and the person in question is wholly responsible. The court will interpret that very strictly, and rightly so, otherwise what on earth are we doing drafting Bills and Acts of Parliament?
There could be a circumstance under which the driver was wholly the cause of the accident. Incidentally, I cannot quite think what that might be. It is a pretty remote circumstance, and I would be interested to know whether the Minister can think of an example, but I accept the possibility of such a thing. Most of the time, however, it will be jolly tricky to work out who is actually responsible.
Let me go back to my example of leaving the motorway, but this time the driver was awake and flicked a switch that specifically made the machine take over. Let us imagine that the technology allowed that—it might or might not, we heard conflicting evidence on that, but suppose that it did—and the driver thought that the circumstances were such that the machine could take over and the machine thought, and that is probably an appropriate word to use, given that it is artificial intelligence, that it was appropriate for the machine to take over. However, they were both wrong. The machine was not good at handling the circumstance and it crashed. The machine got it wrong because it should not have taken over, and the driver got it wrong because they should not have asked the machine to take over. Who has caused the accident? I do not know. I am absolutely sure that there are people who will make millions and millions of pounds, and they are the QCs who will argue such cases in court, along with the rafts of solicitors and the enormous apparatus that goes with that. They will all be arguing about who is responsible.
If we lose the word “wholly”, we eliminate that argument, which I assume is the point of putting it in, because, as clause 3(2) is drafted, it says, “If there is the slightest doubt about whether the machine was in any scintilla of a way responsible for the crash, the driver is not wholly responsible and therefore the machine is wholly responsible, so there is strict liability for the insurer of the machine.” It may be that that is what the Minister wants to do, but it is a very odd thing to do, because the costs of insuring these machines would go up compared with what they would otherwise be. Under circumstances in which the driver was a heavy contributor to the cause of the accident by handing over inappropriately, the insurer of the machine would nevertheless be strictly liable because the machine made one millionth of the contribution to the cause of the accident. That is the effect of clause 3(2) as drafted, and I do not believe that that can be the Minister’s intention. That needs looking at.
Turning to the point made by the shadow Minister on regulations and clarification, I agree that it should be perfectly possible to handle the question of when it is appropriate or not to hand over through secondary legislation. I suspect that it will not be the kind of secondary legislation that we have been used to in the main hitherto. It will be very complicated legislation, because it may have to specify processes rather than results. I do not believe that the technology is likely to develop in a way that will make it obvious to the driver in advance, by reading some kind of guide, when the driver is meant to hand over and when not. I suspect that will be interactive and dynamic, and I suspect that the Minister’s successors—the Secretaries of State who will do such things in regulation—will have to find some way of compelling the manufacturers to create an apparatus that tells the driver in a dynamic and interactive way, as they are driving along, whether, as a matter of fact, it is safe to hand over to the machine or not.
One way in which that could happen is the way we were presented with in the evidence sessions. The machine invites the driver to take over and then there is a simple double rule: only machines that invite drivers, as opposed to giving them instructions, are allowed on the road—and, while we are at it, only those certified by the Secretary of State as being safe when they offer the chance to take over are allowed—and, moreover, the driver is never allowed to hand over to the machine except when it does offer that. That is a possible configuration. That would be quite a complicated piece of secondary legislation, because it would have to be accompanied by a series of quite complicated technical codes that ensure that it is put into practice and that the cars manufactured fulfil all those requirements.
There are of course many other models, but it is terribly important to recognise that if the Minister wants to achieve clarity here—as I think he does, and rightly so—as well as getting the drafting of clause 3(2) right, so that it is clear under what circumstances there really is liability for the insurer of the machine when there is a mixture of causation, he needs to recognise that there will need to be either a quite large superstructure of regulation that gives us clarity about the circumstances under which handover is appropriate or, at least, processes that make it unnecessary to have such clarity in a set of rules. I hope that he will recognise in his closing remarks that even if the Bill does not give new powers to do that—because he believes he has somehow got them already—he will consider all those questions anon, as well as looking at the drafting of subsection (2).
Mr Hayes
My aim is to do that a lot more quickly than you might imagine, Mr Bailey. I accept entirely that there will be a need for a regulatory framework to ensure both the safe deployment and safe use of automated vehicles. The autonomous insurance measures in the Bill are part of that, but the subsequent regulations that ensue will be part, too. They will be—necessarily—dynamic and, I suspect, quite complex, because this is a complex and evolving field. The reason that it is better done in regulations is obvious: we cannot keep bringing primary legislation to the House in such a highly dynamic set of circumstances. It is therefore absolutely right that it is done in a regulatory framework down the line.
Let me try to deal with the “wholly” issue, because it is important that we do so. If the driver is partly negligent, clause 3(1) applies, and contributory negligence would therefore also apply. Clause 3(2) is there to pick up the limited circumstances in which the driver is wholly at fault—that is, contributory negligence does not apply because it is clear that fault lies with the driver. If we did not include “wholly”, there would be a gap in the scope of the clause, as subsection (1) covers only contributory negligence. That is why the word “wholly” is in the Bill.
Sir Oliver Letwin
I am in a slightly odd position because it is the Minister’s Bill, so I would expect him to understand it better than I can, but I have to say that if that is his intent, the plain words of the text do not do the job. In clause 3(1)(b), it is perfectly clear on the face of it that the accident has to be, to some extent,
“caused by the injured party”.
That is not the circumstance we are talking about. We are talking about a circumstance in which the accident is wholly caused by some combination, but unknown, of driver—ex or to be—and machine, not by the injured party, so I do not see how clause 3(1) solves the problem of clause 3(2) having a hole in it.
Mr Hayes
Yes, but clause 3(1)(a) says that
“an insurer or vehicle owner is liable under section 2 to a person (‘the injured party’) in respect of an accident”,
so it covers both the driver or another party. That is repeated in paragraph (b). I do not understand what my right hon. Friend’s problem is.
Sir Oliver Letwin
The Minister is being very patient. Perhaps I am misunderstanding, but I beg the other members of the Committee to read the text:
“Where…an insurer or vehicle owner is liable…to…an injured party…in respect of an accident”.
The injured party is someone who has been injured—that is the reason for the reference to an “injured party”—but if I am the driver and in this case I am not injured, the insurer is not liable to me. I have just handed over control of the vehicle and it has injured somebody else, so I am not an injured party, and the injured party has not contributed to the accident, so clause 3(1)(b)—
“the accident, or the damage resulting from it, was to any extent caused by the injured party”—
does not apply. Clause 3(1) therefore does not apply in such circumstances, so it cannot solve a problem in clause 3(2) because it does not apply to the circumstances that we are talking about under clause 3(2)—or at least not to the circumstances that are worrying the Committee and that we have been talking about more or less all day, which is the question of what happens when I am handing over.
Mr Hayes
I am comfortable with the idea that the driver might be the injured party, and my right hon. Friend comfortable with that too. We are clear on the issue of whether the car was being driven by the driver or was in autonomous mode. Is my right hon. Friend concerned therefore about another party, unrelated to the vehicle, who might be affected by the accident? Is that what he is getting at? I do not understand.
Sir Oliver Letwin
I will try to make it as short as I can, but I am trying to advance the cause of understanding between us by answering the Minister’s question. We are envisaging circumstances in which a driver hands over to the vehicle and the vehicle takes over, but it turns out that it was arguably not safe or sensible for the driver to have done that. The driver was not injured and is not the injured party—the insurer is liable not to the driver, but to someone else who got damaged. That is the injured party. Clause 3(1) does not apply. That is the problem and that is the reason why clause 3(1) cannot solve the problem of clause 3(2).
Mr Hayes
I will reflect on that. It is clear to me when clause 3(1) and clause 3(2) do apply, but it is a reasonable question to ask where the clause does not apply—as my right hon. Friend has described—and what would apply in those circumstances. I am perfectly prepared to reflect and to come back with a clear answer. I am now certain to what he was referring, and that will help in the process of trying to satisfy him.
I was not able to be as short as I had hoped—I began this brief contribution by saying just how brief it would be. In respect of the shadow Minister, I think I have been clear that it is likely that the first autonomous vehicles will be used, as I said, in particular circumstances —earlier I talked about geofencing. It is likely that the global regulations that will be used to type approve autonomous vehicles will reflect those limited cases. It is therefore not yet clear that we will need to make matching regulatory changes in our domestic framework, as I have also said.
We do have the powers under the Road Traffic Act, as I said in response to an earlier intervention, to revise or create new road vehicle construction and use regulations. In that sense, the amendment would duplicate existing powers so really it is superfluous. Its intention is good, because it intends to do what I have just described, but I am not sure that for this purpose it is the right vehicle— I hesitate to use that term because, as so often in the debate so far, we are speaking about roads, journeys and vehicles. None the less, I am confident that we have enough powers and are taking enough powers, through the application of the regulations that I have said will ensue, to satisfy what the hon. Member for Kingston upon Hull East intends. On that basis, I hope that he will withdraw the amendment.
Karl Turner
I am happy to confirm that I beg to ask leave to withdraw the amendment.
Amendment, by leave, withdrawn.
Clause 3 ordered to stand part of the Bill.
Ordered, That further consideration be now adjourned. —(Andrew Stephenson.)
Automated and Electric Vehicles Bill (Sixth sitting)
Tuesday 14th November 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 14 November 2017 - (14 Nov 2017)
Karl Turner (Kingston upon Hull East) (Lab)
I beg to move amendment 3, in clause 9, page 6, line 22, at end insert—
‘(4) The Secretary of State must consult charge point operators and vehicle manufacturers on the prescribed requirements for connecting components (before regulations under subsection (1)(b) are made).”
This amendment requires consultation with charge point operators and vehicle manufacturers on the requirements for connecting components for the charging of electric vehicles.
It is always a pleasure to serve under your chairmanship, Sir Edward. The amendment requires consultation with charge point operators and vehicle manufacturers on the requirements for connecting components for the charging of electric vehicles. As the Bill is currently drafted, the Secretary of State has the power to make regulations in relation to the components of charging points. What the Bill does not do is define what criteria will be used or who will be consulted when making that decision.
The Bill presents a significant opportunity for the UK to lead globally in encouraging uptake of electric vehicles. Making the most of that opportunity will require action in a number of areas. One is the availability and interoperability of charging points. As Members will know, there is some concern about differing design standards for charging points. Those Members, such as myself, who have electric cars, or know constituents who do, will know how frustrating it is to come to a charging point when there is no common universal standard. It is extremely annoying to pull up, try to plug in and then, all of a sudden, realise there is no opportunity to charge. It is important to avoid the situation in which vehicles have a wide range of different connecting components because they will have to be reflected on forecourts. A wide range of different connecting components will be absolutely impractical and create confusion, as we have already discussed. The amendment would require the Government to consult charge operators and vehicle manufacturers on these vital infrastructure decisions.
Sir Edward, I do not intend to press the amendment to a vote. Its purpose is to probe a little deeper to ensure that the Government consult properly and widely on the final form and implementation of those connecting components, specifically consulting recharge point operators and vehicle manufacturers.
Sir Oliver Letwin (West Dorset) (Con)
My main purpose in speaking to this clause and the amendment is to raise the same broad issue that I tried to raise on Second Reading. I have had a chance since then to talk to some of those involved in various elements of the industry and I am reaffirmed in my view that the scope of the regulations proposed in clause 9(1) and 9(2) is too limited.
It is clear that, if we take clauses 9 and 10 as a whole, they miss out a very important, critical element of the scene, without which we will not succeed in engendering the spread of electric vehicles that we seek. That is the assembly—many thousands in the one case and many hundreds of thousands in the other—of apartment blocks on one side and homes on the other side that do not have off-street car parking. In my own constituency, a very large proportion of the population does have off-street car parking because it is a rural area. Many suburban areas fall into the same category, but in our major cities there are many people who live in homes that do not have off-street car parking. Except at the very top end of the market, almost all people living in apartment blocks do not have full off-street car parking that is particularly associated with them. There may be a place where people park but it is not one that can be guaranteed to belong to a Mr or Mrs X. At the moment there is nothing in the Bill that mandates any off-street car parking under either of these circumstances.
My right hon. Friend the Minister may say, as he is wont to do in the Committee, “This Bill is only the beginning.” Yes, but it needs to be a beginning that is sufficient to bring about the largest part of what we seek to achieve. I urge him to talk to his colleagues in the Department for Business, Energy and Industrial Strategy to work out how, in connection with the clean growth strategy, he can provide, probably in the other place rather than on Report, although either would do, an amendment to clauses 9 or, conceivably, 10, or even a new clause, to provide powers for a Secretary of State—probably the one for Business rather than the one for Transport—to ordain that district network operators have to install off-street parking on some rational basis.
Clearly, a lot of consultation is needed with the manufacturers of the relevant equipment, as the shadow Minister said, but principally with the utilities themselves—the district network operators—to work out the best way through that. My feeling when I was involved in this as a Minister was that there is a great deal of difference between taking this in marginal steps as streets are being broken anyway for the purpose of repair or expansion of the network, and doing it all at once. Asking the DNOs to put in off-street car parking on all city streets and for apartment blocks that have not got it and where parking is permitted would be expensive and overplay what is needed in the first year or two. It is doable, but it is excessively costly for the consumer of electricity on whom the cost would fall—assuming it was allowed into the regulatory asset base, which it obviously needs to be. If, however, it is a programme of work that proceeds as streets are broken—I have done a little investigation, although the Minister’s counterparts in BEIS will be able to do much more, which suggests that over about a 10-year period almost all city streets would be able to have off-street charging installed at the same time as works went on—there will obviously be a marginal cost, but it is small.
I made an error in my remarks on Second Reading, because I thought at that time that the rational way to do this was to provide for fast charging off-street through what Hansard, with a delicious benevolence, transcribed as “free-phase charging”. That is a lovely idea, but I hope what I actually said, and I certainly meant to say, was 3-phase charging, which is fast charging. I thought that would be necessary off-street to provide for people to come home from work, charge off-street and then set out for supper or whatever. I have now been told by three different groups of manufacturers, so I begin to believe it, that that is not judged to be necessary and that low-voltage charging would do. That is because, in experience so far, almost everyone who engages in off-street parking or indeed any kind of charging at home does it overnight, in which case low-voltage does perfectly well.
That makes the proposition I am making considerably cheaper. If it is just a question of putting in lamp posts and bits of street furniture that have plugs, it is not complicated. It would be much aided if what the shadow Minister is requesting happened and there was a universalised plug system—but in any event it is perfectly doable at reasonably low cost if done over a period when streets are being broken anyway. If that does not happen, we will not see anything like the spread of electric cars that we would otherwise see, because about half the population does not have access to off-street parking, so it is a very important thing to do.
I want to anticipate one thing that I know from experience the Minister will be told by people in BEIS if his officials ask its officials. That is why I ask him to talk directly to our mutual friend, his counterpart Minister there, about it. He will be told that it is okay because Ofgem has powers within its current regulatory regime to modify licences in order to bring this about and it has powers to allow things to be charged to the regulatory asset base. Those propositions happen to be true, but I do not think that they are a good basis for not taking the power, because the next thing, which the Minister may or may not be told but is also true, is that Ofgem is an independent entity and one cannot guarantee that it will actually use the powers, because if we look at its duties in the underlying primary legislation, we see that it does not have the duty to promote the use of electric vehicles. It may interpret its duties to the electricity supply industry, in terms of balancing and economics, as meaning a large amount of renewables and the prospect of a large battery for the nation residing in its cars. It may interpret its duties as meaning that it ought to do this, but it might interpret its duties differently. It may say that the electricity consumer should not have to bear this cost, and therefore I think that Ministers need the powers directly. They may well never need to exercise them, because they may be able to say to Ofgem, “Look, we have a regulation-making power here. Rather than us using it, why don’t you just enforce this?” But one way or the other, I think that the power should be taken, and it could be taken in a form that allows a very moderate, slow roll-out over, say, a 10-year period. That would broadly do, because I do not think any of us imagines that tens of millions of our citizens will have these kinds of cars 10 years from now. We want there to be able to be tens of millions of our citizens with these cars 20 or 30 years from now, so it would do if this was done gradually as streets were broken.
I hope that that is clear and the Minister is willing to consider it, in conjunction with BEIS, between now and the final passage of the Bill through the other place.
Iain Stewart (Milton Keynes South) (Con)
I rise briefly to seek the thoughts of my right hon. Friend the Minister on clause 9(2), which deals with the potential regulations covering the payment methods for charging points. During an evidence session, one of the most powerful pieces of evidence that we got was from Robert Llewellyn, who pointed to the chaotic situation that existed in California and Ireland, where different providers had different payment cards and methods and there was no standardisation until they legislated for it. My reason for speaking is to hear a little more about what the Minister intends under clause 9(2). Is it his intention to seek a common payment mechanism, and if so, is the current wording of the clause sufficient? The evidence that we had from Robert Llewellyn was that the industry itself will not come up with a common payment mechanism and that will require Government intervention. The Minister may argue, and I will be perfectly happy to accept, that the clause as drafted does it, but perhaps he will wish to consider a slight alteration in the wording to set out that expectation.
Matt Western (Warwick and Leamington) (Lab)
I want to amplify the points made by the right hon. Member for West Dorset in talking about the opportunity we have—I think he was saying this—to be more ambitious and to mandate more for the provision of public charging points on our streets, and the challenge that we face particularly in urban areas. Many of us will appreciate the financial pressures that local authorities are under, and we need to look at introducing LED street lights, whereby we invest in order to save in the budgets employed by councils in the provision of street lighting. Linked to this is a huge opportunity for those authorities to invest in and provide street charging points, and for electric vehicles. I want to broaden the thinking. We are talking in the main about electric cars—that is the mindset we are focused on. However, particularly in urban areas, other forms of electric mobility will offer us a huge opportunity. We need to be cognisant of that, especially electric bicycles—I think that will be a huge growth area.
Sir Greg Knight (East Yorkshire) (Con)
Does the hon. Gentleman agree that the private sector will undoubtedly play its part in providing charging places? I am thinking in particular of pubs, which are always looking for ways to increase their takings. In Yorkshire there is one pub, near my constituency, which has introduced three electric charging points that are there now, ready for use. Many supermarkets have their own car parks, and it seems to me natural for a supermarket to start providing charge points in their car parks.
Matt Western
I totally agree. There is an opportunity both for the market and for authorities to seize this. It is really about showing leadership and ambition in the sector.
Stephen Kerr (Stirling) (Con)
I am thinking about the planning implications of all this for the provision of off and on-street charging points. Do we need to think more widely and, again, more ambitiously, in terms of stipulations that surround planning permissions?
Matt Western
Planning is not my specialism, but I agree that that does come into it, as we recognise what the opportunity is. I think that in China there is already significant progress in electric mobility. Certain cities are adopting this in its entirety. Of course, they are starting from a green field to develop these new eco-cities. It is within our remit to consider these things and to think about planning new elements under local plans that are going through many of our local authorities right now, and how that might be provided for. It is something that we need to do now. Perhaps I can only speak from a Warwickshire perspective, where I know there is a wholesale plan. The right hon. Member for West Dorset spoke about the renewal plan—the accelerated plan to start putting in LEDs and all sorts of other street furniture. It is a terrific opportunity. If we put the framework in place we could help to accelerate, if the Committee will excuse me using that term, that introduction, which would be a very healthy one.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
What a delight to sit under your chairmanship again, Sir Edward, to participate in this exciting exchange of views. As I mentioned informally earlier, we moved from autonomous vehicles to electric vehicles apparently seamlessly, but with equal determination and diligence.
This clause provides powers to improve the consumer experience for gaining reasonably straightforward, easy access to all public charging infrastructure, regardless of where motorists are driving in the UK. The aim is essentially to improve confidence in the purchase and use of electric vehicles, which in itself is part of our efforts to reduce emissions by encouraging people to buy those vehicles that emit fewer NOxic things. We spoke earlier about particular material, the effect it has on human wellbeing and our determination as a Government to take action to counter its effects.
At the moment drivers face myriad different charge points, as we have heard in the course of the debate. I suppose that partly because the industry is developing, the technology is evolving. Like all technological change in its first phase, a variety of different options is still available to the consumer. Perhaps that is the inevitable consequence of the early stage of the development of technology. Usually technology settles around a few common standards and often around a single common standard. That may be the natural consequence of a rationalisation in the market.
I had an interesting conversation about two pervasive and—by the fact that they are widely believed—apparently persuasive myths with two members of the Committee over lunch, not from the Government side, by the way. The two myths we discussed were the misconception that the market would necessarily and automatically settle these matters itself. That is not my view. The second myth was that all technological change is, by its nature, intrinsically efficacious. That is not my view either. It is a lazy assumption that all change is for the better and an even lazier one that all technological change, by its very nature, because it is exciting, fresh and enthralling, must be in the interests of the people. That is not so. It is our job to ensure that these things are encouraged where they are indeed virtuous but constrained where they are not, and, as my right hon. Friend the Member for West Dorset and others have mentioned, to shape change for the best effect. That is precisely what the Bill tries to do with electric charge points.
I have many notes ahead of me, some of which I will use and some of which I will not because I want to address directly the points that have been raised. There seem to be four points. The first point is about access to charge points and making that access, as I described it a moment ago, straightforward, readily available and widely understood. That is not the case now, as the shadow Minister said of his own experience as an electric car driver. The Bill creates powers for us to achieve what I think he wants. The powers will be sufficient to allow us to define a single means of access and to link to that a single payment method. The problem at the moment is not only about interoperability—although it is about that—it is also about how you pay. Some power points are paid for in advance, some are pay-as-you-go. There are different systems; some are paid by card. There are different payment methods, which adds to additional doubts—for the purposes of Hansard, that was alliterative; it was tautological as well as alliterative, to be precise, Sir Edward.
Mr Hayes
Quite. I know the Hansard writers are wonderful people.
The aim of the Bill is to create greater clarity and consistency about access and payment. We are confident that the powers are sufficient to do that. It is necessary to consult the industry on this and I commit to doing so. We want to do this as much as we can as a result of that collaborative, co-operative dialogue, but we will take powers as necessary to provide the certainty that we all seek. That seems to me to be important and urgent and it is very much in tune with what the shadow Minister said.
The second point made by my right hon. Friend the Member for West Dorset was about the location of charge points in those places where it is less straightforward and where there is not easy access.
Matt Rodda (Reading East) (Lab)
I thank the Minister for giving way and for mentioning our brief conversation at lunch time; it is very good of him. On his point about the location of charge points, as someone who represents a constituency with poor quality air—we suffer greatly from air pollution in Reading, as do many other urban areas, even relatively small or medium-sized ones—I not only commend his interest in encouraging charge points but urge him to speak to his officials and other partners, including the industry and local authorities, to see whether areas with air pollution problems can be prioritised as we roll out this new technology. Residents in those areas would be very grateful and appreciative if thought were put into whether that is possible.
Mr Hayes
The hon. Gentleman, with great courtesy, gave me notice as part of the civilised conversation we had at lunchtime that he would raise that very point. When he mentioned it to me informally, I said that it was an interesting thought. It is not incompatible with the zonal approach we have taken to air quality. As he knows, we have developed an approach that focuses on areas that are particularly severely affected by poor air quality. I cannot give a definitive commitment to do exactly what he says, but I am certainly prepared to think about it. It would not be out of tune with the Government’s approach; as well as raising the quality of air for everyone, we have done extra work in parts of our country—typically urban places—that are particularly badly affected. I think he can take that as a small win, in that he has made his point, which I have acknowledged and committed to going away to think about more.
My right hon. Friend the Member for West Dorset made a point about existing powers. He will be aware of the powers granted by the Alternative Fuels Infrastructure Regulations 2017, which I think he referred to. They have just been introduced in the UK and will go part of the way to solving the problem. Those regulations require that all charge points offer ad-hoc access without requiring people to have membership, as some existing systems do. They are about creating the greater consistency that he seeks.
In a former life I was the Energy Minister, and I remember dealing with Ofgem and others, as my right hon. Friend will have done in the roles that he has had. I hear what he says about the practical business of ensuring that the appropriate powers are employed in the way that we seek, and I will think more closely about that, too. It might be necessary to do that in primary legislation in the way that he described, but there may be other ways of achieving that end, and I want to give it further consideration.
It is certainly essential, if we are going to make this multiplicity of charge points as widely available as possible, to address the issue of off-street charge points. As my right hon. Friend and others will know, some local authorities have already made progress in that regard. I am delighted to be able to tell the Committee that just this weekend, London boroughs took the lead. Wandsworth approved a plan to convert all lampposts so that they have charge points, which is notable and important, and Kensington and Chelsea announced the conversion of 50 lampposts as a first step to converting all its lamp posts. So, there is some progress in London.
Sir Oliver Letwin
It is indeed encouraging that those things have been done, but does my right hon. Friend agree that the scale of the ambition is wholly different? Fifty charge points is fine, but I am talking about something like 10 million. I think that I am right in saying that there are about 20 million cars in this country, so about 10 million will be owned by people in places where there is off-street car parking. I do not think that local authorities, Ofgem or utilities companies have got the idea at all that we need to build the infrastructure far in advance of the cars if we are ever going to have the cars. That is why I beg him to consider primary legislation that puts it beyond doubt that Ministers could, if necessary, just make this happen wholesale. That way, they will probably avoid ever having to use those powers.
Mr Hayes
Before I give way, I will quote Ruskin. I know that the hon. Gentleman will want to be informed by that before he contributes. Ruskin said:
“Quality is never an accident. It is always the result of intelligent effort.”
The effort required is of a scale and of the kind that my right hon. Friend the Member for West Dorset mentions. I shall be able to offer extra, exciting news in a few moments.
Graham P. Jones
I am more likely to quote Rousseau than Ruskin. To take the point made by the right hon. Member for West Dorset and talk about it practically, in my constituency 50%-plus of properties are terraced and the lamp standards are set back, not kerbside. That causes a difficulty, because even if we were to fit charging points, we would still have trailing wires. We therefore have all sorts of issues about how we interconnect a property with the kerbside when the lamp standard is set back towards the property, not the road.
By 2040, of course, all vehicles will have to be electric vehicles. The houses will still be there—we are not going to demolish or reconstruct them—so there will have to be a process of adaptation between now and then. The right hon. Member for West Dorset was talking about 10 million charging points and 20 million cars, and I do not think he is too wrong. Who knows? With smaller vehicles, there may be more vehicles than that. How does the Minister envisage resolving that?
One thing the Minister could do, though it would not bridge the problem of open wiring and cabling from a property to the kerbside, is on parking bays. One of the problems in terraced areas will be the competition for parking outside. If a person has a charging point on their property, with the Government having alleviated the problem of cabling across the kerbside, they still have the problem of accessibility when they come home. The Government need to consider how the charge is transferred from the property to the roadside and how to prioritise, because someone who has just bought an electric vehicle will want to be able to park outside their house to connect the cable up at the shortest point. Those are issues the Government need to consider. When we look at the scale mentioned by the right hon. Member for West Dorset and where the volume of terraced properties is like mine at 50%-plus, we see there is a major challenge for the Government.
Mr Hayes
Yes, and one might say, paradoxically, that the challenge is both urban and rural. In many urban areas, people may not have convenient roadside parking, while in many rural areas people may live remote from main arterial routes and therefore major retailers. The Bill mentions major retailers, and I want to deal with that in greater detail. The point was made by the hon. Member for Kilmarnock and Loudoun in considering the previous incarnation of the Bill—the first Bill that dealt with these matters, which never came to fruition because of the general election—that rural areas in the north of England and Scotland and elsewhere could be disadvantaged if charging points are focused on main routes and urban places. I want to deal with that in my remarks and the subsequent actions I take.
The hon. Member for Hyndburn is right that there is a technical challenge in making sure that the infrastructure is in place to deliver the charging points. There is also the planning challenge. My right hon. Friend the Member for West Dorset describes the efforts of Wandsworth and Kensington and Chelsea as just the beginning. Those were not his words, but I want to ensure that no one felt he was being critical of those brave local authorities.
Yesterday, I met the Secretary of State for Communities and Local Government and discussed this with him. In two respects, planning is critical. It is very important that we ensure that, first, electric car charging points are part of any application for new housing—an implicit part of new developments—and secondly, in respect of local authorities, we achieve greater consistency in the provision of charging points for the very reason that my right hon. Friend gave. The numbers involved require all local authorities to consider them and act on those considerations, or we simply will not get enough charging points—or, just as seriously, we may get them clustered in certain places and absent in others. That will not build the confidence we require to encourage the purchase and use of electric vehicles.
Clive Efford (Eltham) (Lab)
I agree with the principle that we need to expand the infrastructure as quickly as possible to create the space for the development of these vehicles. However, when we legislate for these things, as we must, there is the risk of hidden consequences. For instance, in an area where there is a high demand for kerbside parking spaces, particularly in central London, if these parking spaces are exclusive to electric vehicles that reduces the number of spaces for other road users. That may be one of the reasons why some of the boroughs in central London are resistant to creating large numbers of spaces, because they are going to lose the revenue from the car parking on the kerbside and the parking meters. These are the hidden consequences and we have to consider how we roll this out, because it could inconvenience a great many people. It certainly would in my constituency.
Mr Hayes
Yes. It is possible, as the hon. Gentleman says, that there could be contradictory needs, and incentives and disincentives such as those which he describes. We need to be careful about how we put in place those additional requests and requirements. That is about the conversation we will have with the Department for Communities and Local Government. I am writing to the Secretary of State as a direct result of my conversation with him about this yesterday evening. I knew the Committee would want to know about it and I made sure I had it before we met today. I anticipated that the Committee would want reassurance, which I am now ready to offer, that I intend to take this as far as we need to go. This would be done not only by taking these pretty extensive powers, which allow us to make regulations to ensure the easy accessibility of charge points to a common access method as a minimum, but also through the work of other Government Departments. I include BIS, where I used to be a Minister—now called BEIS—and DCLG.
Sir Oliver Letwin
This exchange across the Committee is important. We need collectively to adjust our view of what we are trying to achieve. Hitherto, we have been talking about putting in—if I can put it in these terms—a few charge points here and there in the hope of getting some useful experimentation with electric vehicles, which has all been good. We now have to move into an entirely different world, in which we, by no means exclusively reserve places for electric vehicles, nor do we have a few of them. We have to build out the infrastructure, just as with mobile telephony we have to build out the masts and therefore the capacity to deliver long before people will buy the machines to use it. We have to build out charge points everywhere, right across the country. Every parking place must be a place where you can park an electric vehicle and charge it, because that is the only way we will move quickly as a country from next-to-zero to millions and millions of electric vehicles.
We have a choice as a country. We could be a laggard; we could pass nice Bills, preen ourselves that we are interested in these matters and watch the countries that are going fast go fast. We have done that with some technologies and it is always catastrophic to our competitive status, but we could do it. I do not think that is what the Minister wants, I do not think it is what the Government wants, I do not think it is what the clean growth strategy demands and I do not think it is what the Committee wants. If we do not, we have to envisage regulatory powers that will force the build-out right the way across the street so every on-street car parking place is an on-street car charging place.
The Chair
Order. Interventions are becoming longer and longer and more and more discursive. So, interventions should be short—anybody in these Committees can speak whenever they like—and to the point.
Mr Hayes
Let me be crystal clear: I have no intention of being behind the curve. I am not satisfied to be on the curve, we are going to be ahead of the curve. That is why we must think about housing developments and local authorities but, more than that, about workplaces. I want the Committee to know that the Government have already put into place grant funding to encourage workplaces to put charge points in place, so that people who do not have easy access to a charge point on the street and have not charged at home can charge at their place of work.
I want every local authority in the country to know that there is grant funding available for on-street charge points and I encourage them all to apply. We are not simply speaking of regulations or guidance that encourages or obliges them to consider these matters. We are prepared to help to fund this roll-out.
Workplaces, homes, local authorities, on-street, working across Government—this will not simply put us ahead of the curve, it will make us a leader in this field. I personally am not a laggard, and neither are the Government.
Graham P. Jones
I am grateful to the Minister for giving way. He raises a good point: it is desirable to have charging points in workplaces, and I hope the Government will follow through on the Minister’s advice. People do not want charge up at home. There is obviously an issue there: the energy is coming from their own power point and, even if they have solar panels, they will be at work during the day when the sun shines and their vehicle is more likely to be at work. So the workplace is a great place for people to charge electric vehicles. That is desirable in the UK because if we are charging during the day—most people work during daylight hours—it will be from a renewable energy source.
Let me will just return to the Minister’s point about local authorities. My local authority is about to implement a planning policy making charging points automatic in every new build. They are progressive, but they are still left with this legacy. I put this to the Minister today, in my constituency of Haslingden and Hyndburn—where 50% of homes are terraced houses and the lampposts are set back—what incentive do people have to buy an electric vehicle when they cannot charge it at their property? Either they cannot get an access space, or they would have to run a cable. There is the technical problem of running a cable from the property to the car. What is the Minister’s response today, to get the electric vehicle market growing, and to get it growing in constituencies like mine?
Mr Hayes
It is straightforward: greater interoperability, greater shared and common access, consistency about payment method, and much greater availability—in homes, on streets and in workplaces. We simply have to have a step change in volume, but a fundamental change too in the ease of use of charge points.
It is true that most people who currently have an electric vehicle, for most the time, charge at home, and typically they charge overnight. That point was made earlier in the debate. But unless people have the confidence that they can charge straightforwardly elsewhere—with a system they understand and a payment method that is easy to use—they will not have the confidence to purchase or drive an electric vehicle. We see this as absolutely critical to our bigger ambitions for low emission vehicles, which is why we introduced the Bill. The whole purpose of the Bill is to address one of the principal reasons people might cite for not switching to an electric vehicle.
Craig Tracey (North Warwickshire) (Con)
What scoping have the Government done of alternative charging methods? I ask because there was a scheme run in Israel, which admittedly did not work, but it failed because of lack of critical mass of electric vehicles. The technology was in place for service station-type set-ups where the entire battery could be replaced within five minutes. A car would go in, and come out with a fully charged battery. That would seem to get round quite a few of the problems we talk about in terms of roll-out and range, but also cover the areas that do not currently have any electrical charging points.
Mr Hayes
I do not know about the Israeli experience but I am more than happy to ask my officials to explore it and to see what we can learn from it. Other countries are engaged in the same process: electric vehicles are becoming increasingly popular across the world, so most Governments are looking at the barriers to entry to the market and what they can do to remove them. Certainly we should learn from the best international examples and see if it is right to emulate them.
The scale argument is well made by my right hon. Friend the Member for West Dorset, the accessibility argument well made by the shadow Minister. Neither one is the more important. As I have said, accessibility, interoperability, ease of payment and scale all matter, but they must also sit alongside an appropriate consideration of design. The Committee would be disappointed were I not to say more about that, because part of the problem with charge points at the moment is that they are not easily recognisable. One could drive past the Department for Transport’s electric charging point and not know it was there, because it does not stand out like a beacon. Perhaps it should. Anywhere in the country, it would be better to know what an electric charging point looked like, particularly a roadside one in an unfamiliar place. People know their own locality, but this will be a national network of charging points and we have to consider people who are driving outside their locality.
Clive Efford
I welcome that competition. May I suggest that, if the points are to be easily distinguishable, they should be bright golden? If they were named after the Minister, they could be known as the bright golden Hayes. If one were put in a meadow, even better.
Mr Hayes
The Hayes hooks, as I think they were dubbed by a former Member of this House, now gone on to other—I will not say greater—things, are my only hope of emulating my predecessor Leslie Hore-Belisha with his beacons. I do see myself as a beacon, as you know, Sir Edward, and my charging points would be a lovely contribution to posterity.
Mr Hayes
I will take that, Sir Edward, with the courtesy that you deserve, as a bid and consider it alongside other helpful suggestions.
So, the design competition will be launched shortly. A combination of that readily recognised design, with the pervasive policy that will result from the work that we are going to do with other Government Departments and the powers we are taking here, will mean that, as with the old red telephone boxes, when they were more common, and pillar boxes that still are, people will know exactly what a charging point looks like and how they can access one.
Perhaps inspired by the hon. Member for Kilmarnock and Loudoun, I want to deal with the matter of rural areas, which is not in my notes. I am mindful of the experience of mobile telephone coverage or the roll-out of broadband. Members of the Committee who represent rural areas who, if they have not said something already, will at least be thinking, what about Dorset, Lincolnshire or Cornwall? We love driving on the main arterial routes, but will we be neglected? I think we need to do more work on that. We have mentioned major retailers in the Bill, but by their nature they may well be disproportionately located in the places where populations are concentrated and where most vehicles travel, and not in the rural areas represented by a number of members of this Committee.
We should think creatively about how to ensure that rural areas are not neglected. We must not end up with an inadequate number of charging points in parts of the country and therefore a disadvantage for the people of, for example, Gainsborough. I know you would not want that, Sir Edward. That is an additional consideration that I offer the Committee. I do not think it is an automatic consequence of the Bill, but it should accompany it as a further piece of work. There may be ways in which we can encourage certain local authorities. There may be ways to monitor and then ensure a consistent roll-out of charge points across the country. This is not unlike the suggestion that was made by the hon. Member for Warwick and Leamington about how we might apply different aspects of the policy in different ways at different locations.
Alan Brown (Kilmarnock and Loudoun) (SNP)
I welcome those comments, but obviously this will not be in the Bill. How can we make sure that the work goes ahead on assessing rural capability and the actual roll-out in rural areas?
Mr Hayes
This part of the Bill facilitates a regulatory environment that would allow us to address a range of challenges. The Bill anticipates regulations, though I do not yet know whether this needs to be done by regulation or whether it can be done by other means. I wanted to highlight that I share the hon. Gentleman’s concern. I know that the Committee felt that there is, not a risk or a likelihood, but a possibility that we might end up concentrating charge points, even though they are interoperable and easily accessible and wonderfully recognisable and beautiful, and that rural areas would consequently be at a disadvantage. I will look at the matter closely and see whether we need regulation, or whether we can use other means.
I must say a word about amendment 3, as it is the subject of the debate. The hon. Member for Kingston upon Hull East suggests that we require the Secretary of State to consult charge point operators and vehicle manufacturers before regulating. I can absolutely assure him that we will be consulting charge point operators and vehicle manufacturers before we make regulations. He has my certain assurance that that consultation will take place. I do not feel that the amendment is necessary, because it is implicit in the way in which the Government will go about their work. Ruskin said:
“Remember that the most beautiful things in the world are the most useless; peacocks and lilies for instance.”
That does not mean that useful things must be ugly. It is perhaps true that the most beautiful things are useless, but let us make useful things as beautiful as they can possibly be.
Graham P. Jones
Presumably, Sir Edward, with your permission, we are also speaking to clause stand part?
The Chair
I think we have had a very discursive and wide-ranging debate. If the hon. Gentleman wants to add anything, he should speak now.
Graham P. Jones
The clause states that the Secretary of State will make regulations on these matters. What is the timeframe for this and what is the process? Who will be involved in some of these decisions and in formulating some of the ideas? When in the near future will some of these regulations be laid? As I said earlier, 50% of the issues for my constituents are simple technical matters: terraced property, road and the kerb that sits in the middle. When will the Secretary of State bring forward the regulations in clause 9 and who will be involved in that?
Iain Stewart
Forgive me if I was so mesmerised by the prospect of the competition that the Minister has just announced that I missed his comments, but can he clarify the point I asked about the common payment mechanism, which I think would be an important feature of the interoperability of these charging points?
Mr Hayes
Let me deal with that first. I wholly agree that the regulatory powers we have taken are designed to produce a common payment method. That is very important. As I offered a moment ago, we will engage with the industry to work to that end, but we could use these powers to oblige that. It is intolerable that people might turn up thinking they could charge their vehicle, find that the charge point was compatible because of the steps we have taken, and then find that they had to have pre-booked, prepaid or have a special card to do pay. It is probably right that we go for a pay-as-you-go method, but I do not want to be definitive about that. Let us have those discussions to achieve the end my hon. Friend suggests.
On the other matter, will the hon. Member for Hyndburn remind me what he said? I have now waxed so lyrical that I cannot remember.
Graham P. Jones
It was about the process and the involvement of the regulations that the clause says the Secretary of State will introduce. When are we likely to see them? Fifty per cent of my constituents have a technical problem that could be resolved quite soon. Perhaps the Minister’s office and the regulations might resolve that for them.
Mr Hayes
I know that when I display my scepticism about the free market, it excites my Opposition friends whose views on such things are closely aligned with mine. I have to say, however, that the market is not entirely undesirable. We hope that through co-operation and collaboration, consultation and discussion, we can bring about a happy series of outcomes. We want to work with manufacturers and industry to ensure that we get to the destination that we all seek, but the regulations ensure that if we do not get there, we take the powers. My view is simple: we will introduce regulations when it is necessary to do so. We will not regulate unless we have to. As my right hon. Friend the Member for West Dorset said, there seem to be persuasive arguments that if we do not establish the ability and, in some instances, the actuality to do so, the market will not necessarily deliver all these outcomes, but that is a matter to gauge when we see how things develop. The important thing is that the Committee can be proud of putting in place the means by which Government can do just that.
Alan Brown
Building on the Minister’s commitment to look at the considerations for the roll-out in rural areas, I make a plea for him to consider the associated factors that need to be taken into account, such as mobile coverage or communications connections. I ask him to take account of those wider issues to get the full big picture of what is required to enable roll-out.
Mr Hayes
I am a great believer in allowing one’s ideas to formulate and develop through scrutiny. I am inclined to say that we should do a mapping exercise to see where charge points are now and where we envisage them developing in the short term, and to identify the further steps that need to be taken at an early stage. With the other technologies that the hon. Gentleman and I have mentioned, we are playing catch-up. Good work has been done by this Government, the previous Government and the Government before that in trying to get there, but anticipating some of those problems by doing a detailed mapping exercise might allow us to take early steps of the kind that the hon. Gentleman and I wish to see. I commit to do that as a result of this scrutiny.
Stephen Kerr
The Minister provides us with a number of interesting packages. I am thinking of the areas that criss-cross with devolved areas that belong with the devolved Administrations, and the competition that he has announced. Has he consulted the devolved Administrations so that we can have a United Kingdom approach to the competition and the design?
Mr Hayes
Where matters of beauty are concerned, I tend to rely on guidance from the good Lord, as I see beauty as inseparable from truth, rather as Keats did. None the less, in moving forward it is absolutely right that we should engage with all organisations that might want to play their part. It is perfectly reasonable that we should have those discussions, albeit driven by the expression of truth in the form of beauty.
Sir Oliver Letwin
It is regrettable that my right hon. Friend, even after 20 years of discussions between us, has failed to take on board Kant’s distinctions between beauty and truth, but we will leave that aside for the purpose of the clause.
I do not disagree with anything my right hon. Friend said about making charging points more accessible and more uniform, including making the payments system more uniform. In every respect it is admirable that he wants to encourage local authorities and many others to participate in providing them. That is all fine, but it will not do the job. I urge him to attend to the question of the distribution network operators; they, and they alone, are capable of rolling out on-street charging on the scale we require.
Let us think about what it feels like in public choice theory terms—that is, what it feels like to the official who is trying to do it. If a local authority seeks to put in charging points, the official has to ring up the DNO, if they can find the number—it is not easy to find numbers for DNOs—and ask them whether they would like to put them in. The DNO’s immediate response is, “No.” Why? Because the DNO is not allowed that in its regulatory asset base. They then engage in a negotiation, which goes on for some months, about how much the local authority will remunerate the DNO for putting in the relevant wires. The official in the DNO who is having this conversation is on the commercial side, but unfortunately, people on the commercial side of DNOs are not good at talking to the engineering people in DNOs, so they usually have to go up to a manager above each in order for a manager then to come back down to the engineering side. At this point, the engineering side decides that it has a lot on its plate, because it is engaged in reinforcements, repairs and design, so it does not particularly want to do this. There are some more months of negotiation between them, the manager and the commercial side of the DNO. About a year or two later, if we are lucky, 50 charging points arise.
I am not speculating about that; it is what we have seen happen so far. If there were explicit, primary statute powers in the Bill to regulate the DNOs—I recognise that that is a radical idea, because it is not the structure we currently have for most purposes—the upshot would be that my right hon. Friend, acting through his colleagues in the Department for Business, Energy and Industrial Strategy, would have the whip hand. He would be able to say to the DNOs, “You have to do this. You can put it in your regulatory base, and therefore it is a cost not to you but to electricity consumers as a whole. Here is a national plan for doing it.” We could then be confident that over a number of years, there would be on-street charging the length and breadth of the cities where it is needed. I do not think anything less would do the job.
I recognise that that creates an oddity: this Department for Transport Bill would in effect have to become a DFT and BEIS Bill for the purposes of that set of measures. It is not complicated otherwise. I do not think that there is a compelling regulatory structure that would allow that to happen. Obviously nothing will be done now or on Report, but I urge the Minister to talk to BEIS and to introduce some such provision in the Lords. It is a no-regrets policy, because if it turns out that I am wrong and the charging points are put in by local authorities without the need for those powers, the powers will just sit there and not do any harm. If I am right, the powers might solve a problem that would otherwise have to be solved by someone coming back in one, two or three years from now with a further Bill. That would be a terrible waste of time when we can do it right now.
Several hon. Members rose—
The Chair
You have. My attitude is that you reply to that point, Minister, and the two hon. Gentlemen on your left may intervene on you if you wish—are you happy with that, Minister? Perhaps you want more time for cogitation—I call Clive Efford.
Clive Efford
I was going to speak on this matter under the next clause, but it seems more relevant to this debate, so I will get it out of the way. Clauses 9 and 10 overlap.
My starting point is this: why are we taking powers in clause 10 that impose requirements but are not imposing requirements in other areas? The Government have to go away and come up with an overall strategy that involves DCLG and BEIS in planning how to roll out charging points in a variety of places. Clause 10 refers to large fuel retailers, but in a sense their sites are not a logical place for vehicles to park for long periods. We will need charging points in more realistic, more strategic places where people park for long periods, which is large retail outlets and other sites. For instance, in workplaces we could put a surcharge on parking spaces that do not have electrical charging points, which could be hypothecated back into a grant that would allow businesses—
The Chair
Order. Will the hon. Gentleman try to stick reasonably close to the amendment?
Clive Efford
It is about extending the number of charging places, Mr Leigh. We could look at a strategic approach from the Government.
Matt Western
One of the interesting things that came out of the evidence, particularly from the likes of National Grid and others, was the challenges they face in particular in their dealings with developers, whether it be for commercial or residential property, and the fact that they are very much driven by the price or cost envelope that they are being driven to. As the right hon. Member for West Dorset described, they were saying at the meeting—or perhaps afterwards, in the evidence—that they will only put in the minimal amount of cabling that is necessary. They are not thinking strategically; they are not forward-thinking, because they are commercial and are working within a budget envelope. That is why I believe this has to be mandated and we have to take that responsibility in this.
Clive Efford
I agree with my hon. Friend. I think that the charging point operators need to have their toes held to the fire. For instance, we have spoken about the problems that may arise for council tenants who live in a tower block and are unable to access these points. Earlier, the Minister said that if charging points go in they have to be open access, so that anyone who needs a charging point can access one, but that can create problems. We all have parking areas in our constituencies around tower blocks where parking spaces are at a premium and fines are imposed on people who do not live in those properties who go and park there. If we start to lose parking spaces, we can foresee the conflicts that will arise, hence the need for what the right hon. Gentleman the Member for West Dorset proposed.
We need an explosion of charging points, so that we overcome competition for roadside parking spaces. It may be that we should talk to providers about how we use renewable energy. The top of a tower block could be a wonderful place for a wind turbine feeding into a power point downstairs for charging electric vehicles; perhaps we could make that accessible using the key fob to the tower block, so that the people from the block benefit. If those people are on low incomes, that brings back into play the whole social mobility issue that the Government have mentioned in regard to this Bill in the past.
There is a variety of ways that we need to look at expanding the provision of charging points. It needs to be part of an overall strategy that different Government Departments are signed up to—not just the Department for Transport but DCLG and BEIS. We need a sea change, to bring the benefits of electric vehicles and make a huge impact on the growing problem of air quality that we have to address.
Mr Hayes
I will be brief, because I need only to address two matters that have not been covered extensively already. It is absolutely clear what the Government’s intent is and what the Bill does to make that intent binding. My right hon. Friend the Member for West Dorset raised a point about DNOs. All I will say to him is that we will certainly work with Ofgem, and I will facilitate that work as a result of this debate. We have already had conversations, but I will make sure that they are intensified with the network industry. I think that he is right that that must not become a barrier, even with local authorities’ enthusiasm growing, as was illustrated earlier, so I will certainly do that.
As for the point made by the hon. Member for Eltham, I am very happy to consider whatever approach is necessary to ensure that the infrastructure roll-out is as effective as it can be. I am mindful of the circumstances he described of someone who lives in a tower block and cannot get access to a charge point. I talked about the potential disparity between urban and rural areas, but there is also a disparity between people who live in houses with easy access to a street charge point or who have off-street parking or their own parking, and those as he described who may have none of those things. Are we really going to say to those people that they cannot have ready access to electric charge points and therefore remove their incentive to buy an electric vehicle? Of course not. So we certainly need to take his point into account, and we will.
Karl Turner
This has been a very instructive debate and it is clear that the Minister has thought very carefully about this issue. On that basis, I am happy to beg leave to withdraw the amendment.
Amendment, by leave, withdrawn.
Clause 9 ordered to stand part of the Bill.
Clause 10
Large fuel retailers etc: provision of public charging points
Karl Turner
I beg to move amendment 4, in clause 10, page 6, line 34, at end insert—
‘(2A) Regulations under subsection (1) must provide exemptions for retailers and operators in instances where adhering to such regulations would—
(a) require an expansion of land, or
(b) result in any other disproportionate costs for retailers and operators.’
This amendment ensures that there are exemptions for operators with limited forecourt space who are unable to accommodate public charging points without an expansion of land and that retailers and operators do not incur disproportionate costs for complying with regulations.
The Chair
With this it will be convenient to discuss amendment 5, in clause 10, page 6, line 36, at end insert—
‘(4) The Secretary of State must publish, in draft, the criteria and definition of “large fuel retailers” and “service area operators” at least six months before regulations under subsection 10(3) are made.’
This amendment would require the Secretary of State to consult on and publish criteria to be used for the definitions of “large fuel retailers” and “service area operators”. This will make clear to the industry which kinds of companies are covered by these regulations.
Karl Turner
Amendment 4 would ensure that there are exemptions for operators with limited forecourt space that are unable to accommodate public charging points without an expansion of land, and that retailers and operators do not incur disproportionate costs for complying with the regulations.
As it stands, the Bill allows the Government to impose requirements on what are described as “large fuel retailers” and “service area operators”, but the problem is that Ministers have yet to define or outline the criteria for what those actually are. The requirements will apply to large fuel retailers and service area operators, and the definition of those is what the Government say they are. Amendment 5 is designed to resolve that issue by requiring the Government to publish in draft the criteria for and the definition of large fuel retailers and service area operators that they intend to use.
It is just as important to consider how charging infrastructure can be expanded in supermarkets, shopping parks and workplaces. Those are all points that have been raised by my hon. Friends and others. All those things seem to go well beyond the kind of charging infrastructure it is envisaged the Bill covers. In the meantime it is worth putting on record that businesses are concerned what the Government taking the kind of powers conferred by the Bill will mean for them. I think, for example, of a small fuel retailer in my constituency. It is a small business that is very important to the local economy and to local people, but the investment that it would have to make might be absolutely huge and the business might not be in a position to make that financial commitment.
These are much more immediate, practical issues, but the Government’s impact assessment lays out the potential significant costs to the operators affected by this part of the Bill, which could run into many millions of pounds. The Minister will correct me if I am wrong, but I think that the average cost of installing a charge unit runs up to about £50,000.
Graham P. Jones
The Minister talks about Ruskin, and a quote from Rousseau comes to mind:
“What wisdom can you find that is greater than kindness?”
That probably sums up the Minister’s efforts in Committee, and I greatly appreciate the tone and manner in which he always conducts Bill Committees in which he leads for the Government.
I want to take up the comments of my hon. Friend the Member for Eltham, who said, “Why just fuel stations?” It seems a good question. If the Minister and the Government can regulate for the imposition of charging points at fuel stations, why not do so for other places? My hon. Friend talked about workplaces, which seem an ideal location, for many reasons. They may be able to capture renewable energy, for example—and people spend a lot of time at workplaces. Why not retailers? If we are going to have fast charging, why not in a big car park, with plenty of space? Sometimes fuel stations are a bit more limited in the space that they afford the motorist. In fact, they are very limited in some cases, particularly in metropolitan areas. Why not public spaces? Why not encourage a whole new enterprise culture whereby people provide, in open spaces, charging points? Why is it just fuel stations?
I am concerned that this seems like a restrictive practice. We are accelerating an advantage for fuel stations, rather than thinking about the benefit to the nation of rolling out as many charging points as possible, as the right hon. Member for West Dorset has said numerous times this afternoon.
There is another disadvantage that ought to be mentioned in restricting the acceleration of charging points. For those homeowners, middle or upper class, who have off-street car parking, a drive and a garage, and are probably charging off the solar panels on the roof or can even afford to charge out of the mains grid at home, that is fine. However, restricting access will result in poor people in my constituency paying a price. If those in a detached or semi-detached house with off-street car parking are charging a vehicle using renewable energies or using the grid, then they will be doing so at a cheaper and more affordable price. Over 50% of my constituents live in terraced properties, and there is no way that they can access a domestic charging point. It is not there. They would have to use a commercial charging point, and there is a cost to that. We are imposing a cost on the poorest people: the cost of moving the vehicle to the location wherever that is, the cost of leaving the vehicle there, and then the cost of paying for that service. The middle-class or wealthy person in my constituency with a drive and off-street car parking can, however, enjoy all the advantages of a home consumer.
We are making regulations for only a few places, but I urge the Minister to see that there are far-reaching consequences to the policy. My hon. Friend the Member for Eltham made this point: we ought to be rolling out charging points everywhere. We should be mindful, as I have said previously, that we are not doing enough for some of our poorest constituents in some of the properties least able to be adapted. Those people are going to end up paying higher premiums should they wish or be able to acquire an electric vehicle. This restricted availability is wrong. It does not allow for social mobility and it denies some of the poorest people access to the market. I would ask the Minister to reconsider and—when he wants to encourage or even mandate retailers or anyone in society that can afford and offer a charging point—to think positively about how many charging points we can achieve over the period of time, how many opportunities there are and why we are restricting it to just a single section of the market.
The cynical person might say that this is the petrol retailers, that as the market changes from fossil fuels to electricity we have to give them some kind of commercial advantage. Perhaps it is in the Government’s mind to say, “Let’s give them a heads-up and a lead on this issue.” I would say that it is not right, that electric charging points should be made available to all and that we should be thinking about the nation and the national interest, not a limited commercial interest that seems to be in clause 10. I would urge the Government to rethink this clause.
Sir Oliver Letwin
There are two specific points that I would like to raise in relation to clause 10, but before I do so I would like to explain why they arise.
As I understand it, about 90% of charging for current electric vehicle use goes on at home, largely overnight at low voltage. In trying to achieve the Minister’s aim—which is the Government’s aim and the cross-party aim of the House of Commons as a whole—of achieving a step change in which we move from 100,000 electric vehicles to tens of millions of them, one of the things that needs to be addressed is what we were discussing a moment ago: the issue of overnight, on-street parking. However, there is a paradox.
Even if there were 10 million on-street parking charging points working beautifully, unfortunately, there would not be very many electric cars using them because there is range anxiety. That is another limiting factor in the expansion of electric car take-up. That range anxiety may in due course be resolved by the advance of battery technology, the introduction of solid state batteries and so on—I very much hope that it will be. The Minister, I and the Committee as a whole recognise that we cannot predict the speed at which battery technology will advance to the point at which relatively cheap and light batteries can carry someone for 400 or 500 miles on a reliable basis. The overwhelming majority of journeys per day are 20 miles and under in the country and do not actually cause any range problems.
I am sure that other Committee members feel, as I do, inhibitions about purchasing a vehicle that will run out of charge if I am trying to make the journey from London to my constituency, then travel around my constituency, if I cannot find a point at which to charge it. Unlike the position on the overnight charging, range anxiety can be cured—unless we adopt the Israeli model, which I am not recommending—only by very high voltage, fast charging at points on the journey that are not too far from the start and are interspersed at relatively short distances. We could debate whether that distance is 50 miles or 100 miles, but if we fixed in our mind the importance of making sure that nobody who started in London and was trying to get to any point in the country would find that it was more than 50 miles before the next fast charging point was actually available—I do not mean was sitting there and being occupied by some other car, but was actually usable at the time they wanted it and could charge their car in five or 10 minutes, at a reasonable price, while we went to buy the paper, went to the loo and did the other things we do at service stations on motorways—range anxiety would be at an end in the UK. Is that achievable, and does clause 10 allow the Government to ensure that it will quickly be achievable? Those are the questions that we need to address.
The answer to the first question—is it achievable?—is yes, it is abundantly achievable. The National Grid is conducting a trial with UK Power Networks to show the cost of stringing lines from the nodes on the high-voltage network to service stations, which will establish the cost of a core network of 50-mile spaced service stations, on the motorway network in the first place and, quickly thereafter, on those parts of the trunk road network that are necessary to cover in relation to, say, Cornwall or Scotland.
I stress that it is all about Highways England, the National Grid company and a few of the DNOs from time to time. Nobody else needs to play a part. If they were all working together to install the relevant infrastructure quickly, it is perfectly doable and not terribly expensive. I have spent time talking to the National Grid company about the likely cost of this, and even if we take quite a high estimate, the effect on bills for customers buying electricity would be in the order of 0.1p per kilowatt hour. It is very small beer. I cannot overemphasise the importance of curing range anxiety early—if we do, we will get scale, and if we get scale the price of electric vehicles will drop, then we will get demand. We would get a virtuous circle. The speed with which we do that will very much influence the future industrial history of this country, because if we do it quickly enough, so that we get scale in electric vehicles before other European countries do, we will be ahead of the market and all sorts of investment decisions will flow to the UK. If we are slightly behind them—and I welcome what the Minister said about being ahead of the curve—it will have the opposite effect. They will be built in Germany and later exported to the UK. That must be our aim: to establish a national network of fast charging points, supported by very high-voltage cables, quickly installed at distances along our motorways and trunk roads, which enable people to make a journey from any point to any point in the UK without anxiety about range, even if their vehicle only has 75 miles of battery range.
Two items are missing from clause 10 that would enable the Government to achieve that. First, there is no power to compel the National Grid company to install such links. It goes back essentially to the same kind of structural point that I was making about DNOs in relation to on-street charging, although the item here is quite different: we are talking about a big, heavy-duty, high-voltage cable. However, the principle is the same. At the moment there is no knowing whether Ofgem would allow NGC to charge to its regulatory asset base such links, because there is no power in the Bill or anywhere else that allows the Minister or the Secretary of State to mandate the creation of such links. That is another item that I strongly hope the Minister will consult his friends at BEIS about and, in due course, come forward in the other place with appropriate minor amendments.
Sir Greg Knight
Does my right hon. Friend not accept that the argument he is now developing applies today to retailers of petrol and diesel on our motorways, some of which charge exorbitant prices because they are in a monopoly position? Should the price cap not also apply to them?
Sir Oliver Letwin
I think it is an academic point, but my right hon. Friend is completely right. I have always regarded the regulation of motorway service stations in Britain as an abomination. In terms of both quality and price, they do not compare with their properly regulated counterparts in many European countries. However, I am not sure we ought to detain Parliament by legislating for the past when we can now legislate for the future. I think this will be much quicker than many people think. My guess is that about 20 years from now, we will not have very many petrol vehicles on our roads. I would much prefer to persuade the Minister to regulate for electric charging points, but if he is minded to pay attention to my right hon. Friend the Member for East Yorkshire and fold in a power to regulate for petrol too, I do not mind.
The last thing I want to say about clause 10 is that I think there is a missing entity, as well as missing powers. Interposed between the service station provider and the motorist lies the bizarre phenomenon of the national monopolist who provides the power points at service stations. That is a very odd feature of the scene. I do not understand why it has grown up this way, but we need to make absolutely sure that the powers in clause 10 can apply to anybody who holds any kind of market power over the provision of the charging points in the service stations, and not just over the service station operators. Parliament often legislates and thinks it has legislation that will have the effect that it intended, then discovers that it is not there. This could be such a case unless the lawyers have thought about all that. If they have and it is drafted appropriately, no one will be more delighted than me.
Mr Hayes
I will deal with the last point first: yes, it does apply in the way my right hon. Friend said.
Let me now deal with the issue of motorway service areas, about which I have very strong views. I am the Minister responsible for motorway service areas, so I am in regular dialogue with them. I visit them with alarming regularity—from their point of view, not mine. I am determined that we can do more and better, and so are they, by the way. They are committed to building on the progress that has been made in motorway service areas over a considerable time, but we can do more. I want more particularity, more local source of supply and better design. I want them to be places that people choose to go to rather than have to go to. I want the quality of motorway service stations and their connection to the localities to be a thing of style and grace, and that includes the provision of electric charge points.
The reason we have spoken about major retailers is very much as a start. This is not a reason that limits what we might do later. In fact, we will need to do more later. It is an attempt to make an important start in providing more charge points. Highways England has already committed £15 million to ensure there is a rapid charge point every 40 miles on the strategic road network in England. That picks up the point about battery life, of course, because this is about the regularity of provision. People need to know that, on a major route, they are never more than 40 miles away from a charge point. Highways England is running a procurement exercise as we speak to fill the gaps to achieve that end and it expects to deliver on that commitment as soon as possible. That was part of the road investment strategy, which I launched when I was a Minister in the Department on a previous occasion. I have been a Minister in the Department on many occasions, and when I launched the road investment strategy, that was part of it and one of the commitments we made then.
I know that the good point that my right hon. Friend the Member for West Dorset made about the link to Ofgem is a particular concern of his, as he expressed it in an earlier part of our debate. It is important that we facilitate the kind of work with the providers of power that he describes. I am determined they should not be a barrier to growth in the number of charge points. As I said earlier, and I do not want to become tediously repetitive—repetitive while it is exciting, but not tediously so—we will make sure that those discussions are exaggerated helpfully as a result of this short debate.
We have spoken already about our determination to grow the number significantly. My right hon. Friend poses an interesting challenge: that we should lead the field internationally and be ahead of our principal competitors. That is a perfectly reasonable challenge and one I am happy to meet. I am determined that Britain should be a leader in this field. We have often led in the field of technology and we can again. As I said, it is a challenge I welcome and which I am determined to meet.
With regard to the amendment, which the hon. Member for Kingston upon Hull East spoke to, I am going to abbreviate my remarks a little. I have quite a long speaking note, but I want to come to the core elements that address the arguments the shadow Minister advanced. The shadow Minister drew attention to our debate in the Vehicle Technology and Aviation Public Bill Committee, on which some members of this Committee sat. They will remember the helpful debates we had then and how we have moved on in a sense, although we set out our ambitions in that Bill. I committed to be more precise about the regulations and the shape they might take by publishing a draft. To be helpful today, I ought to say what that draft is likely to contain in respect of the specific circumstances that any regulations would need to take account of in mitigating the effects of the obligations that we are creating in the Bill to make charging points available.
Certainly, where the commercial viability of fuel retailers, their forecourts and service areas and the effect that mandatory electric vehicle infrastructure would have upon that are concerned, we would need to be mindful of the interests of retailers. We are not in the business of creating such a burden that people, first, will not do it and, secondly, will be compromised by it.
Secondly, there is the issue raised by the hon. Gentleman about places where there is not space available and the total land take makes provision impossible. Thirdly, there is the point about the impact on the local electricity grid. Fourthly, there is the proximity of other charging points, which relates to the consideration we enjoyed earlier about concentration. We do not want a cluster of charging points in a small area and yet no charging points for a long stretch. The proximity of the electric vehicle infrastructure and of other fuel retailers and service areas also seems to be salient.
The hon. Member for Kingston upon Hull East was right in moving the amendment to say that we need to be mindful of the practical effect of the obligation we are creating. It must not be crude in its effect; it must be measured, and the regulations will ensure that. They will certainly contain the elements that I have set out. The hon. Gentleman is also right that clause 15(3) specifically commits the Secretary of State to consult with appropriate persons before making regulations under this part of the Bill. Given that the effect of the Bill is to make the provision of charging points mandatory, it is right that we should consult.
Equally, we should be bold and ambitious. I think it was Ezra Pound who said that when faced with two options, choose the boldest. That is very much the recommendation of my right hon. Friend the Member for West Dorset and the hon. Member for Kingston upon Hull East. We do need to be bold and ambitious, but we need to be measured. We must not create an obligation that is heavy handed in its effect. I want to achieve what the Committee has recommended to me, which is to lead the field. The best way to do that is to put in place regulations that can be effected quickly, efficiently and effectively.
We will consult. The consultation needs to be wide ranging and thorough, and we would like to commence much earlier, so that the regulations come into force after proper reflection—probably earlier than the six months proposed by amendment 5, but not so early that I do not have time to consider the results of the consultation.
Karl Turner
I beg to ask leave to withdraw the amendment.
Amendment, by leave, withdrawn.
Clause 10 ordered to stand part of the Bill.
Clause 11
Information about public charging points
Question proposed, That the clause stand part of the Bill.
Sir Greg Knight
My right hon. Friend the Member for West Dorset referred earlier to petrol cars as being in the past. Let me say to him: not quite yet. Although manufacturers estimate the average life of a car to be 10 to 12 years, I have to tell him that I have a petrol-powered car that is 81 years old, and I still enjoy driving and using it.
Can the Minister confirm his intentions regarding subsection (2)(c)? Whether their car is powered by a battery or by petrol, the motorist has a right to expect the Government to intervene to protect him or her from being ripped off. Clearly, where the retailer is in a monopoly, or near-monopoly, position, such as a petrol or diesel retailer on a motorway—or indeed the provider of a charging point on a motorway—it is essential that the motorist is made aware, before he or she commits to a purchase, of the price they are going to be asked to pay. Can the Minister confirm that he will use the power in the Bill to require the electric charging point providers to display the cost to the motorist—as is now the case for petrol and diesel suppliers—so that if there is an intention to overcharge and rip off the motorist, that motorist has the opportunity to drive away and go to the next retailer?
Graham P. Jones
Does the right hon. Gentleman also agree that that information should be displayed in a manner that the customer understands?
Sir Greg Knight
Absolutely, and I would go further and say that it also has to be displayed in position where it can be read from the interior of the car, before the motorist has alighted from the vehicle and made his or her way right up to the charging point.
Stephen Kerr
Does my right hon. Friend agree that the information should perhaps also be available in open data format, so that when apps are constructed to advertise the availability of charging points, as described in the Bill, the price should also be there in plain sight?
Sir Greg Knight
I can answer my hon. Friend very simply: absolutely. He is absolutely right on that point.
Mr Hayes
When my right hon. Friend the Member for West Dorset spoke of the past, he may have been doing so mildly pejoratively. I take the view that we are the past: all we are is what we remember; now is an illusion, as it becomes then in an instant, and the future—as we have said repeatedly in our considerations on this Bill—is an uncertainty. So when my right hon. Friend the Member for East Yorkshire speaks of those vehicles, vintage and classic, that he holds so dear, I can say with certainty that the future of Jaguar XK120s, 140s and 150s, Bentley Continentals, Humber Snipes, Singer Gazelles, Ford Anglias, Morris Minor Travellers, and Jensen Interceptors, among many others, is secure in my hands.
The substantial point that my right hon. Friend makes is about clarity when it comes to price. He is right that petrol stations show the price of the goods they sell—petrol, diesel, et cetera—and it is right that we should be clear about that. I believe we can ensure that that happens in the way that he sets out, as it seems to me perfectly fair and reasonable.
Sir Oliver Letwin
I am, as ever, grateful for my right hon. Friend’s mellifluous misinterpretations of philosophy, but to return to the matter in hand, while I very much welcome what my right hon. Friend the Member for East Yorkshire has said about transparency of pricing, I hope he will agree that, at least in the interim, that is not going to be enough. The reason it works for petrol is that the petrol engine and the fuel tanks that go with it now have range capacities, which mean that people can almost always choose where they want to fill up. At least for the short term—that is, the crucial moment in which we either will or will not achieve a transition to a vast scale of electric vehicles in this country—electric vehicles do not have a range that enables people to make that choice under all circumstances. Therefore, having people know that they are going to be ripped off when they get to the relevant service station, which is the only one they can charge at, is adding insult to injury, because they are told in advance that they are going to be ripped off, but they are still ripped off because they have no choice. Therefore, at least in the interim, we do need price-capping powers—which, alas, my right hon. Friend the Minister did not mention in his response to the last clause, but which I hope he has taken on board.
However, the point I want to make in relation to information is different. Clause 11 begins very well, by saying in subsection (1):
“Regulations may require operators of public charging points to make available prescribed information relating to such points.”
Unfortunately, subsection (2), if I have understood the way it is articulated correctly, limits that power by saying that what can
“be prescribed under subsection (1) in relation to a public charging point is such information as the Secretary of State considers likely to be useful to users or potential users of the point”,
which is followed by a perfectly sensible list. That is a very valuable power to have, because, for the reasons that my right hon. Friend the Member for East Yorkshire advanced, and other reasons, it is good that there should be transparency for users and potential users. I very much agree with a point that my hon. Friend the Member for Stirling made about open data sources and apps, but there is an information flow that is even more important than the information flow to the users.
We need to look ahead to the time when there are 20 million of these electric vehicles in the UK, or even to when we are a quarter or half of the way to that total. At that point the dynamics of the electricity supply industry will—as my right hon. Friend the Minister knows from his time in Energy—fundamentally change. We will have the capacity to deal with intermittent provision of energy to the grid by a flexible demand response engendered by electric vehicles, in their millions, either ceasing to charge or ultimately delivering electricity to the grid at points when the intermittent supplies from, shall we say, solar energy are not available and when the load curve would otherwise create additional demand that could not be met.
That is a huge gain to our country, and it could eliminate very expensive investment in fixed storage or additional capacity from fossil fuel or nuclear stations. In order for that gain to be realised, there needs to be a flow of data back from every kind of charging point all over the country into National Grid, so that the National Grid planners can plan ahead in the knowledge of the patterns that are being established, dynamically, as there are more and more electric cars and the interactions of those with the smart charging points and the smart grid change.
This is really a very important flow of information indeed. At the moment it does not exist, and there is nothing in the Bill that gives the Secretary of State the power to mandate that it should exist. It would be a simple matter to do so; we would need only to enlarge the scope of the power in clause 11(1) and (2) by changing the drafting so that it is possible to mandate information useful not only to users or potential users, but to operators of infrastructure relevant to charging: the grid, for example. I am not trying to draft on the hoof—it is obviously easy for the Minister to commission the appropriate drafting—but I hope that the intent is clear. It would make a significant difference.
I am told by National Grid that at the moment it has considerable difficulty accumulating any serious information about patterns. Car manufacturers do not want to give it, because they regard it as commercially sensitive information, and the commercial operators of the current charge points do not want to give it, for the same reason. Therefore, the Minister will need powers that compel a range of people providing various different kinds of charging points to provide that information back to the grid if the grid is to have a reliable supply of data to enable it to plan in an appropriate way.
The grid—and the DNOs, to the extent that we are talking about distributed power—has good information at the moment on the generating side, and it will get pretty good information from people’s homes through centralised computing after the smart meter roll-out. However, that brings me to my last point. As I understand it—I do not know how it happened; the Minister might have been responsible, or me, or one of our colleagues at the relevant time—unfortunately, by oversight, we have not so far required the information that electricity suppliers get through the central computing system attached to smart meters to be transmitted to the DNOs and the NGC. Therefore, to the extent that cars are being charged off-street, at people’s homes, they are unable to get that data flow. That goes back to a decision by our right hon. Friend Lord Maude to allow the continuation of the use of suppliers rather than DNOs to supply smart meters in people’s homes.
Be that as it may, it is now also urgently necessary that the data flow be mandated back from the smart meters in people’s homes to NGC, so that as electric cars are charged overnight off-street at people’s homes, that can also be built into NGC’s planning horizons. If we can do those two things—mandate data flows from all public charging points and all smart meters installed in private residences back to NGC—the Minister will be able to contribute significantly to the much more economically efficient development of our electricity supply industry, as part of the roll-out of electric vehicles, which is part of the aim that the Government have always had.
Mr Hayes
I will deal briefly with the two points made by my right hon. Friend; I think that he is wrong about both. In respect of the powers, I am advised that work is under way with the Department for Business, Energy and Industrial Strategy on that. He will understand that, as he said earlier, that needs to be a cross-governmental piece of work. That work is designed to consider what we can do to catalyse the deployment of technology, including potential funding for innovation.
The key point is that the powers proposed in the Bill are sufficiently broad to allow for regulations to include requirements for information relating to vehicle-to-grid charging. That would include information between the vehicle and the grid. Obviously, that would have to be defined in regulation, but I understand that powers can be introduced to fill the gap that he describes in providing information back to the grid about demand and supply.
Sir Oliver Letwin
I would be delighted if the Minister is right, but can he explain how the phrase
“likely to be useful to users or potential users”
in subsection (2) allows the mandation of the information to be provided to the grid, which is neither a user nor a potential user of the charging point?
Mr Hayes
I will return to that when I have dealt with what my right hon. Friend got wrong in his first point. On the relationship between subsections (1) and (2), he is right that, in his words, subsection (2) limits subsection (1)—I would say explains it, but that is a matter of interpretation and semantics. Subsection (2) sets out a series of pieces of information that, for example, the Secretary of State might deem appropriate. It is not an exclusive list, although it is pretty comprehensive:
“(a) the location of the point and its operating hours,
(b) available charging or refuelling options,
(c) the cost of obtaining access to the use of the point,
(d) the method of payment…
(e) means of connection…
(f) whether the point is in working order, and
(g) whether the point is in use.”
The Secretary of State may prescribe other matters as he sees fit, but those are offered “for example”, as the subsection states. I think that my right hon. Friend is wrong about that, or perhaps he will tell me why he is not.
Sir Oliver Letwin
I do not doubt that the list is a very good one, or that it is a list of examples; as the Minister says, the subsection states “for example”. My problem is with the governing phrase above that:
“likely to be useful to users or potential users of the point”.
The National Grid Company is not a user or potential user of the point. Therefore, I do not think that the Minister has the powers under subsection (2) to prescribe that the information flows to it. As he has already said, subsection (2) explains or interprets or restricts (1), so I do not think he has those powers under that subsection either. I am not trying to be a parliamentary jobsworth and I would be delighted to be proved wrong.
Mr Hayes
We come to the nub of the difference between us, over which I think we can reach an Hegelian synthesis in the few short words I will offer my right hon. Friend. I understand that he accepts that subsections (1) and (2) are about providing information for people who might seek to charge their vehicle. He freely acknowledges that the list is not exclusive, although it is extensive. What concerns him is that the subsection does not stipulate any link back to the providers of power—it provides information to the users of power but not to the providers of power. That is because the powers to which I am referring are contained not in this part of the Bill, but in clause 12. I do not want to debate that clause now, because you will not let me, Sir Edward, but I highlight the fact that clause 12(2) speaks of the ability
“(a) to receive and process information provided by a prescribed person,
(b) to react to information of a kind mentioned in paragraph (a) (for example, by adjusting the rate of charging or discharging)”
and so on. We believe that there is sufficient power in clause 12 to get to the destination that my right hon. Friend seeks. If that is not the case by the time we come to debate clause 12, I will explain why not and put that right. I hope that for the time being at least I might have satisfied him.
Sir Oliver Letwin
Of course I will wait until we get to clause 12. I do not read it the way the Minister does, but we will come to that.
Question put and agreed to.
Clause 11 accordingly ordered to stand part of the Bill.
Clause 12
Smart charge points
Karl Turner
I beg to move amendment 6, in clause 12, page 7, line 29, after “security” insert “and provide safeguards against hacking”.
This amendment clarifies that smart charge points must have measures in place to safeguard against the risk of being hacked.
The Chair
With this it will be convenient to discuss new clause 19—Cyber Security and hacking of electric vehicle charge points—
“The Secretary of State must, within 12 months of this Act receiving Royal Assent, consult with such persons as the Secretary of State considers appropriate on what steps will be required for the effective cyber security of electric vehicle charge points to protect those charge points against hacking.”
This new clause would require the Secretary of State to report within 12 months what steps would be required to protect electric vehicle charge points against hacking.
Karl Turner
Amendment 6 and new clause 19 address the issue of cyber security and hacking in relation to charging points. A lot of what we covered this morning applies to the amendment and the new clause, so I do not want to repeat what has already been said. Any element of data, digital infrastructure or digital function is incredibly valuable and increasingly involves a risk of being hacked. The data infrastructure and digital function behind the charging infrastructure and its interface with electric and automated vehicles are no different. We need to address cyber-security and data protection in relation to all these areas, including charge points.
Amendment 6 relates to charge point cyber security. Clause 12 contains a range of non-exhaustive specifications —we discussed them a few minutes ago—that a charge point must comply with. It appears that will involve a large amount of data being transmitted from the charge point. Measures are therefore needed to ensure that charge points and the data they process are protected against attempts at hacking. I think that is what the Government are getting at in subsection 2(e). Will the Minister clarify whether that provision also covers cyber security and the risk of hacking? I also invite him to clarify who the information that clause 12 refers to is to be shared with and where.
We need safeguards. It is not beyond the realms of possibility that if the safeguards are not in place, information could be downloaded from an electric or automated vehicle being serviced that would allow hackers to obtain information or—perhaps worse—control safety-critical elements of the vehicle’s functions.
On new clause 19, I will not repeat the points made this morning, but I would be grateful if the Minister could indicate what work has already been done. I am aware that a great deal of work is being done behind the scenes, but it would assist us to know who specifically his Department is consulting.
Sir Oliver Letwin
In this useful dialogue we have got to the point of agreeing that it is necessary to have the information flow back to NGC, and that clause 11 does not provide for that to be mandated. The Minister ended his remarks on clause 11 by saying that clause 12 does allow the Secretary of State to mandate the provision of that information by charge points to the National Grid Company.
I said that I did not read clause 12 the way the Minister does, and that is because I suffer from this problem of reading the thing as if it were in English and I were a speaker of English. Let me illustrate to the Minister why a normal reader of English would not take clause 12(1) and (2), as currently constructed, to have the effect he is describing. If he can then explain to me why a lawyer reading it in some other language believes that it will have that effect, I will gracefully and happily give way, because I have no desire to engage in unnecessary redrafting.
In English then, clause 12(1) states:
“Regulations may provide that a person must not sell or install a charge point unless it complies with prescribed requirements.”
That is entirely about the design of the charge points; it says nothing about the provision of information. It is perfectly true that clause 12(2), again in English, states in the governing phrase:
“The requirements that may be imposed under subsection (1) include requirements relating to the technical specifications—”.
It then gives some examples—I take the point that this is not an exhaustive list—which do include, in clause 12(2)(g), the capability of the machine in question to be “accessed remotely” and, in clause 12(2)(a),
“to receive and process information provided by a prescribed person”
and even more appositely, in clause 12(2)(c),
“to transmit information…to a prescribed person”.
I accept that clause 12 is drafted in such a way that, when read in English, it would enable the Minister to pass a regulation stating that the charge point in question must be designed to have the capacity to transmit information to the prescribed person—namely, the NGC, if the Minister prescribed that. I accept all that, but having a machine with the capacity to transmit certain information does not entail the person who has the machine in their possession actually transmitting or allowing the transmission of the data in question.
There is nothing here in English that gives the Minister the power to mandate that the person who owns or supplies the relevant charge point has to allow the transmission of those data. I know of no obvious principle of jurisprudence that would mean that having a machine of a certain capacity means that it has to be used in a way that lives up to that capacity. It would indeed be strange if there were such a thing, because there are many instances in which people have things with capacities that are lawful, or even mandated, without having the obligation to use them in that way.
If the Minister can explain why enforcing a rule that the charge point has the capacity to deliver the relevant information to the NGC will automatically entail the machines all doing that, I will be delighted and I shall stop inquiring about it. If he cannot, this clearly needs some adjustment so that he has the further power to mandate the flow of data and not just the capacity of the relevant equipment to transmit such data.
Mr Hayes
Let me deal first with the shadow Minister’s comments about cyber security. I am grateful for his brevity, because we dealt with this at length in your absence this morning, Sir Edward. The Government take cyber security very seriously, and the shadow Minister is right that we need to be mindful of the risks associated with malevolent activity, including, as he described it, the hacking of software and other matters. It is important that in the Bill the Government take account of the requirements relating to security, and I simply say to him that they do. If he looks at clause 12(2)(e), we specifically speak of complying with “requirements relating to security”. It is right that information should be shared with those persons who are prescribed in regulations. That would include security measures and, by the way, might also include the National Grid. We are taking powers in the Bill to ensure that information will be made available in the interests of ensuring security.
I turn to the remarks made by my right hon. Friend the Member for West Dorset about whether clause 12 is sufficient to provide the mechanism that I described earlier and the information that he sought in his speech—this is about creating greater clarity over electricity supply and demand, as he described it, and I will not repeat what he said for the sake of time. I am advised that that is the case, but I am inclined to reflect and write to the Committee. It may be, as with our earlier considerations, that in doing so I am able to satisfy him. When we were debating clause 1, he made the point that the wording of the Bill was not sufficient to make clear its full extent, and I think my supplementary letter helped to clarify that. I suggest that I might do that again, which will allow us to make more rapid progress. I know that will please the whole Committee, and not least you, Sir Edward.
Karl Turner
I beg to ask leave to withdraw the amendment.
Amendment, by leave, withdrawn.
Clause 12 ordered to stand part of the Bill.
Clauses 13 and 14 ordered to stand part of the Bill.
Clause 15
Regulations
Karl Turner
I beg to move amendment 7, in clause 15, page 8, line 32, leave out from “consult” to end and insert—
“(a) the National Grid,
(b) large fuel retailers and service area operators as defined under section 10, and
(c) any other such persons as the Secretary of State considers appropriate.”
This amendment would require the Secretary of State to consult specifically with the national grid, large fuel retailers and service area operators before introducing regulations.
The Chair
With this it will be convenient to discuss the following:
Amendment 13, in clause 15, page 9, line 33, at end insert—
“(3A) Before making regulations under this Part, the Secretary of State must consult the Scottish Government, the Welsh Government and the Northern Ireland Executive and have regard to their views.”
New clause 5—Review of regulations in Part 2—
“(1) Within 12 months, and once in each 12 month period thereafter, the Secretary of State must lay a report before Parliament on the regulations made using powers granted in Part 2 of this Act.
(2) The report must consider—
(a) the effectiveness of the regulations,
(b) the impact the regulations are having on public charge point operators,
(c) the impact the regulations are having on fuel retailers,
(d) the impact the regulations are having on the National Grid, and
(e) how the regulations are impacting on the uptake of electric vehicles.”
This new clause would require the Secretary of State to lay a report before Parliament each year assessing the effectiveness and impact of the regulations in Part 2.
Karl Turner
I rise to speak to amendment 7 and new clause 5, which appear in my name. Amendment 7 would require the Secretary of State to consult the National Grid, large fuel retailers and service area operators before introducing regulations. New clause 5 would require the Secretary of State to lay a report before Parliament each year assessing the effectiveness and impact of the regulations in part 2.
Amendment 7 would require the Government to consult widely before regulations were implemented. One significant area that our proposals will deal with is the potential impact of the expansion in the number of charging points on the national grid. To be frank, the Bill barely addresses this issue. There is a fear that huge, sudden spikes in demand could easily damage the network and even lead to power cuts in extreme situations. Serious planning and consultation between the Government, the grid and the charge point operators are required if the policy is to work. I appreciate that the Government are trying to address some of that with smart charging, but the risk is still there, particularly if rapid charging is used at charge points during peak rush hour.
Those concerns need to be carefully considered, and the impact must be monitored in the roll-out of infrastructure changes. Will the Minister commit to considering the matter further, to consulting with the necessary bodies to ensure that the impact is limited, and to ensuring that measures—including smart charging—will be in place to prevent network overload? The Government will have to consider a great many things that they do not know now. They do not yet know what regulations they want to bring in, who these will affect, nor how they will be affected. That underlines the importance of the Government consulting with stakeholders, as requested in amendment 7.
I am not opposed to the use of secondary legislation, because it is necessary to future-proof the Bill, but it is important for the Minister to come back to Parliament with more detail and specific proposals for regulation, particularly on something that, as it stands, does not include much detail. I am sure the Minister will agree that regular reviews can help not only in assessing how things are working, but in guiding future action.
The new clause would require the Government to lay a report before Parliament each year that considers how the regulations are working, specifically their impact on charge point operators, fuel retailers, the National Grid and the overall uptake of electric vehicles. The Government’s intention is for the Bill to enable and encourage the uptake of electric vehicles, and we all want to achieve that goal. I think we are right to do that. It would therefore make sense for them regularly to review whether that is actually happening, and whether things need to be changed down the line. Involving Parliament in this issue would not only be beneficial to the Government; it would enable them to regularly reassess their efforts. I would like to think that the Minister would say that to us if our seating arrangements were reversed. We must keep the matter constantly under review and we should be prepared to revisit it if the circumstances require it.
I do not intend to press the amendment to a vote, but I give the Minister notice that we definitely wish to return to this issue. I hope that, as the Bill continues its progress through the House, the Minister reflects on that. Perhaps on Report, his position will have changed and we can consider using the affirmative procedure. New clause 5 is about review, and if the Minister can give assurances that he is prepared to review, reassess and change the legislation as necessary, I do not intend to press it to a vote.
Mr Hayes
The amendments and the new clause address the issues of consultation and review, as the hon. Gentleman briefly set out. I could give a short version of my speech and simply say to him, “Yes, yes, yes, yes and yes,” but I am not sure that that would satisfy the more demanding members of this Committee, so let me explain what I mean.
The hon. Gentleman is right that consultation must be part of the continuing determination to ensure that the objectives of the Bill are met. I am determined that we should consult with the National Grid, large fuel retailers and others before making regulations. I completely agree with him that it will be important to consult a wide range of stakeholders on making regulations under these powers, and that will include the devolved Administrations detailed in amendment 13.
The hon. Gentleman will note that we have an obligation, set out in clause 15(3), to do so:
“Before making regulations under this Part, the Secretary of State must consult such persons as the Secretary of State considers appropriate.”
It is right that the hon. Gentleman asks, “Well, who does the Secretary of State consider appropriate?”, because these are broad powers. It would certainly include all the organisations he has mentioned and, by the way, others across the industry. The providers of charge points and others must be consulted, as I have emphasised throughout our consideration of the Bill. He can have the binding assurance from me that we will consult in precisely the way his amendment suggests.
Furthermore, I agree with the hon. Gentleman about the business of review. Given that I have emphasised, as I think have other members of the Committee, that this is a rapidly changing area of work, with evolving technology—the modest nature of the Bill means that we know more will need to be done, both in secondary legislation and, I suspect, beyond—it is important that we keep a close eye on how things are developing.
I have already agreed, as a result of the brief exchanges between myself and the hon. Member for Kilmarnock and Loudoun, both today and in earlier consideration of these matters, that we should map the provision of charge points across the country. It is very important that we monitor closely how charge points are rolled out. We have spoken about workplaces, local authorities, service stations and so on and so forth, but we need to get a clear view about where the concentrations of charge points are and what needs to be done to fill in any gaps that emerge.
More than that, it is appropriate to review more generally. I draw the attention of the hon. Member for Kingston upon Hull East to the Small Business, Enterprise and Employment Act 2015, in particular to section 28. He will remember, probably having debated it at other times and in other places, that section 28 creates a
“Duty to review regulatory provisions in secondary legislation”—
in my judgment, absolutely properly. Section 28(2) makes it clear that:
“The Minister must—
(a) make provision for review in the secondary legislation in which the regulatory provision is made…or
(b) publish a statement that it is not appropriate in the circumstances to make provision for review in that legislation”.
Either the Minister must justify why he is not reviewing, or review.
My strong indication to the Committee is that in those circumstances, we would want to review and consider the ramifications that result from the legislation, for the very reasons I have just given. It is a rapidly evolving and changing field and we want as much debate and scrutiny of it as possible. It is not a matter of contention, but a case of the whole Committee—indeed, the whole House—wanting to get it right. There is provision for us to do so; we have committed to that in clause 15. For those reasons, and with the strong assurances I have offered, I hope that the hon. Gentleman will withdraw the amendment.
Alan Brown
I agree with the principle of amendment 7, and it is good that the Minister says he will take that on board and do the necessary consultation. New clause 5 is about annual review, reporting and updating Parliament, so I would like to hear a wee bit more about how the Minister will do that kind of review of the uptake of electric vehicles and feed back to Parliament, working out, if necessary, what targeted interventions might be required on the back of that.
The Minister said that he would consult the devolved Administrations listed in amendment 13, which appears in my name. I welcome that, but the whole purpose of the amendment was to get the involvement of the devolved Administrations into the Bill, to absolutely ensure that it happens. Based on his earlier intervention, I am sure that the hon. Member for Stirling would agree with that concept.
Certainly, there are advantages to a UK-wide approach, and that requires the involvement of the devolved Administrations. For example, Scotland has its own electric and automated vehicles strategy, which was announced in this year’s programme for government. Scotland is trying to take a lead in the roll-out of such vehicles, and we have set a target of 2032 as opposed to 2040. If the Bill had not been so tight, I would have tabled an amendment to bring forward the 2040 deadline, but unfortunately I have not been able to do so. There is a different strategy in Scotland, and the UK Government need to take that on board, with the Scottish Government.
Scotland has an excess of commercial and academic expertise in smart grids and data management, and we need to ensure that that expertise is tapped into in the consultation and brought forward for the benefit of everyone. I have mentioned the Scottish Government; clearly, other devolved Administrations might have their own priorities that need to be fed in as well. The Minister said that he would give that assurance, but I will look to see how it is taken forward and whether we need to revisit amendment 13 on Report.
I am happy not to push the amendment to a vote; I am just looking for that certainty on an ongoing basis. The Minister is probably aware, regarding the Brexit negotiations just now, that the Scottish and Welsh Governments have raised concerns that they are not fully involved and are getting overlooked. We cannot be in a position where decisions are imposed on the devolved Administrations without consultation and without those decisions being agreed.
Mr Hayes
The hon. Gentleman is not the first, and will not be the last, to clamour to hear more from me, but I do not want to tire the Committee unduly. I have given the commitment that he will have heard about the consultation, but just in case he is uncertain about the good will that lies behind it, let me say, merely on the grounds of unvarnished self-interest, that the Government would certainly want to consult, because we want to get this right. Frankly, there is little for the Government to lose from that kind of dialogue with the devolved Administrations and the whole of the industry. Any responsible Government would want to engage in such dialogue and consultation. I do not suggest for a moment that the hon. Gentleman does not trust my good will, but just in case he does not want to depend on it, I assure him that it is in the Government’s interests to ensure that we get this absolutely right.
Karl Turner
I beg to ask leave to withdraw the amendment.
Amendment, by leave, withdrawn.
Clause 15 ordered to stand part of the Bill.
Ordered, That further consideration be now adjourned. —(Andrew Stephenson.)
Automated and Electric Vehicles Bill (Fifth sitting)
Tuesday 14th November 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 14 November 2017 - (14 Nov 2017)
The Committee divided: - Ayes: 8 / Noes: 9 - Question accordingly negatived.
The Chair
I remind everyone to ensure that all electronic devices are turned off or switched to silent mode.
Clause 4
Accident resulting from unauthorised software alterations or failure to update software
Alan Brown (Kilmarnock and Loudoun) (SNP)
I beg to move amendment 11, in clause 4, page 3, line 13, at end insert—
‘, provided that the vehicle manufacturer has made all reasonable efforts to—
(a) notify the owner of a vehicle about the need for an update of the vehicle’s operating system
(b) provide the relevant update of the vehicle’s operating system to the owner or insured person, and
(c) arrange for the installation and update of the vehicle’s operating system.’
This amendment would ensure the manufacturer has made every possible effort to inform the owner of the vehicle that a software update is needed before liability is passed to the owner.
The Chair
With this it will be convenient to discuss the following:
Amendment 12, in clause 4, page 3, line 36, at end insert
‘(7) The Secretary of State must by regulations establish a system by which an automated vehicle may only be approved for driving itself on public roads if all application software is up to date.’
This amendment would require the Government to introduce regulations to establish a system that requires automated vehicle software to be up to date in order for them to utilise automated functions on public roads.
New clause 9—Updates to software and operation of automated vehicles—
‘The Secretary of State must bring forward regulations to require that automated vehicles cannot operate in automated mode on public roads unless the application software relating to the vehicle’s automated function is up to date.’
This new clause would require the Government to introduce regulations that require automated vehicles to be up to date in order for them to utilise automated functions on public roads.
Alan Brown
It is a pleasure to serve under your chairmanship again, Mr Bailey. I note that you wisely ducked out just before I spoke yesterday in Westminster Hall, right enough—no such luck this morning.
Clause 4 is all about liabilities associated with operational software for automated vehicles. Amendments 11 and 12 aim to strengthen the clause and amendment 11 aims to clarify the responsibilities of the vehicle manufacturer. In turn, that may even assist the vehicle manufacturer with regards to clause 4(1)(b), which refers to whether a person ought to reasonably know about safety-critical software updates being required. We are using the right terminology, and it is hoped that the law meets its intended purpose both of ensuring that people are insured and of clarifying where liabilities are limited for insurance companies.
If the Bill sets out how important it is that safety-critical software is updated, it follows that duties are placed on the manufacturers to take all reasonable steps to ensure that that happens. Therefore, as with smartphones, the manufacturer must notify the owner of the need for upgrades but, unlike smartphones, it needs to be much more than a simple notification. Steps need to be undertaken to ensure that the vehicle owner is aware of the need for upgrades and to make arrangements for them to happen. There could be a series of warnings through the software, or written letters and correspondence. Given the sophistication of the software, and its interactive nature, in that it tries to talk to software on other servers, perhaps even some form of remote immobilisation could be considered. If those steps are followed, any evidence of the deliberate overriding of adaptations undertaken by the owner will fall within the insurance liability limitations outlined in clause 4.
Amendment 12 follows on from that, requiring the Government to introduce regulations to establish a system that requires automated vehicle software to be up to date in order to utilise automated functions on public roads. It might be argued that the amendment is not required, that it simply dots the i’s and crosses the t’s, but given that that function of the software is the brain of the vehicle, it is absolutely incumbent on the Government to ensure that there is a system for explicitly determining that the software is safe, and able to be used.
I suggest that new clause 9 serves the same function as amendment 12. I am therefore supportive of it in principle, but there is a logic in amendments 11 and 12 being put in with clause 4, to tighten it up.
Craig Tracey (North Warwickshire) (Con)
I want to make a brief contribution. I mentioned in a previous sitting that I chair the all-party parliamentary group on insurance and financial services. We have looked into this area in some detail and I think it is fair to say that across the industry there is a lot of support for the Bill, which is good news. The industry is appreciative of the fact that the Bill is moving forward at pace, and of the Minister’s approach to that. However, we think there is a definite opportunity to tighten the wording in clause 4(1)(b), as there seems to be scope for conflict between different parties in two areas.
First, regarding the phrase
“insured person knows, or ought reasonably to know, are safety-critical”,
one of the consequences is that there might be a legitimate reason for software not being installed: a vehicle might be on a journey, there might be no signal or someone might have to use a vehicle in an emergency. The wording is open to interpretation and one of the consequences of that could be delays in paying out claims.
My second point is whether a safety-critical update was contributory either in whole or in part to an accident. Without tightening up the wording, there could be delays in the settling of claims, potential higher claims costs, and more data—data was raised quite a bit in the evidence sessions—being required to settle claims and to establish cause. Again, a knock-on effect is that the full potential of cost savings on insurance might not be fully recognised because of the cost involved in deciding on liability.
With those two points in mind it seems sensible to shift the onus from the insured person for the safety-critical update directly on to the manufacturer in all cases. We know the technology is there. It is available either to not enable the vehicle to start if a safety-critical update is not put in place or—this is probably more reasonable—to not enable a vehicle to access the automated mode unless all safety-critical software issues are up to date. Those are just a couple of points that I wanted to raise with the Minister which perhaps he will consider when he responds to the amendments.
Iain Stewart (Milton Keynes South) (Con)
Following on from the points that my hon. Friend just raised, will the Minister clarify a couple of points regarding the phrase in clause 4(1)(b), which states:
“the insured person knows, or ought reasonably to know”?
I am concerned that the phrase “ought reasonably to know” is a little woolly. I am not a lawyer or an expert in parliamentary drafting. It may be that the phrase is a well-used one that the courts can easily interpret, but in the context of the new software I am a little uncertain as to what “ought reasonably to know” actually means. I can envisage a number of scenarios in which the driver may have had an alert from the manufacturer that says, “We need to install version 1.whatever of the software.” He gets the update at a quarter to nine in the morning. He is rushing out of the house, late for a meeting, and says, “I’ll do that later on,” and then the car he is driving is unsafe at that point. I am simply not clear where the onus lies and when that person should install the software. Perhaps the Minister will clarify that point when he responds to this group of amendments, or he may wish to reflect on it and consider the matter further on Report. It is an area I have concerns about and we ought to get the drafting absolutely right.
Karl Turner (Kingston upon Hull East) (Lab)
It is a pleasure to recommence the discussion of the Bill under your chairmanship, Mr Bailey.
New clause 9, tabled in my name, states:
“The Secretary of State must bring forward regulations to require that automated vehicles cannot operate in automated mode on public roads unless the application software relating to the vehicle’s automated function is up to date.”
The new clause would require the Government to introduce regulations that require automated vehicles to be up to date in order for them to utilise automated functions on public roads. Under the current drafting, people would be able to drive their automated vehicles on the roads without having the latest up-to-date software, which could lead to safety risks. The new clause would ensure that the Government introduce regulations that require automated vehicles to be up to date in order for the automated function to be used. If a vehicle had a serious mechanical fault that could endanger the driver and others, we would not allow it on our roads. An automated vehicle would similarly present an increased safety risk if its operating system was not updated. Most people with a smartphone or computer are likely to have software that prevents it from being used until it is updated. I am not struck by any reason why a similar mechanism could not be included in automated vehicles. By preventing an un-updated vehicle from being used, we would achieve safer roads and cheaper insurance.
Graham P. Jones (Hyndburn) (Lab)
My hon. Friend is making a powerful point. This applies most critically to GPS, where there may be changes to roads or whatever. The automated vehicle would need to know where it is going and whether there had been some ad hoc intervention in the road layout that meant that the GPS was inaccurate. Clearly, there would need to be an update. Does he share my view that updates should be regular and frequent, because they are part of the safety process?
Karl Turner
My hon. Friend makes a valid point when he talks about GPS systems. Without the new clause, people would be able to take un-updated vehicles on our roads, without being absolutely sure that they are safe. A primary benefit of AVs is that they reduce the likelihood of human error. However, one of the few areas in which the scope for human error remains—the responsibility for ensuring that software is updated—would not be addressed, even though it would not be difficult to do so. I cannot find any reason why it is not possible to legislate for this. The new clause addresses that obvious issue and I trust that the Government will consider it carefully.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
We continue with dedication our diligent perusal of these matters and our scrutiny of this Bill. I am grateful to the Committee for its continuing determination to get this right. When we first met, we said that this was an important and challenging piece of legislation because we debate it in rapidly altering circumstances. The technology is moving on apace and we are trying to tread a path between creating sufficient certainty to allow insurers to develop the products they will need as the technology comes on stream and predicting a future which, by its nature, is unpredictable. That is the path we tread. It is important to emphasise in that spirit, in relation to this clause and these amendments, that the Bill is a first step. It does not solve all the problems or answer all the questions. It is a modest Bill, though an important one, in those terms.
It is doubtless true that as this technology unfolds more work will need to be done. We are on the cusp of an important—indeed, one might say revolutionary—change in what we drive and how we drive it, but it is not for this Committee, Government or Minister to predict quite what that might look like in decades to come. The modest character of the Bill needs to inform all our scrutiny. We are not aiming to solve all the problems here. We are aiming to take a measured first step towards solving those problems and meeting those challenges.
However, it is right that we debate the issue of how motorists understand and update their systems so that they can use their automated vehicles safely, as the shadow Minister, the mover of the amendment, the hon. Member for Kilmarnock and Loudoun, and other contributors have said. A core part of that is to ensure that the regulatory framework is in place which compels manufacturers to bring to market systems that make this process as simple and effective as possible.
This is certainly not the place for that legislative process to occur. It is not the purpose of the Bill. The requirement for systems to update forms part of an international set of standards, which I mentioned earlier. Vehicle safety and technology are subject to international standards. Those standards are well established in respect of the vehicles we all typically drive, but they are emerging standards in respect of autonomous vehicles. Much work has been done by this Government and others to ensure that those standards are fit for purpose. They will form the basis of a new type of approval process. We are familiar with the existing means by which these things are assured. That will develop over time, as the type of approval process emerges as a result of the work that is being done. Until that type of approval process is fit for purpose, these vehicles will simply not be sold or driven on our roads. In addition to our domestic non-insurance regulatory programme, it is vital that we are mindful of those further developments.
Robust standards will be in place before the vehicles arrive to market. There is, therefore, a risk in acting unilaterally. I understand why people are suggesting that we might; it is a perfectly reasonable response to the debate and the Bill, and it is useful that we are airing these subjects here. However, we would not want to try to anticipate the development of those standards without a clear understanding of the ultimate design standards to which these vehicles will be held, as we would risk creating barriers to the use of this technology and inhibiting further research and development—indeed, possibly inhibiting the development of the insurers’ products that the Bill is all about. We are continuing to take part in the international negotiation shaping the standards, and developing domestic road traffic laws and guidance. We do not accept new clause 9 and the amendments to clause 4 that would compel us to act without a settled knowledge of how these systems will ultimately be configured.
Let me deal, however, with some specifics. A series of points have been made on these matters during our scrutiny. I have written to the Committee, as Members will know, dealing with some of the questions that were previously raised. I do not think that this is an appropriate point to go through those letters because they do not directly relate to the subject at hand, but there will be a chance—I think at clause 7—to revisit some of the issues that were dealt with when we looked at clause 1. I simply put that on the record, in case people were wondering why I was not immediately addressing some of the things that were raised by my right hon. Friend the Member for West Dorset and others in earlier parts of the scrutiny.
In respect of the issues raised by my hon. Friend the Member for Milton Keynes South, I am looking for the guidance that I might have received from another place—[Interruption.] Ah, here we are; it has winged its way to me. In the end, the courts will interpret the facts. If a person knew that they needed to update the software and failed to do so—that is, knowingly took a view that they did not need to update their software, rather as if someone knowingly drove a vehicle that was mechanically unsound—a judgment will of course be made about their responsibilities and whether they should have used the vehicle. If someone is negligent in respect of their vehicle’s fitness to be driven, clearly the courts will have to take a view about their responsibilities.
Iain Stewart
I agree that we cannot anticipate exactly what form the technology will take, or the form of the updates. My right hon. Friend mentioned that further regulations would be issued before these vehicles went on the road. Would those regulations include a clearer definition of the obligations on the driver regarding when they must install any updates to the software?
Mr Hayes
I will come back to that, because in a way it relates to the point made by my hon. Friend the Member for North Warwickshire. We anticipate that the majority of software updates will be delivered automatically over the air, as it were, so we would expect software to be updated over time in that way that my hon. Friend the Member for Milton Keynes South suggests. I am mindful of the work that my hon. Friend the Member for North Warwickshire has done on this—we have discussed it outside the Committee.
Mr Hayes
I will in a second.
In the end, the clause aims to protect insurers from a negligent person who intentionally fails to update their vehicle. For the sake of clarity, I offer the parallel of someone who fails to ensure that a vehicle they drive now is safe—who fails to take the proper precautions or make the proper arrangements to ensure that their vehicle can be safely driven when they go out in it. So it will be with autonomous vehicles and the software that relates to them. That is the purpose of the clause, but I am not entirely convinced by the advice that I have had on it yet. The civil servants in the room—I know I am not supposed to acknowledge them—will have a shiver going down their spine. I want to reflect more on it. I think we are right and I am sure what I have said is right, but I may have more to say on it. I am happy to reflect on it and come back to my hon. Friend the Member for North Warwickshire if there is more to be said.
Craig Tracey
I appreciate that the Minister will look into it. He mentioned that the clause will protect the insurers, but the insurers of the insured person will still be footing the bill. By passing the onus for safety critical updates to the manufacturer, that could be taken away from the insurance industry.
Mr Hayes
With laser-like precision, my hon. Friend has focused on exactly the reason why I want to reflect on it. I thought that that was what he might say and that was what he meant when he first spoke. Although the response I offered him goes a fair way towards what he was seeking, I need to clarify that additional consideration for him. In the end, that will bring us back to the point close to the heart of all insurance considerations: how we discern liability and negligence. I want to be more precise about the second point that he raised, but I do not yet feel confident to do that. I will now give way to my old friend—the veteran of many Committees with me.
Graham P. Jones
I am grateful for the Minister’s warm words. To return to the issue of GPS mapping updates, people expect the road network to be updated on vehicles, but the scenario is completely different for manual operation compared with automated operation. I hope the Minister is aware that most of the operated maps sit in the private sector. That is not an issue if the car is manually operated because the driver always has discretion as he sees the road in front of him, but that is not the case in automated mode. We have to think about our highways workers or our police force who may be intervening in the road network.
When we talk about updates, serious consideration needs to be given to GPS maps in automated mode. Who is responsible for them? Who owns them? Who will update them? How will we ensure that we have road safety? Updates are vital, but GPS mapping is particularly vital. The Minister needs to take a good look at that and how it will be integrated into the insurance industry and into the Bill and the regulations to protect our people working on the roads.
Mr Hayes
As I say, the hon. Gentleman is a veteran of many Committees. We have rarely crossed swords, but we have certainly waved swords at each other from time to time. He makes a sound point which is precisely why we would need to address a range of those issues in further regulation. At this juncture, I do not think we can think about adding that to the Bill. I know he did not say we should, but he did say that we should think about those matters and look at how they relate to this Bill subsequently. He is absolutely right.
At the risk of opening up a new avenue for discussion—I hesitate to do that because I know we want to make reasonably rapid progress today—the hon. Gentleman might also have raised the issue of the interface between the driver and the road, and the technology on the road. As we move towards smarter roads, there will be an increasingly close relationship between the information received in the car from outside, as well as the information that is at hand within the vehicle. That is another area where there will be a connection to automated vehicles. We are already seeing the regular use of gantries across roads that provide information. The interaction between that information, the car, and the information that is available locally will, over time, become an increasing feature of driving.
This is another area in which regulation will—in exactly the way the hon. Gentleman described—need to address how that works for automated vehicles. The assurance I give him and others is that we recognise these challenges, we anticipate further work, we know that work is ongoing and it will be set out, both in the formation of international standards for a type-approval process that I mentioned, and in the regulation we will introduce that matches that development.
Clive Efford (Eltham) (Lab)
I would like to take the Minister back to his comment that this Bill was designed to protect insurers against drivers who fail, or refuse, to upgrade the software on their vehicles. I think that what he really meant to say was that the Bill is here to protect the consumer, and that unless the consumer is acting wilfully and refuses to upgrade the car, they cannot be held responsible, and the insurers cannot use this Bill to wiggle out of their responsibilities and paying whatever they are responsible for. The Minister is aware is that his comments, which go on record in this Committee, could be used to interpret an intent behind the legislation, so how we describe things is important.
Mr Hayes
The hon. Gentlemen implies that those things are mutual exclusive. Of course, if someone intentionally—deliberately—goes about the business of not updating their vehicle, that creates a responsibility and a liability. That has ramifications of the kind that I described for insurers, but it also has the wider ramifications that he described. I do not think we are in different places on that.
Let me turn briefly to the comments made by the shadow Minister. Again, I can see why he makes that point, but as he knows, we will shortly discuss clause 5, which gives the right of recovery against the person actually responsible for the incident, whoever that responsible person is. We can probably deal with the matter he raises when we debate clause 5, rather than adding to this clause in the way he suggests. His intent is entirely understandable but I do not think this is the best place to make the amendment that he proposes. With that, and my commitment to take further the point that my hon. Friend the Member for North Warwickshire raised, and the more general commitment I have made, reflecting my original remarks about the ambitions of the Bill, the limits on those ambitions, and the development of further regulation, I do hope that the hon. Member for Kilmarnock and Loudoun and others will see fit not to press their amendments.
Alan Brown
I have listened to the Minister and to the comments that have been made. Amendment 11 is still about putting additional responsibilities on the manufacturer, which seems to accord with some of the comments made by the hon. Member for North Warwickshire. The Minister agreed to take on board those comments, but I felt he was a little dismissive of amendment 11. I would like to press amendment 11 to a vote, but I will not press amendment 12.
Question put, That the amendment be made.
The Chair
That is voted on separately at the end.
Clause 4 ordered to stand part of the Bill.
Clause 5
Right of insurer etc to claim against person responsible for accident
Question put, That the clause stand part of the Bill.
Mr Hayes
Clause 5 gives insurers the right of recovery against the person actually responsible for the incident to the same extent that the person is liable to the victim. The person actually responsible for the incident could be, for example, the manufacturer. This clause also defines when and how the amount of the person’s liability is settled and when their right of action accrues. It sets out the arrangements and limits on the amounts they recover. This clause will therefore ensure that the insurers are able to recover from those responsible, to the extent that the victim will be able to do so. This will facilitate the effective functioning of clause 2, which imposes initial liability on the insurer or owner of the automated vehicle in respect of an accident.
Subsection (3) requires the insurer, if they recover more than they initially paid out to the victim, to pay the difference to the victim, and subsection (4) ensures the person responsible for the incident is not required to pay the insurer if they have already paid the injured party.
Sir Greg Knight
I am most obliged to my right hon. Friend. I am intrigued by subsection (2)(c), which refers to the amount of a claim as settled when it is established “by an enforceable agreement.” In this context, can he give the Committee an example of an unenforceable agreement?
Clive Efford
When the Minister sums up at the end of the debate, will he say how he envisages this provision working in practice? An accident occurs, and an injured party is making a claim; the aim of this Bill is to ensure that people are paid out speedily, but the clause describes a process that could be long and drawn out. How does that protect the consumer? Who pays in the first instance? As we have already heard in several debates around this Bill, we are adding more people who could have liability. Because of software upgrades, we are now including the manufacturers—the people who actually design the software. There is no requirement in the Bill for those writing the software to have their own insurance, should their software fail, so where do they come into this process? How do we ensure speedy pay-outs to the consumer when we have an increasingly complex network of people who may have liability in the aftermath of an accident? This clause seems to set out a labyrinth of different permutations that could arise in terms of liability, and that could take some time to resolve. Could the Minister say what is in the Department’s mind and how this will speed matters up?
Mr Hayes
I would not want to accuse the hon. Gentleman of misunderstanding, so I will perhaps say that I did not make it sufficiently clear in my opening remarks. For it is better to blame oneself than other people. The purpose of the clause is to supplement clause 2, in that it will ensure that victims do not potentially have to pursue major manufacturers through the courts. This is to avoid both the unreasonableness of having to do that and the delays suggested by the hon. Gentleman. It is designed to protect the consumer. At the end of the day, the consumer is our principal concern, as he said in an earlier intervention.
We want the system to operate in a way that is as quick, straightforward and comprehensible as possible for the consumer. That is actually what the clause does, by supplementing clause 2. The business of the relationship between the insurer and the manufacturer will be going on behind the scenes. The consumer will not need to know about that, and will get a speedy and satisfactory resolution of the event in the way that they do now. If there was a difference at all, that is where it lies.
Karl Turner
I have listened carefully to what the Minister says and he makes a very salient point. We do not have any objection to the clause.
Mr Hayes
Before we move on, my right hon. Friend the Member for East Yorkshire raised the issue of enforceable agreements, and I did promise—with your indulgence, Mr Bailey—to respond, in my normal spirit. I am told that the agreement must be legally binding and therefore enforceable in court. Whether that satisfies my right hon. Friend, I do not know, but that is all I have to say, so he is not going to get any more out of me.
Question put and agreed to.
Clause 5 accordingly ordered to stand part of the Bill.
Clause 6
Application of enactments
Question put, That the clause stand part of the Bill.
Mr Hayes
Briefly, clause 6 ensures that the new system of liability being created by the Bill preserves and is joined up with various forms of liability in other parts of legislation, and is straightforward in that respect. In creating a new form of liability in the Bill, that is vital. Where those liabilities exist in other legislation, they should remain unaffected. For example, the Fatal Accidents Act 1976 provides for a victim’s dependents to be able to recover damages in spite of the victim’s death, if the death was caused by
“wrongful act, neglect or default”.
That type of liability has been preserved and linked to the Bill’s system of liability so that the provisions of the 1976 Act are brought to bear. Not doing that would create gaps and risk leaving victims and their dependents with incomplete cover.
Question put and agreed to.
Clause 6 accordingly ordered to stand part of the Bill.
Clause 7
Interpretation
Karl Turner
I beg to move amendment 14, in clause 7, page 5, line 15, at end insert—
“(c) an automated vehicle may be listed, under section 1, as being capable of driving itself ‘safely’ if the vehicle is designed and manufactured to be—
(i) capable of driving itself in a manner unlikely to cause damage to the automated vehicle or another vehicle, or injury to a person, on the road or surrounding area, and
(ii) protected from hacking risks that the manufacturer knew, or ought reasonably to have known, are likely to cause damage to the automated vehicle or another vehicle, or injury to a person, on the road or surrounding area (see section (Cyber security and hacking of automated vehicles)).”
This amendment would define what is meant by an automated vehicle being capable of driving itself “safely”.
The Chair
With this it will be convenient to discuss the following:
New clause 18—Cyber Security and hacking of automated vehicles—
“The Secretary of State must, within 12 months of this Act receiving Royal Assent, consult with such persons as the Secretary of State considers appropriate on what steps will be required for the effective cyber security of automated vehicles listed under section 1 to protect those vehicles against accidents caused by hacking.”
This new clause would require the Secretary of State to report within 12 months what steps would be required to protect automated vehicles from accidents caused by hacking.
Karl Turner
Clause 7 sets out when a car is deemed to be driving itself, or in automated mode, but there is no mention of what happens if the vehicle is designed or manufactured in a faulty way or is hacked due to a failure by the manufacturer to install adequate protective software.
How would our amendment improve the Bill? While we all welcome the opportunities that the new technology will bring, we also have to recognise that it will bring risk. A lot of those risks will be around the software used, and they therefore may be harder to pick up than in a conventional vehicle. We all know the risks of hacking in computer systems. We have had experience in this House relatively recently of a cyber-attack—a hacking event—on Members’ emails. That experience is commonplace in workplaces across the country. When hacking and cyber-crime can result in serious consequences, we need to be extremely cautious.
We have the opportunity to put safeguards into the Bill now to give protections in this area, rather than doing that later down the line. The Minister has repeated constantly that this is a modest Bill that is merely a skeleton and that regulation will have to come as technology improves. Indeed, given the uptake of these vehicles and the number of them being purchased, action will clearly be required where the technology changes, but there is a real risk in not legislating now, when we have the opportunity to ensure the safety of these things.
Our amendment would definitely tighten up this area of the Bill by setting out when an automated vehicle is capable of driving itself safely. That would give the driver protection with regards to liability, if it was proved that there was a manufacturer’s fault or if the vehicle had been hacked. I do not intend to press the amendment to a vote; its purpose is to start a discussion about this area, in particular the hacking element. The issue of cyber-security and vehicles being hacked has been discussed previously, in the predecessor to this Committee. I have read the Hansard report of those discussions and there was some very detailed debate, but it is important to look at it again now. I stand to be corrected, but the Minister previously said he would come back with potential changes in this area. However, I think he simply wrote to members of the previous Bill Committee.
New clause 18 would do exactly what we intend it to do. We now have the opportunity, and I hope that the Government will listen carefully.
Sir Oliver Letwin (West Dorset) (Con)
I want to talk about clause 7(1)(b), which deals with the interpretation of what it is for a vehicle to be insured. That takes us back to the discussion we had in the Committee’s previous sittings. I am grateful to the Minister for providing access to his officials in the interim. I am satisfied that the issues I was raising are handled in the Bill, but want to set out how I now understand that to be the case, so that the Minister can give us an assurance that I have got this right and we know for the future that that is how the Bill is meant to work. It is a little sad that we have to do quite a lot of interpretative work to understand how the Bill is working, but I understand that that is caused by the fact that it is trying to piggyback on the Road Traffic Act 1988.
It turns out that clause 7(1)(b) is critical to the whole structure, because it defines a vehicle as being insured if there is a policy in force in relation to the use of it. Whereas one might think, under clause 2(1)(b), that when the Bill says the vehicle is “insured” at the time of the accident, it means the vehicle is insured at the time of the accident—indeed, I fell into the trap of thinking that that is what clause 2(1)(b) meant, because that is what it says—in fact clause 2(1)(b) has to be read in the context of clause 7(1)(b). Therefore, it is not actually the vehicle that is insured; it is the person who is, or may be—but maybe isn’t—the driver whose policy is the relevant policy and is actually insured to drive that vehicle. That is what I now understand clause 2(1)(b), in the light of clause 7(1)(b), to mean.
What clause 2(1)(b) is actually trying to say is that, as long as there is a person in the vehicle who, one way or another, is insured to drive the vehicle, then the insurer of that person is liable for the accident, even if the vehicle is driving itself. It follows from that that even if the driver, who is not driving at the time when the vehicle is driving itself, is not the owner but is insured to drive the vehicle on a policy that gives him insurance to drive other cars, it is also the case that the insurer of that person, not of the owner or the vehicle but of the person who is the driver—or would have been, if he was driving—is the insurer who is liable for the crash caused by the vehicle when it is driving itself. If I have at last understood all that correctly, it follows that the problems that I and several Committee members foresaw, about things such as transition, disappear, given that it is always the same insurer who is liable both when the car is in automated mode and when the car is being driven, because it is the insurer of the driver—or crypto-driver—regardless of whether he is driving or the car is driving itself.
Mr Hayes
That is the central and salient point. I think this is where the misunderstanding took place between us in the earlier sitting. That there is a single insurer, as my right hon. Friend now acknowledges, is one of the points covered in my letter, along with a couple of others, on which he will no doubt speak. He is right that that changes the assumption about the transition, as he describes it.
Sir Oliver Letwin
I am delighted to hear the Minister confirm that and that I have eventually managed to understand this. If it is a single insurer, those problems disappear, which is very good news.
Clive Efford
I understand that better myself now, but do I understand what the right hon. Gentleman is saying? The person in the vehicle is the one insured and, in the first instance, it is their insurance that would pay out. If the vehicle is found to be at fault, whether it is automated or under that person’s control, they would pay out in the first instance, and subsequently the discussion we had on the previous clause would apply, where there is a sorting out of who is actually responsible—the manufacturer, the software designer, the driver of the vehicle or of the other vehicle. That will be sorted out following the initial payment from the driver of the vehicle that is found at fault.
Sir Oliver Letwin
I was following the hon. Gentleman until the very last words he spoke, because I think he means payment from the insurer of the driver, rather than from the driver.
Sir Oliver Letwin
In that case, my answer is yes. As I understand it now, I think, the insurer who has insured the person who is sitting in the driving seat will pay the third party who has been damaged in the accident, regardless of whether the person sitting in the driving seat is driving the car or the car is driving itself. That is also regardless of whether the person sitting in the driving seat is the owner of the car, insured as the owner to drive that car, or is not the owner but is insured under some other policy to drive that car. In any of those cases—whether automated or not; whether the policy covers other cars or that car—the insurer of the person sitting in the driving seat at all times is liable to third parties, and then the insurer claims from whoever it wants to claim from, and is able to claim from in court, after the fact.
Mr Hayes
I am grateful to my right hon. Friend for his helpful dialogue because it also relates the issues raised by the hon. Member for Kingston upon Hull East. The short answer to the question posed to my right hon. Friend is yes. The complicated factor that my right hon. Friend is now dealing with is that there are policies—I do not have one myself and I do not suppose many here do—where fully comprehensive insurance cover allows other people to drive. That is not the named drivers policy that most of us will probably have, but a more permissive kind of policy, and that is exactly what my right hon. Friend is alluding to.
Sir Oliver Letwin
I am grateful again to the Minister. Yes, exactly: I had been worried about two cases, one in which the person sitting in the driving seat was the owner, and the other in which the person sitting in the driving seat was not the owner but was covered by a policy covering the driving of other cars. In both instances, I think it is clear.
The reason I am labouring these points and asking the Minister to confirm them is that I do not think that any ordinary human being reading the Bill would have the slightest clue that this is what it is trying to do. I think its architecture has been forced on it by the desire to piggyback on the Road Traffic Act; and I suspect that lawyers will understand, because they will be familiar with the Road Traffic Act and how its principles operate. Therefore, I am satisfied that probably this is the right way to structure the Bill. In any case, it is certainly structured in a way that, when everything is read together in the right way, does not create the gap that I was worried about, as the car moves between automated and non-automated mode. That was the critical issue.
Graham P. Jones
It is a pleasure to serve under your chairmanship, Mr Bailey. I seek clarity from the Minister—I know he has been reasonably descriptive up to a point—on the types of vehicles that will and will not be insured. It will probably be connected and automated vehicles, automation level 4 and 5; however, I am concerned about the size and shape of the vehicles and how the legislation will fit them in the future.
There has been an issue about insuring automated vehicles, not just on public but on private land. However, even on public land, are there situations where we might see a size of vehicle—my hon. Friend the Member for Kingston upon Hull East drives a very small electric vehicle, and there might be even smaller ones—on parts of the road network that had become accessible to new types of electric vehicle, and where we might suddenly need to reflect on the type of insurance? They may get down to the size of a bicycle, for example—I do not know—so are there circumstances or situations where the shape and size of the vehicle would have some effect? I suppose that relates to the definition of level 3 and 4 automation. I know that the Minister will produce a list in future guidance, but I would welcome a clarification from him on shape and size, how the Government see that changing and whether they will be responsive to that.
Going back to insurance on private land, this causes an enormous problem, quite apart from my earlier point about mapping. The legislation says that vehicles must be insured on public and private land—although there are some discrepancies around private land. How will this work with automated vehicles? If we multiply that by the fact that the shape and form of automated vehicles may change—they may be able to go down narrow footpaths, for example—where are the Government on the insurance system? How it will work with automated vehicles accessing private land? I am asking for clarity on this point. I do not know the answer; I am probing the Minister to see if he does. There seems to be a complex minefield of issues when it comes to insuring an automated vehicle—of whatever shape, form or function—that can wander off on to private land. There does not seem to be much clarity in the Bill on that. It seems to be hanging on the old legislation for traditional motor vehicles as we know them and how they are insured on the current road network.
Turning to automated vehicles, in particular on private land, and their shape and form, this will clearly be a challenge, so will the Minister clarify how the Government will respond? Again, I come back to the mapping issue. There will surely need to be tighter definitions of where automated vehicles go and what they are allowed to do. There seems to be no reference to that in the guidance or anywhere else. Will the Minister provide some clarity? People want to know. It is not just about the public highways, motorways, A roads and B roads. It is far bigger than that and the insurance system has to cope with insurance off-road, on private land.
Mr Hayes
By way of adding a certain excitement to the proceedings, I shall deal with the last point first, rather than reply to the points made in chronological order.
The hon. Member for Hyndburn spoke about where vehicles might be used, and the size and shape of vehicles. He was right to identify that it may be—note the emphasis on “may”—that autonomous vehicles at the beginning of their life on our roads are typically used in certain places and in certain ways. One can easily imagine a vehicle in autonomous mode travelling on a long straight road—a motorway, for example. It could be that that is the way the technology will develop. He is right to draw attention to that because it has been written and spoken about many times in the discussions about autonomous vehicles. He was also right to raise the matter of shape and size. Earlier in our considerations, we discussed vehicles other than private cars. Of course we should not assume that autonomous vehicles will simply be private motor cars. There will be other kinds of autonomous road vehicle and it may be that they will develop first, or at least in parallel with the development of private cars.
The hon. Gentleman is right that that could well be where we are heading, but the essence of his argument is that we might have to have different insurance policies to deal with those different eventualities. That will not result from the measure before us; the size and place considerations—the type of vehicle and where it is used—will be the same as in the current insurance framework, most of which is covered by the Road Traffic Act, so I do not anticipate a huge departure from existing practice.
In essence, insurance works on the basis of insuring people, to some degree taking account of what they are driving—for example, policies take account of the size and shape of vehicles. I do not imagine that that will change and nothing in the Bill suggests otherwise. I anticipate—the insurance industry told us this in evidence submitted to the Committee—that the industry wants enough certainty from the Bill to develop products that are fit for purpose. My judgment, from what we have been told, is that the industry will want such products to mirror as much as possible what is available now. Certainly that is true of where vehicles are used and of their shape and size.
Graham P. Jones
I was simply probing the Minister because the use of automated vehicles on private land is an interesting area on which the Government must be probed. I also made some other small points. I urge him to clarify whether he foresees any situations, beyond what is in regulation or statute now, where automated vehicles on private land may provide a challenge that the Government will need to look at.
Mr Hayes
I will deal with the private land point in a moment.
To re-emphasise: when we insure a vehicle at the moment, the questions we are asked by the insurer are not about where we intend to drive it—we are not interrogated about whether we will drive the vehicle on the motorway, on side roads or only in our village. That is not typically what happens with an insurance policy, although there are exceptions. Someone with a historic vehicle, for example—a classic or vintage vehicle—might well take out an insurance policy stipulating that the vehicle will only be used for a certain number of miles in a given period, paying a lower premium as a result. If people say that they will use their vehicle only on high days and holidays and that it will be driven for less than 100 miles a year, of course they will obtain a different kind of policy, often offered by a specialist provider. That, however, is an exception. As a rule, we are not interrogated about where we are going to drive, whether it be on a main arterial route or a side route, so I do not think that the insurance products that I hope are developed as a result of the Bill will, in those terms, be very different from what we have now.
That is certainly what the Association of British Insurers and others have told us. The evidence to the Committee emphasises not only the insurance industry’s support for the Government proposals, but its wholehearted support for the development of autonomous vehicles. The industry sees it as critical that we get the legislation on to the statute book so that it can develop the products necessary to provide the safety and security we all seek.
Graham P. Jones
I am grateful to the Minister for giving way one last time. To pursue this matter, let us say that an accident occurs on private land while the vehicle is in autonomous mode. Does he think that the existing regulatory framework is sufficient for insurers, or that some changes will be needed for assigning liability should there be an accident on private land? An automated vehicle goes on to a large piece of private land, a track or whatever, and there is an accident, so there needs to be an investigation as to who was in the right and who was in the wrong. On private land where an automated vehicle was making its own decisions, does he not think the Government should conduct some analysis of the potential issues? It may be that no changes are required, but should not the Government consider it? People do drive on private land, and if they are going to take automated vehicles on to private land, it is a legitimate question.
Mr Hayes
The hon. Gentleman’s specific question is about private and public land. The Bill and the products that emerge after it is enacted will follow the Road Traffic Act, which is clear about public roads and other public places. I see no distinction between what we have before us and what is in law now. Because I am not intoxicated by the exuberance of my own verbosity, I will end there.
Clive Efford
I did not hear the Minister—I must have missed it—respond to the amendments tabled by my hon. Friend the Member for Kingston upon Hull East and the issue of hacking. We are discussing amendment 14, are we not, Mr Bailey?
The Chair
The hon. Gentleman can decide whether he wishes to make his comments then or whether they would be more appropriate later.
Clive Efford
My hon. Friend the Member for Kingston upon Hull East has raised an important point. There might be a whole new area of insurance with clauses in the small print of an insurance policy that require people to be covered in the event of an automated vehicle being hacked. If the manufacturer and the designer of the software that drives the automated vehicle, and the insured party who is in control of the vehicle or in the vehicle—I am not sure whether we can say in control of the vehicle now—have all taken reasonable steps to prevent hacking and the software is hacked in some way, and that affects the vehicle’s operation and causes an accident, liability inevitably falls back on the person in the vehicle at the time of the accident, as set out by the right hon. Member for West Dorset.
I can foresee a circumstance where insurers say, “Every reasonable step has been taken to prevent hacking of this vehicle, so the manufacturer of the vehicle cannot be held liable, and nor can the people who wrote the software. It is unlucky, but it is your responsibility as the driver of the vehicle, because your vehicle has been hacked and has caused an accident.” It seems a considerable liability could be taken on by drivers. We have heard a lot about the safety aspect of automated vehicles, which is bound to reduce the number of accidents and therefore the number of claims, but what we can see here is a whole new area of insurance opening up where there are different sorts of claim being made as a consequence.
I think it is reasonable of my hon. Friend the Member for Kingston upon Hull East to table an amendment requiring every step to be taken to protect the vehicles from hacking. It is right that it should be in the Bill because we need to protect consumers from that potential liability. What is the Department’s thinking? What consideration has it given to vehicles being hacked and liability in such circumstances? What are “reasonable steps” to prevent it happening? We all know that even though we have the highest level of security to protect the software or computers from being hacked, they still are. We have seen numerous examples in recent times, not least the successful hacking of some very high security systems, so we can imagine that this will present a challenge for some of those people who undergo that sort of criminal activity. It could put lives at risk and open people up to considerable liability, so I wonder what the Government’s thinking is about that.
Mr Hayes
Let me see if I can satisfy the hon. Gentleman by way of a brief intervention. I will then respond, as he invited me, to the shadow Minister when he comes to the new clause. The critical thing is to understand that an autonomous vehicle will, in practice, be a combination of sophisticated software and technology—the mechanical components of the car and the software that drives it. If the vehicle is deemed to be liable for an accident, that might be as a result of its software being faulty or because of a mechanical failure. From the perspective of those affected by the accident, that is immaterial because even if the software had been hacked the autonomous vehicle would still be responsible; the consumer’s position does not change. The consumer is protected, as it were, from the reasons why the autonomous vehicle was responsible and whether it might be as a result of a fault in the software.
Clive Efford
If I have followed the Minister correctly, and it is distinctly possible that I have not, the situation I am describing is slightly different. He says that there will be a vehicle that is at fault, that the person who is insured to be in the vehicle will pay out initially, and that there will then be consideration of who is liable.
Clive Efford
That is fine, but if the vehicle has been hacked, the person paying out initially is opened up to a liability even though they are not at fault because they took all reasonable steps to prevent such hacking. However, no one else accepts responsibility because they too took reasonable steps to prevent the vehicle from being hacked. It is not unreasonable to require in the Bill that every measure be taken to prevent the liability from falling back on the insured person, whose vehicle has caused the accident even though they were not at fault. How do we ensure that the liability is not dumped on the consumer?
There is also the issue of the vehicles communicating with each other. If they are hacked and are communicating duff information, who will be responsible? Considerable liability could fall on consumers. Their vehicle is the cause of the accident but they are not responsible for it because of hacking. However, they are ultimately deemed responsible because no one else will accept responsibility.
Mr Hayes
I will make the point more emphatically; I was perhaps being a bit too understated. Understatement is a problem I constantly struggle with, as my right hon. and hon. Friends know.
The simple fact of the matter is that if the autonomous vehicle is “responsible” for the accident, and its software is at fault, whether that fault be caused by malevolence or some failure, the consumer’s interest will be unaltered. In the Bill, the consumer is protected in the way I have described, regardless of why the vehicle was at fault. That will then be a matter to determine during the course of the events, but it will not affect the person or persons affected by the accident.
Sir Oliver Letwin
I think this is a conversation somewhat at cross-purposes. Use of the term “consumer” by the Minister is confusing the issue. Let us distinguish between the injured party and the insured party. The injured party is protected in the way my right hon. Friend the Minister and I have described, and the hon. Member for Eltham, my right hon. Friend and I are all in agreement that that is okay.
The hon. Gentleman is asking about the insured party. He is really asking whether anybody will be willing to buy an autonomous vehicle level 4 or 5 under circumstances in which, having taken out the insurance policy, the insurer then discovers that they are liable to some injured party. Then, having paid out to the injured party—tick—they come back to the insured party and say “Because the manufacturer had taken reasonable steps and because the hacking went on despite that, and because nobody including the manufacturer is responsible, and because your insurance policy excludes—you may not have noticed this—in the small print a hacked case, you, O insured party, are now responsible.” I hope I am correctly interpreting the hon. Gentleman.
Sir Oliver Letwin
Yes, good. He is raising a serious point. I do not know whether it is about the Bill, but it is certainly a serious point about what the Bill is trying to achieve, which is to get to a situation where people buy autonomous vehicles because they are able and willing to insure themselves to own them and drive them. They would not be if they thought this was a realistic possibility. Somehow, that problem needs to be solved, whether in the Bill or otherwise.
Clive Efford
Again, I am grateful to the right hon. Gentleman. I have a feeling of déjà vu because he is putting my points better than I can. I have little to add to that. There is an issue there that my hon. Friend the Member for Kingston upon Hull East has raised in his amendment that the Government should go away and consider.
Matt Western (Warwick and Leamington) (Lab)
It strikes me that there is potentially a grey area between the software company and their design and the hacker and where the responsibility begins and ends, and how any court or technical expertise will be able to determine where ultimate responsibility lies. A software company could readily say “We designed it. We were perfectly happy with it and there were all these protections and safeguards in place,” and they will blame the hacker, but who can determine if it was down to a hacker or the failing of the software designs? I just throw that out because sometimes these things are very difficult to determine and I am not sure where the responsibilities lie.
Clive Efford
I will finish on this point and I will not take much more of the Committee’s time. The Bill is designed to ensure that the injured party is paid out swiftly in the event of an accident, with blame subsequently apportioned either through agreement or by a court. In this case, however, there is another consumer—the insured party—who could be open to enormous liabilities through no fault of their own where nobody else can be found to be at fault because they have taken all reasonable steps. There is a grey area, as my hon. Friend has just said, where the Government need to go away and give that some further consideration.
Mr Hayes
It seems to me that we are risking going on a flight of fancy by trying to anticipate exactly what the insurance products that develop as a result of this legislation will look like. My right hon. Friend the Member for West Dorset described a policy that might qualify the protection offered in the way that he set out. We cannot, at this juncture and certainly not in debating this Bill, start a debate about what those policies might look like down the line.
The essence of the Bill is that the insured party will only potentially be liable if they are responsible and the insurer does not cover that risk. If someone deliberately failed to maintain their vehicle, deliberately failed to update their software, even interfered with their software for some reason I cannot imagine, clearly there would be an issue of responsibility. The important thing is that the debate that takes place on why the vehicle failed—assuming it is an autonomous vehicle—is one that the individuals concerned should not have to know about unless there is a palpable reason for their doing so, because of the negligence or even malevolence that I describe.
We could have a long debate about the kind of insurance policies that might emerge. I am not an expert on insurance and I do not know if there are any in the room.
Craig Tracey
The set of circumstances described by the hon. Member for Eltham actually exists in current insurance. If someone had a car that was parked up and somebody else stole it, drove off in it and hit a row of parked cars, then for insurance purposes the onus is currently on the owner of the vehicle. The whole point of insurance is to protect the insured person against unforeseen circumstances, and hacking would come under that process, because we do not presently know how it could affect the systems.
Mr Hayes
One of the delightful things about the House of Commons, and indeed about Committees such as this, is that there is always expertise that one did not know about previously and that emerges as a result of the discourse. I am grateful to my hon. Friend for his expert advice on that particular subject. The point raised by the hon. Member for Eltham is that he wants to be certain that an innocent party is not adversely affected by the development of products that do not afford the same kind of protection that people now routinely rely upon.
I share the hon. Gentleman’s view. My view is straightforward: it would be intolerable for a situation to develop in which people, through no fault of their own, and with no negligence or irresponsibility in what they have planned or done, were to find themselves uninsured because of the development of some perverse policy. In the end, that is a matter for the insurance industry, but I have made my views clear and put them on the record, and they reflect the views of the hon. Gentleman and my right hon. Friend the Member for West Dorset, who, among his many distinguished and eminent achievements, has today added another: becoming a spokesman—or perhaps I ought to say the interpreter—for the hon. Member for Eltham. And so it is that such unions are formed in Committees such as this.
Karl Turner
I want to speak briefly to new clause 18. Before doing so, I want to put on record my thanks to the Minister’s officials for the work they have done with my office. They have been extremely helpful.
New clause 18 covers the issue of cyber-security and the hacking of automated vehicles. It would require the Secretary of State to consult with such persons as he considers appropriate within 12 months of the Bill receiving Royal Assent. I am not planning to push the new clause to a vote; its purpose is mainly to probe a little deeper to ensure that the Government properly and widely consult in this area. I would be grateful if the Minister indicated how that has already been done. I know that a great deal of work has gone on behind the scenes; will he assist the Committee by setting out who the Department has consulted with thus far?
Sir Oliver Letwin
I actually do not think that this matter can be dealt with in the Bill, but I agree with the shadow Minister that we should seek an assurance from the Government that they will spend the time that needs to be spent, once the Bill is out of this House, trying to deal with what is a very, very big problem.
It is easy to imagine that this is just science fiction, but it is not. It is more than imaginable that, as part of the convergence of networks and as the transport system becomes automated, the single biggest security vulnerability of the UK—and, while we are at it, of any other advanced economy—will be the ability of state or non-state actors to intervene in a whole series of its convergent networks. Obviously, there may also be threats from exogenous things such as space weather, which may affect convergent networks, including electricity, transport, communications and so on, but state actors and some non-state actors are employing serious and highly developed methods to intervene in our cyber-security, as the Government are well aware.
The capacity to do damage to the UK by bringing the transport system to a grinding halt, amidst thousands or perhaps hundreds of thousands of simultaneous crashes, is a delicious prospect. I absolutely guarantee the Minister, although I am sure that he does not need my guarantee to believe it, that someone sitting somewhere—if not several people sitting in several places—is planning that kind of offensive cyber-activity at this very moment. Many of those people have access to many of the people who will be involved in developing the software that will be used in the very machines that we want to be used on our roads.
That is an irony of the globalised world. This is not like the 18th century, when people sat behind huge national barricades and we did not use their technologies but they tried to use them against us. We are now in a position where the people who may use our technologies against us supply some of those technologies to us. That creates a degree of risk out of all proportion to anything we have witnessed before. I am a believer in automated vehicles—I do not think that we can resist this trend—but we need to ensure that an immensely higher level of cyber-security is built in from the start than we might think necessary under other circumstances.
I want to make one further point. This is one of those cases where externalities will not be internalised. It is not in the interests of particular manufacturers to worry very much about this issue. If I am a specific manufacturer of a specific automated vehicle, my interest is in producing something that is good to drive, cheap and normally safe, because that is the way I will sell the maximum quantity of it. If somebody tells me that I could make it safer from hacking, which is unlikely to occur, in the sense that there is a one-in-1,000 or one-in-10,000 or whatever chance of it being hacked, by making it significantly more expensive, my natural and commercial response will be not to add that protection, because it would make me less competitive. I am not particularly worried that Britain may be brought to a halt, because I am not Britain; I am a manufacturer, and I am answerable to my shareholders, not to the electors of the UK.
There is a clear area of intrinsic market failure here, where, however pure a free marketeer one is, Adam Smith principles apply and it is for the state to ensure that the externalities are internalised by legislating or regulating, or by reaching agreement with manufacturers. As I say, I do not believe that the Bill can be the vehicle for creating a whole new structure of invigilation of the cyber-security standards of automated vehicles, but the Minister, in conjunction with Ministers in parallel positions in other jurisdictions, needs to get to work on that rapidly. If that is not done, the Bill will be useless, because it will provide a framework for something that no rational Government will ever allow to occur.
We cannot allow the UK’s transport system to be put in peril by being easily accessible to hackers in a way that could cause hundreds of thousands of accidents simultaneously. It is a necessary concomitant to the Bill that there should be a serious attempt to create that degree of universal cyber-security for level 4 and level 5 vehicles. I hope that the Minister will be able to tell us that he is at this very moment getting the plane tickets to go and talk to all the other relevant Ministers and set up the international systems required to do something similar to the protocols that govern the GSM standard, which make it not unhackable, but much less hackable than previous mobile systems.
Mr Hayes
Perhaps I should say a word now about my personal and professional relationship with my right hon. Friend, in as much as it relates to what he has just said. When we worked together in Downing Street, we discussed these kinds of issues many times. I was the Minister responsible for cyber-security at the Home Office, and I take what he and the shadow Minister said very seriously indeed. My right hon. Friend is absolutely right that cyber-security is a pressing, present and immensely great threat. It is vital that the work on this technology, like all the work we do across the House and across Departments, takes account of the scale and nature of that threat and that it does all we can to counter it. My right hon. Friend was involved in that at the Cabinet Office.
On a more personal note, I am not surprised that my right hon. Friend raised the issue. I am rather more surprised that he—with an absolute, but none the less surprising, frankness—emphasised the limits of the market and the constraints on commerce, because he has always been more inclined to a liberal perspective than I am. But then again, who is not? I know he is a great admirer of the power of the markets to shape our futures, so I am delighted—perhaps it is my influence or that of his dear late mother, who, I think it is fair to say, was more on my wavelength on these subjects—that he has been encouraged to take the view, which he has articulated so forcefully and persuasively today, that the industry will not do this alone. It is right that we should work in partnership with the industry. The Government must take their place and have their influence in that respect, and that brings me to new clause 18.
If anything, I regard new clause 18 as an understatement of how significant the issue is. If it were accepted—although I am grateful that the shadow Minister has said he will not press it to a vote—it would impose a requirement to consult on security risk. I do not regard that as a requirement; I regard it is as an obligation. It is absolutely essential that we do that. The work that we are already doing, which he asked me to briefly summarise, is advanced but ongoing. We are working with UK security agencies, the Centre for the Protection of National Infrastructure and the new National Cyber Security Centre—which was set up while I was the Minister responsible, by the way. This issue is a real challenge for Government and for Parliament. It stretches well beyond any particular Government or political party, as has been made clear by what has been said. We will need to engage directly with industry and raise awareness.
We are already discussing the issue with industry. As part of that, we have consulted, developed and published a document, “The key principles of vehicle cyber security for connected and automated vehicles”. It is a guidance document for the automotive industry on good cyber-security and the connected and automated vehicle ecosystem. I do not know whether the Committee has access to that, but I will happily make it available in hard copy form. It is available electronically, if Members wish to take a look. We have also set up the automotive information exchange to promote the sharing of intelligence and best practice for effective cyber-security across the industry.
This issue has been identified as a top priority by the new National Cyber Security Centre. The work will continue and our understanding of how we can counter the risks will grow; but more than that, I would say—as a result of the contributions from my right hon. Friend the Member for West Dorset and the hon. Member for Kingston upon Hull East—that we should consider seeking additional powers over time. I do not think that this Committee is the right place to debate that, or indeed that the Bill is the right vehicle to bring those powers forward, but a commitment to considering additional powers, should they become necessary, is an important one to make. Furthermore, I think my right hon. Friend is right: we need to ensure good cross-governmental work on this. I will take that away, because a further dialogue across Government is necessary. It is happening, but we can always do more, and when it happens at ministerial level, as he will know from the meetings we have had over time, a great deal can be achieved rather more quickly.
Clive Efford
The Minister says that the Bill is not the appropriate place for us to legislate on that, but that is exactly what new clause 18 says. It says that consultation should happen separately from the legislation and really only sets the timescale. On that basis, will he accept new clause 18?
Mr Hayes
I charged my right hon. Friend the Member for West Dorset earlier with being the hon. Gentleman’s spokesman and interpreter, but now the hon. Gentleman has put the boot on the other foot. He added further sophistication to my right hon. Friend’s argument in his last contribution. He is right that the Bill begins to address this issue; the point I was making is that, given the ongoing work I described through the agencies I mentioned, it would not be right to set that out in further detail in the Bill. I am arguing against an addition to the Bill, rather than what is in the Bill already.
There is another aspect to this that I want to add. It is very important that we work internationally. Of course, many of the manufacturers are, by their nature, multinational organisations that therefore work across national boundaries. We talked earlier about the development of standards, and how that is happening at UN level and as a result of international dialogue. There is an international dialogue as well on cyber-security, and it is important that we marry our conversations on vehicle standards with our conversations on cyber-security, to ensure a synergous approach to the two.
With those commitments, that absolute assurance of the Government’s understanding of the significance of this matter and my heartfelt support for the strength of the argument made by the shadow Minister and my right hon. Friend, I am delighted that the hon. Member for Kingston upon Hull East will not push his amendment to a vote. We will report back further as time goes on. I will commission the work across Government and, as I have said, I will make available to the Committee some of the documents we have already published.
Sir Oliver Letwin
Before my right hon. Friend sits down, and at some risk of adding to the antiphonal relationship with the hon. Member for Eltham, I wonder whether he will also consider clause 1(1)(b). At the moment, it gives the Secretary of State the power to list vehicles capable of “safely driving themselves”. It might be appropriate to consider changing that to “safely and securely driving themselves”, or making some such other amendment, to ensure that he has the power already in the Bill when making the list to include on the list those vehicles that conform with whatever set of standards for cyber-security he eventually develops as a result of the work he is talking about.
Mr Hayes
Every member of the Committee should cherish the moment they are about to enjoy, because I accept that proposal and I will consult with my officials on making a minor and technical amendment to that effect, barring any absolute reason why it cannot be done. If we are advised by parliamentary draftsmen that it cannot be done for any reason, we will not, but barring that exception, I will do exactly what my right hon. Friend has described.
Karl Turner
I have listened very carefully to what the Minister had to say and to the discussion between right hon. and hon. Members from both sides of the Committee. I am satisfied that the Minister will do everything he can to achieve what the amendment hoped to achieve. I beg to ask leave to withdraw the amendment.
Amendment, by leave, withdrawn.
The Chair
My instinct is that the issues in clause 7 have been fully debated, so I will now put the Question.
Clause 7 ordered to stand part of the Bill.
Clause 8
Definitions
Question proposed, That the clause stand part of the Bill.
Mr Hayes
As we move to a new part of the Bill, it seems important to say a few words of introduction about it. The first part of our consideration was dedicated to gaining a clearer understanding and addressing the provisions in the Bill that relate to autonomous vehicles. The second part of the Bill, which we come to now, deals with electric vehicles and in particular electric charging infrastructure. With your discretion and indulgence, Mr Bailey, perhaps I may say why that matters.
It matters because the Government are committed to promoting low emission vehicles. I have always argued that that is not because of a high flown view about what might happen to the climate in centuries to come; rather, it is much more about the effect of particulate materials, which are the result of petrol and diesel vehicles and which have a day-by-day, here-and-now effect on the wellbeing of our people. I have no prejudice about this, as is well known. I made the point on Second Reading to my right hon. Friend the Member for East Yorkshire—who as ever made a passionate but measured case for those older vehicles that we enjoy on our roads—that we certainly would not want to prohibit their use. However, the Government are clear that by 2050 we expect new vehicles to be low emission vehicles. That will very largely be achieved by promoting and encouraging the use of electric vehicles. Our approach has always been technology-neutral, but electric vehicles are bound to be an important part of achieving our ambitions.
The reasons cited for why people do not buy electric vehicles in greater numbers now—I ought to caveat that by saying that their number is growing impressively—range between, first, the cost, which will to some extent be a feature of their number: as more are sold, the more the price will fall. Secondly, there are doubts about the battery technology and battery life. That is improving as battery technology moves on apace, with good work being done to improve the quality of the product. Thirdly, there is the availability of charge points. Most people, of course, charge at home, but people want to be able to charge away from their residence. As a result, in the Bill the Government are doing more work to put in place provisions that will allow the development of more charge points around and about the United Kingdom.
That is what the clause begins to do, by providing definitions of electric vehicle charging and in particular a precise definition of what a charge point is, as well as what a hydrogen refuelling point is. It goes further and defines a public charging point. It is important that those definitions are set out clearly, so that the effect of the power matches the intent and the intent of the power is made clear to the public. Clearly, any other, more detailed definitions can be set out later in secondary legislation, but in essence this part of the Bill is about defining electric charge points and, in later clauses, which I look forward to debating, going about the business of how we can increase their number.
Question put and agreed to.
Clause 8 accordingly ordered to stand part of the Bill.
Ordered, That further consideration be now adjourned. —(Andrew Stephenson.)
Automated and Electric Vehicles Bill (Seventh sitting)
Thursday 16th November 2017
(7 years ago)
Public Bill CommitteesRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Notices of Amendments as at 14 November 2017 - (15 Nov 2017)
The Chair
We now resume line-by-line consideration of the Bill. I remind colleagues to turn off any electronic devices, please.
Clause 16 ordered to stand part of the Bill.
Schedule agreed to.
Clauses 17 to 19 ordered to stand part of the Bill.
New Clause 10
Review of Part 1
‘(1) By September 2019, the Secretary of State must lay a report before Parliament assessing the effectiveness of the system for defining and insuring automated vehicles introduced by Part 1 of this Act.
(2) The report must consider—
(a) the impact on the insurance industry,
(b) the impact on the cost of insurance premiums for automated vehicles,
(c) the impact on the uptake of automated vehicles, and
(d) the levels of disagreement between manufacturers and insurers on liability.’—(Karl Turner.)
This new clause would require the Government to lay a report before Parliament assessing the effectiveness and impact of the system introduced in Part 1.
Brought up, and read the First time.
Karl Turner (Kingston upon Hull East) (Lab)
I beg to move, That the clause be read a Second time.
The new clause, which stands in my name and that of my hon. Friend the Member for Lewisham, Deptford, is self-explanatory, so I will not talk at great length about it. We agree that in future automated vehicles have the potential to improve personal transport arrangements, as well as air quality—which is crucial, given the dire state of the environment and its impact on health—and to provide many other benefits mentioned by Committee members and witnesses during our evidence sessions.
The Bill could lead to a transport revolution. I know from debates in Committee and private discussions with the Minister and his officials that the Government are keen to ensure that that is the reality arising from the Bill. Answering the question of how automated vehicles can be insured, however, is essential. I welcome the Government setting out how to do that, but it is important to consider how the measures will work in practice and not just as legislation. It is also important for the Government to ensure that regulations work as intended, monitoring unexpected impacts—which there always are—before attitudes and practices become entrenched and before automated vehicles become common on our roads.
The list in the new clause is not exhaustive, but given the focus on part 1 of the Bill, it makes sense to review, report on and seriously consider not only the impacts listed but any disagreements about liability. I will not press for a vote on the new clause, but this will be a fast-moving area and primary legislation is not necessarily the way forward. We may well have to revisit this overall area as and when advances in the technology take place, and we will have to look at how they affect the way vehicles are insured.
It is important for the Minister to give an assurance today that he will keep Parliament informed about the effectiveness and impact of the legislation to ensure that we keep it as up to date as possible, given the new technologies in this area.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
The shadow Minister once again does credit to the Committee by insisting that these matters should be carefully considered not just now but as they develop. He is right that this is a developing technology, and the whole Committee recognises the Government’s attempt to do sufficient, but not too much—that is to say, sufficient to create the certainty that will allow the development of the insurance framework, but not so much that we constrain those developments. It is right, of course, that we continue to bring these matters to the attention of the House, which is essentially what the new clause would do. He argues rightly that we need to ensure that the purpose of the legislation is being fulfilled. It is as simple as that.
I risk repeating myself—I know that many rather enjoy the repetition of my arguments; I am not one of them—but I drew the Committee’s attention to the Small Business, Enterprise and Employment Act 2015, which specifically makes provision to review secondary legislation in which the requisite provisions are made. It confers that duty on Ministers. There is some advantage to be gained from that. None the less, I have made it clear during the course of our consideration that I am not in any way ill disposed to other means by which we can continue to consider these matters. It is important that we recognise that, in a rapidly changing field, further consideration may be efficacious. On that basis, I hope the hon. Member for Kingston upon Hull East will withdraw his new clause.
Talking of sufficiency, I do not feel that that is quite sufficient an argument. I want to talk a little bit about how we envisage the system working, which might offer further reassurance to the hon. Gentleman and other Committee members. The international standards by which these vehicles will be approved for safe sale and use are still being considered, as I said previously, by the United Nations Economic Commission for Europe, in which the UK plays a leading role. Those standards will form the basis of the type approval process. That means that nothing will be sold or used on our roads that does not meet those standards, and it is vital that standards are agreed internationally, for obvious reasons: the nature of the automotive industry and of the vehicles’ use means that it must be done in that way.
The Government take the view that it is not appropriate at this early stage to set criteria that are too precise or to constrain the identification process until we know what those standards are. We certainly need to maintain sufficient flexibility to ensure that all vehicles relevant to the clause can quickly be identified and included on the list that the Secretary of State is missioned to draw up in clause 1.
Sir Oliver Letwin
Can my right hon. Friend confirm that, as he says in the first of the three letters he has helpfully written to the Committee, it will be high on the Government’s agenda that the type approval process will be used as the means for ensuring the cyber-security of the vehicles, in addition to their safety? Can he also confirm that he is confident that the international negotiations will result in a type approval system that covers security as well as safety?
Mr Hayes
Yes. That was debated at some length when we last met. My right hon. Friend is right that because of the character of the software we use to make these vehicles work, data and cyber-security become ever more significant. My letter addresses this, as he helpfully reminded the Committee, but I can confirm that the discussions we are having have at their heart all the considerations to which he has drawn the Committee’s attention.
We will continue to engage with the Driver and Vehicle Licensing Agency and other stakeholders to ensure that the system works effectively once in place. In addition, we have produced a detailed impact assessment that looks at potential direct economic impacts on the insurance industry. Hon. Members will remember that we rehearsed the effect that this will have on insurance premiums and the industry as a whole in oral evidence. The industry is already preparing for those effects, because it knows that the shape and character of the insurance industry will alter as a result of all this. Indeed, one of the UK’s major insurers has stated that it expects insurance premiums to become cheaper because automated vehicles will be safer. That view was echoed by the Bank of England, which reported in March this year that the safety benefits from automated vehicles could see insurance premiums become more than 20% cheaper by 2040.
As part of this regulatory programme, we will continue to work with the industry to ensure that, as the new insurance framework is implemented, we still meet our intended policy objectives. I therefore hope I have made it clear that we entirely agree with the hon. Member for Kingston upon Hull East that these matters need to be considered now and in the future, and I have no doubt that there will be a need for the House to be involved in that process. With those assurances, I hope the hon. Gentleman might see fit to withdraw the new clause.
Karl Turner
I beg to ask leave to withdraw the clause.
Clause, by leave, withdrawn.
New Clause 12
Review of impact of Part 2
“(1) The Secretary of State must, within 12 months of this Act receiving Royal Assent, lay a report before Parliament setting out the impact of regulations made under Part 2 on—
(a) the number and location of charge points in the United Kingdom,
(b) the resulting uptake of electric vehicles in the United Kingdom, and
(c) the manufacturing of electric vehicles in the United Kingdom.
(2) Before exercising their duties under subsection (1), the Secretary of State must consult the Scottish Government, the Welsh Government and the Northern Ireland Executive and have regard to their views.”—(Alan Brown.)
This new clause would require the Government to produce a report examining the uptake and manufacturing of electric vehicles in the United Kingdom.
Brought up, and read the First time.
Alan Brown (Kilmarnock and Loudoun) (SNP)
I beg to move, That the clause be read a Second time.
It is a pleasure to serve under your chairmanship, Sir Edward. I apologise for being late; I am glad I got here in time to make some comments. New clauses 12, 13 and 14, when looked at in the round, encompass a common theme: ensuring a proper UK-wide approach and commitment to reviewing the policy’s implementation and effectiveness across all nations of the UK, in terms of the roll-out and uptake of electric vehicles.
I appreciate that the Minister appears to be a listening Minister who reflects, reviews and advises as appropriate. That has been evident throughout the Committee. I also appreciate that he has already made a number of commitments, but the reality is that nothing is absolutely certain unless it is in the Bill. In February 2016, as part of the Enterprise Bill Committee, I was urged not to push an amendment about cash retentions to a vote and was assured by the then Minister that the issue would be resolved by the end of 2016. We are now a full year on from that deadline and the Government are consulting on a previous consultation. That is proof that Ministers and commitments come and go, which is why we are trying to incorporate these measures into the Bill.
New clause 12 would require a binding 12-month review of the impact of the regulations and ensure that the views of the devolved nations are taken on board. For example, the Scottish Government are creating their own strategy for the uptake of ultra low emission vehicles, which they are linking with the Scottish energy strategy, which is obviously a common-sense alignment. It is important that the Scottish Government’s 2032 target for phasing out new petrol and diesel cars is not undercut by a UK Government strategy. A further example is that the Scottish Government are offering interest-free loans and free infrastructure installation over and above UK Government grants.
It is quite clear that the UK Government and the Scottish Government can and will work together on future strategies. That could include, for example, the UK Government introducing a vehicle scrappage scheme. New clause 12 would therefore formalise that aspect of working together towards a common goal in the long-term future.
Mr Hayes
It is our concern that these things should be dealt with in the way the hon. Gentleman describes. I have regular dialogue with the Scottish Government, the Welsh Administration and other parts of the kingdom on transport matters and will continue to do so. We get on well, and I think we share a common view that these things should be crafted in a way that works for the whole of the United Kingdom. We make it our habit to involve all relevant bodies in these considerations. The hon. Gentleman can be absolutely certain that that will continue, and I am happy to put it on the record that that dialogue will form an important part of how we see these measures coming into force.
I see the objective of his new clause, and he makes a perfectly understandable case, but I think he will have determined from working with me in Committee in the past that I always try to find means by which we can build bridges across the House—particularly in those areas where, frankly, it is very hard to make party politics. Any Government, of almost any colour, would introduce legislation such as this. It is a necessity. It is vital, relevant and, one might even say, demanded. Those in the industry, such as those engaged in research and development, whom we have all mentioned, know that the Government need to work in collaboration with them to make it all happen in the interests of the common good. I hope that with that firm, strong assurance, the hon. Gentleman will see fit to withdraw the new clause.
Alan Brown
I certainly welcome the Minister’s assurances and his comments. I still have the slight feeling of having had my fingers burnt in the past, but I recognise the genuine commitment from him and I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 13
Report on electric charging points
“(1) The Secretary of State must, within 12 months of this Act receiving Royal Assent, lay a report before Parliament setting out a UK-wide electric charging point strategy that must include, but is not limited to, a strategy for establishing charging points for —
(a) domestic properties,
(b) urban and rural settlements, and
(c) the road network.
(2) Before exercising their duties under subsection (1), the Secretary of State must consult the Scottish Government, the Welsh Government and the Northern Ireland Executive and have regard to their views.”—(Alan Brown.)
This new clause would require the Government to consult with devolved administrations and produce a report setting out a UK-wide strategy for electric charging points.
Brought up, and read the First time.
Alan Brown
I beg to move, That the clause be read a Second time.
New clause 13 would formalise the need for a reporting strategy for establishing charge points covering the varied demographics and geography of the UK, and would include differentiating between rural and urban areas. I appreciate that the Minister has spoken at length about the commitment to consider how we can roll out so as to ensure that rural areas are not left behind.
Again, this is about ensuring a UK-wide approach and picking up on other investment required for rural areas, which I have touched on before, such as mobile coverage upgrades. Additionally, as other hon. Members have highlighted, a strategy for domestic properties needs to be developed covering solutions such as charging points accessible to terraced houses and flats, and possibly roll-out in future developments, so that infrastructure is incorporated as new developments take place. We also need to consider the road networks and allow best practice to be rolled out fully across the UK. That is the idea behind the clause, and I look forward to the Minister’s response.
Matt Western (Warwick and Leamington) (Lab)
As I did on Second Reading, I want to re-emphasise the point about the provision for other forms of electric vehicle—the Minister and I have had conversations elsewhere about it—particularly in the provisions for EV buses, for example, and cycles.
We are facing a revolution, not just in cars but in all forms of mobility. It is incumbent on us to recognise that at this juncture we should be thinking about how to integrate those needs into the Bill, and specifically about infrastructure. We have talked about where sites might be located, and about commercial properties, but we should be thinking specifically about the infrastructure needed for buses in our town centres. I urge that that be incorporated into the new clause as well.
Alan Brown
I welcome that intervention. It is a valid point; we need to look at the wider considerations. Buses and other vehicles are the biggest polluters in terms of NOx, so it is certainly an important consideration. As I said, I will be happy to hear the Minister’s response; I hope that it will encapsulate these issues as well.
Mr Hayes
In 2013, as the whole Committee, including the hon. Gentleman, will know, the Government published “Driving the Future Today”, which set out the path to achieving zero-emissions vehicles. It was Yeats, my favourite poet, who said that
“Happiness is neither virtue nor pleasure nor this thing or that, but simply growth. We are happy when we are growing.”
The growth of new kinds of vehicles has been almost unremitting since that publication. The facts speak for themselves. There are around 10 times more ultra low emission vehicles registered in the UK than in 2013, so although the aims of the strategy published then remain the same, the hon. Gentleman is right that we need a new one. I have thought about it since I read his new clause and since hearing the arguments made from both sides of the Committee. We shall publish a new strategy that will include all vehicles. The hon. Member for Warwick and Leamington is right: we have had private discussions about this and he has made representations to me. We will start work on it now, because I do not want to delay—I am casting an eye only at the politicians in the room, by the way. Shall we say that we will have it completed and published by March? That would be well within the time in which the Bill is being considered. On that basis, I hope the hon. Member for Kilmarnock and Loudoun will withdraw his new clause.
Alan Brown
As the Minister says, the facts speak for themselves. I certainly welcome that review and that forward direction. I would also be grateful if he wrote to the Committee to confirm the timescale and the terms of reference.
Alan Brown
On that basis, I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 14
Report on impact of electric vehicle charging points on energy consumption
“(1) The Secretary of State must, within 12 months of this Act receiving Royal Assent, lay a report before Parliament on the impact of charging points on—
(a) energy consumption,
(b) grid management, and
(c) grid storage capacity.
(2) Before exercising their duties under subsection (1), the Secretary of State must consult the Scottish Government, the Welsh Government and the Northern Ireland Executive and have regard to their views.
(3) As well as consulting those in subsection (2) the Secretary of State must consult with—
(a) the National Grid, and
(b) any other such persons as the Secretary of State considers appropriate.”—(Alan Brown.)
This new clause would require the Government to consult with devolved administrations and produce a report on the impact of energy consumption as a result of increased number of electric vehicles in the UK.
Brought up, and read the First time.
Alan Brown
I beg to move, That the clause be read a Second time.
The Minister’s comments on new clause 13 almost make mine on new clause 14 superfluous, because some of the matters that I will raise can be incorporated as he outlined. New clause 14 returns to the theme of assessment and understanding of the impact of uptake on the energy network. We know that spikes in electricity usage are predicted while vehicles are being charged, but there is a huge variation among analysts’ predictions of how big peak surges could be. It all depends on when electric vehicles are plugged in and charged. We heard in evidence from the National Grid that it does not think the surge will be as large as predicted by many other analysts, who say that it will completely overwhelm the network.
The facts speak for themselves, as the Minister said. The number of electric vehicles on the road is still at a low point; we will fully understand the impact on the grid only once the uptake of electric vehicles has increased massively. That proof will be really important, and it is important that the Government review how uptake works in practice. What will the increase in peak electricity demand be? What impact will that have on the National Grid? What upgrades will be required? How will that feed into smart grid charging strategies and future energy storage requirements? All those questions need to be taken into account.
New clause 14 sets out a 12-month timescale, but at the predicted rate of uptake of electric vehicles, we will probably still not understand the full impact on the grid of people’s behaviour in that time. The roll-out of electric vehicles may be patchy across the UK, so on reflection I must admit that even 12 months might not be enough. However, I hope that the strategy assessment that the Minister mentioned in his remarks on new clause 13 could also incorporate consideration of this issue, with a commitment to further reviews in future.
Sir Oliver Letwin
I am delighted that the Minister is talking to the National Grid and others. I entirely sympathise with the hon. Gentleman’s desire to see a transparent product of those discussions: a continuous published analysis of impacts.
There are two kinds of impact. The hon. Gentleman mentioned the adverse impact on the grid from peak moments early in the morning or late in the evening, and in winter there is a lot of fast charging, which will increase the peak effect. However, I am much more interested in the other kind of impact, which I see as much more serious: the benefits, which many of us have seen for some years, that the National Grid anticipates from peak shaving. Night-time, and indeed daytime, vehicle charging can be switched off at moments indicated as economically advantageous to the car owner by the half-hourly settlement price. It is also highly economically advantageous for the grid to have reduced demand at such moments, avoiding the need for additional power. That would transform the economics of intermittent energy supply, including through renewables, for example solar, which are currently not regarded as having any contribution to capacity. I am very much in favour of new clause 14’s general principle; I am sure the Minister is about to assure us that he will fulfil that principle through regular publications.
Matt Western
To emphasise the point and go back to buses, which I mentioned earlier, the scale of the need will be quite significant, say in our town centres, where we may have a bus that will be using these charge points for opportunity charging—an immediate fast charge—drawing 300 kW. If we think about, say, 10 buses in our town centres, we can imagine what sort of requirement would be needed. I add that to the debate.
Sir Oliver Letwin
The hon. Gentleman is clearly right that the bus issue is serious. This is not the place for a prolonged discussion about the patterns of charging and so on, but my own instinct is that battery life will have got to the point at which overnight charging will probably mainly suffice for buses. I am also quite optimistic about the ability to have charging en route on the most thickly used routes. Let us leave that aside for the moment. Clearly, we are joined in the view that the Minister will need, through the grid and others, to publish assessments of all kinds of use and storage, including not just cars but buses, taxis and vans, and indeed bicycles, although that is a minor item.
Another issue connected to new clause 14 goes back to the third of the letters that the Minister has helpfully written to the Committee in response to points that I raised earlier about clauses 11 and 12. I am very grateful for the subsequent discussions the Minister has facilitated about that with his officials. I hope he can confirm that he will now look at one specific issue further, which I do not think is wholly handled in the third of his letters. That is the question of ensuring that the vires given by clause 12(1) and (2), for him or the Secretary of State to issue regulations mandating the transfer of data from charge points through to the grid and the distribution network operators, are sufficiently well established by a technical drafting amendment to ensure that they are not challenged successfully in court.
That is obviously vital, because if the spirit of new clause 14 is to be observed and the grid is to be able to publish reasonably reliable forecasts of the pattern of charging and storage provided or demanded by electric vehicles, it needs to be able to use and mine the data from the use and charging of electric vehicles as it evolves. The only way to structure an electricity system is to plan some years ahead. Therefore, we need evolving information to be relayed from an early stage, so that before the load or the opportunity for storage become very big, the pattern is well understood.
To say one further word about that, the Committee must be aware that it is not a marginal point. If those patterns are well understood, the history suggests that one can save in the order of one quarter to one third of the investment costs of the entire electricity supply industry, compared with a situation in which there is chaotic unanticipated demand. The whole system relies on ensuring that one has a capacity margin at peak. If we cannot accurately predict the peak, because we do not understand the configurations of demand and supply on the system, we have to over-provide. We thus end up having bought a lot of heavy metal that is sitting there doing nothing, which is very expensive for the economy. We are talking about fives or 10s of billions of pounds. It is material that that data flow starts, starts early, and starts accurately, without missing anything off, so that the grid can start building a transparent picture that then, as in the hon. Member for Kilmarnock and Loudoun’s new clause 14, is regularly published and updated.
Mr Hayes
It is indicative of the generosity that typifies your stewardship of this Committee, Sir Edward, that you have allowed us to speak about the new clause, arguably tangentially but not in a way that is not helpful to our consideration. I will return to the argument of the hon. Member for Kilmarnock and Loudoun in a second, but the remarks of my right hon. Friend the Member for West Dorset are reminiscent of the conversations that he and I had many years ago when I was the Minister responsible for energy and when we unsuccessfully attempted jointly to address these matters.
My right hon. Friend is right to say that it is important that the Bill creates the necessary means by which powers could be taken, should they become necessary, to deal with the flow of information in the way he described. He will know well, having studied the Bill in detail, that although clause 11 and clause 11(2) in particular suggest that the Secretary of State can indeed take powers that he considers necessary, those powers are defined as being
“likely to be useful to users or potential users”
of a charge point. Moreover, there is nothing in clause 12 that specifically addresses the argument that my right hon. Friend just made.
In the light of that I am minded to consider a minor technical Government amendment, which either adds a further Roman numeral to the list or amends one there already, to be certain that the Secretary of State taking the powers detailed in the Bill could do so for the purpose that my right hon. Friend set out. I hope that will be sufficient to persuade him not to become rebellious and, even if the hon. Member for Kilmarnock and Loudoun, who I am about to try to satisfy, withdraws his new clause, bring something potentially destructive to bear, thereby changing the whole atmosphere of this extraordinarily convivial Committee.
I think the hon. Member for Kilmarnock and Loudoun is right again, if I may say so. It is certainly true that the strategy that I described, which we will bring in with vigour and rigour, with diligence and alacrity, should include the manufacture or use of electric vehicles. That is a given. It needs furthermore to relate that to the Government’s environmental objectives, which I spoke about earlier—our desire to create a low emission vehicle environment that is helpful to our broader air quality plans. However, he is also right that consideration of the matters brought up by his new clause must be part of that broad sweep or strategic approach. So, again, he does us a service by highlighting that.
I will take that point away and I hope that by the time we get to the next stage of our consideration of the Bill I will be able to say a little more about the characteristics of the strategy. On that basis, I hope that my right hon. Friend the Member for West Dorset and the hon. Member for Kilmarnock and Loudoun will feel that I am going not the extra foot or yard but the extra mile to ensure that their wishes are granted.
Alan Brown
It is often asserted that the SNP is never satisfied in this place, but I am certainly satisfied with the Minister’s remarks and with that direction of travel, so I beg to ask leave to withdraw the new clause.
Clause, by leave, withdrawn.
New Clause 15
Liability of insurers etc where accident is caused by automated vehicles in convoy
“(1) That the Secretary of State must set out in regulations liability for insurers and other parties where an accident is caused by automated vehicles driving themselves in convoy.
(2) These regulations must make provision for—
(a) a definition of automated vehicles driving themselves in convoy,
(b) determining liability of insurers and automated vehicle owners in cases where—
(i) the automated vehicles travelling in convoy are insured, including where the vehicles may be insured by different companies;
(ii) one or more of the automated vehicles driving in convoy are not insured.
(c) resolving liability disputes where automated vehicles are driving in convoy,
(d) ensuring any compensation received by the injured party in such accidents is not delayed by liability disputes.
(3) Where a statutory instrument contains the first regulations made under this section, the instrument may not be made unless a draft of it has been laid before Parliament and approved by resolution of the House.
(4) A statutory instrument containing regulation under this section that is not the first such regulation made under this section, is subject to an annulment in pursuance of a resolution of either House of Parliament.”—(Clive Efford.)
Brought up, and read the First time.
Clive Efford (Eltham) (Lab)
I beg to move, That the clause be read a Second time.
The Committee will be pleased that this is the last of my amendments and my last contribution to the debate. It has been a pleasure to be on the Committee under your chairmanship, Sir Edward; please pass on my regards to Mr Bailey. I also thank the Clerks for their assistance in loaning me a few of their grey cells, from their humungous brains, to draft my ideas for amendments and make them legible; I am very grateful for their assistance.
The Bill attempts to make it easy for an injured party to claim in the event of an accident. That is necessary because we are opening up the insurance industry and disputes in the event of an accident to considerations that have not been part of our road system in the past. That is, we are bringing manufacturers further into the possible area of liability than they have been before, because vehicles will be controlled not by people but by machinery and computer software. Software designers may even be dragged in to these disputes.
As we heard in our evidence sessions, in some circumstances these automated vehicles will be connected and moving in convoy. It is an interesting concept that vehicles moving in convoy will communicate with one another, as is how they will share information and how that information will be used. When we look out of our vehicles, we see the immediate environment around us, but if vehicles are travelling in convoy and communicating with one another, they can see the road ahead exactly as it is seen by the vehicle at the head of the convoy. So, if something is amiss in the first vehicle with the data or the design of the software, or if there is a glitch, that will affect the vehicles further down the line.
When we discussed this issue at our last sitting, the potential hacking of the software was mentioned. If there is hacking, the driver of the vehicle cannot therefore be held responsible—he or she did everything they could to make sure the vehicle was roadworthy—and the manufacturer of the vehicle and the designer of the software may say, “Well, we did everything that was reasonable”. Helpfully, the Minister has written to us to say that in those circumstances the insured person—the person who took the vehicle on the road—is the responsible party.
However, in those circumstances the situation will become more confused and, again, this is an area that the Government need to consider, because who is responsible when we know that the vehicles are not necessarily driving themselves as they are communicating with one another? The assumption in this Bill is that the insurance companies will pay out and it will all be sorted out afterwards, but we know that that is not true.
My daughter had a collision. No one was injured, but her vehicle was damaged. Only when the two insurance companies had sorted out the blame—that is, who had caused the dent in the vehicles—was the claim settled. That took several months, during which time she was driving around in a brand-new damaged vehicle. The insurance company did not pay out straight away, so under circumstances in which consideration of who is responsible could be quite complicated—particularly instances where several vehicles were travelling in convoy—it could take some time for insurance companies to settle who should pay in the first instance. The Bill needs to protect the consumer—both the insured, and the third party, who may be the injured party. We could be creating a situation where no party is paid for some time while those complications are sorted out.
With these automated vehicles, which will be communicating with one another on the road, we are introducing an area that needs further consideration. I am not suggesting for a minute that the Minister should have the answer now—not even on the bit of paper that he may be passed in a few seconds—but I do think that this matter is worth further consideration by the Government, particularly as the Bill progresses through both Houses. We may well come back and look at this complication in more detail at a later date, so that we ensure that we are protecting the consumer—both the insured, and the third party.
Sir Oliver Letwin
I want to add one or two words to what the hon. Gentleman says. I do not know whether it is sensible to try to address this in regulations under the Bill, whether it is better to leave it to the courts to settle, or whether some other legislation is necessary, but the hon. Gentleman’s point, although it has its analogue in existing practice, is very serious. Of course there are effectively already convoys on motorways when they are very busy, with somebody at the head of it and, some miles behind, me chugging along in my car. All sorts of complicated things happen, and I am sure that the Minister will be advised to assure the Committee that the courts and insurers already have mechanisms for resolving between them how everything works, and that in principle it makes no difference whether an automated vehicle driving itself or a human-driven vehicle is at the head of the queue.
I see that point entirely, but the difference is that that only happens from time to time on our motorways at the moment. Although it is not at all certain, it is quite likely that motorways will turn into automated, semi-autonomous trains, and that people will basically go onto the motorway and lock into a system which they are then part of, perhaps then travelling hundreds of miles in convoy. The convoys themselves may be hundreds of miles long.
Sir Oliver Letwin
My right hon. Friend says how boring; I see life entirely differently. He is of course a driving enthusiast, and has the most magnificent machines to drive. I drive one of the smallest and cheapest cars in the United Kingdom, and hate driving. I cannot think of anything more delicious than being able to lock in and leave the machine to it while I am reading, listening to music, or talking to my wife. I think all of those things are much nicer than driving, but there we are—tastes differ, chacun à son goût.
My point is, whether we like it or not, we are likely to be in that condition in the future. Once that starts being the case on motorways, Governments and Parliaments—regardless of the political colour of the Administration—will be ineluctably driven to mandate those circumstances, because the efficiency with which motorways can be used will multiply by some considerable factor. Therefore, the amount of motorway building that needs to go on, a significant component of total capital expenditure in the UK budget, will reduce by some appreciable factor. We will clearly be driven in that direction if the technology permits, and it may very well do so.
Mr Hayes
Given that it is not our intention for platooning to be self-driving at this stage—the trials I am about to describe do not include autonomous vehicles—it seems that in allowing us to have this brief debate, Sir Edward, your generosity knows very few bounds indeed. None the less, it is a helpful debate.
As the hon. Member for Eltham knows, we started platooning trials in August. We are adopting a highly consultative approach, and the trials are ongoing. The hon. Gentleman is right that we will need to consider a range of issues not necessarily directly related to the Bill but not unconnected from it, one of which might be the gradual addition of autonomous vehicles into the platooning mode, as it were—that way of driving.
There are potential benefits to platooning, particularly for the movement of goods nationally, which is why we are trialling it. I accept that the insurance issues will need to be considered very carefully for reasons set out by the hon. Gentleman and my right hon. Friend the Member for West Dorset. As a result of this very useful though short debate, I will be happy to ensure that we include in the consultation discussions with the insurance industry in anticipation of the addition of autonomous vehicles into the platooning field. It will, of course, already be considering the insurance issues relating to non-autonomous vehicles that are platooning. That is implicitly part of what that consultation is about. I am happy to commit to including autonomous vehicles in that.
I obviously cannot comment on individual cases; it would be quite wrong to do so. It is right to say that as an insurance framework develops from the Bill it must be sufficient to take into account the arguments made in the new clause. I will certainly ensure that that message is transmitted not only from this Committee but from the Government. On that basis, I hope the hon. Member for Eltham will withdraw the new clause.
Clive Efford
The Minister is in an extremely generous mood this morning. I am reassured by his comments that he will take these matters on board and consult on them in the future. There are some important issues here, but I am satisfied by what he has said, so I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 16
Sharing of data to resolve liability disputes
“(1) Where an accident occurs under sections 2, 3 or 4, the insurer and other interested parties have the right to acquire data from the automated vehicle for the purpose of determining the extent of liability.
(2) The Secretary of State must set out in regulations a system for handling and sharing data generated in respect of accidents involving automated vehicles.
(3) These regulations must make provision for—
(a) the format and content of the data recorded by automated vehicles,
(b) identifying who is responsible for data collection,
(c) identifying which interested parties have the right to acquire data from the automated vehicle,
(d) how such data may be acquired by the insurer and other interested parties, and
(e) any limitation that should be placed on how that data can be shared or used.
(4) Prior to making regulations under this section, the Secretary of State must consult with such persons as the Secretary of State considers appropriate.
(5) Where a statutory instrument contains the first regulations made under this section, the instrument may not be made unless a draft of it has been laid before Parliament and approved by a resolution of each House.
(6) A statutory instrument containing regulations under this section, that is not the first such instrument made under this section, is subject to annulment in pursuance of a resolution of either House of Parliament.”—(Karl Turner.)
This new clause would ensure that insurers and other interested parties have access to automated vehicle data for the purpose of resolving disputes on the extent of liability where an accident has occurred. This clause would give the Secretary of State power to make regulations on how such data should be handled and shared.
Brought up, and read the First time.
Karl Turner
I beg to move, That the clause be read a Second time.
The new clause will ensure that insurers and other interested parties have access to automated vehicle data for the purpose of resolving disputes on the extent of liability when an accident event has occurred. The clause will give the Secretary of State the power to make regulations on how such data should be handled and shared.
An automated vehicle is likely to produce huge amounts of data on such things as car location, traffic information, weather information, its route, passenger information and even the parcels that it carries, if used commercially by a courier. Clearly, there are huge advantages to vehicles producing that data when resolving disputes on the extent of liability—for example, increasing the speed and quality of decisions. The data will be a valuable source of information for the insurer and other interested parties.
There are risks. The information gathered by the vehicles might be sensitive; information that needs to be kept private could be damaging if placed in the wrong hands. It is important that the Government ensure that the gathered data is secure, private and accessed only by relevant authorised parties.
Sir Greg Knight
Does the hon. Gentleman agree that without this new clause, the data would probably still be made available, but only after one of the parties sought a court order to obtain it by arguing that it was necessary to settle the issue of liability? Does he also agree that there would be a cost in obtaining that information and that, generally speaking, the person requesting the information should pay that cost, even if he or she is later reimbursed in the settlement of the case?
Karl Turner
Yes. The right hon. Gentleman makes a valid point. As a lawyer, I am always reluctant to make lawyers redundant, but that is clearly a potential outcome.
New clause 16 will give insurers and other interested parties access to that information. It will require the Secretary of State to consult with the appropriate persons and then to put in place regulations for the handling and sharing of such data. [Interruption.] The Minister is nodding along nicely to my remarks and I look forward to his response.
Mr Hayes
With you in the Chair, Sir Edward, I feel I am surrounded by lawyers.
The hon. Gentleman is right that data collection will be vital as the technology develops. Furthermore, he is right that this is a potentially challenging area because of the sensitivity of some of that data. I would go still further and say that there is a balance to be struck between the desirable collection of data to establish what might have occurred in the event of an accident and the privacy of drivers. That balance will need to be struck with great care and must be struck internationally, because people drive across borders. I have spoken repeatedly about the development of international standards, mainly in relation to the type approval process. Those international discussions should and will include the parallel issues of data storage and data collection. As I have made clear, we are engaged in those discussions, and we will certainly want to highlight the issues raised in the new clause as those standards develop.
The debate about what data, beyond who or what was in control of the vehicle, needs to be collected has begun but still needs to conclude. That debate will include engagement about who needs to access that data, and on what basis and for what purpose they will be allowed to access it. That will need to be clearly established to avoid the eventuality—which the hon. Gentleman, given his previous professional circumstances, teasingly offered us—of countless legal cases, no doubt with countless legal fees.
Matt Rodda (Reading East) (Lab)
I share the Minister’s concerns about this point. As a non-lawyer, I must admit that my knowledge of the legal aspects is somewhat limited. However, I represent a constituency with large IT businesses, and I urge him to consider the IT industry’s views about the management of big data. There is an ongoing debate in the industry about the various international conventions and rules that govern data. Will he and his officials consult the industry and take on board its concerns about the impact of Brexit and, indeed, our ongoing relationship with the United States on the management of that data? A number of those businesses operate in the European Union, the US and the UK, and I hope that they continue to do so.
The Chair
This was going to be the only Committee where we did not mention Brexit. Let us get back to the point.
Sir Greg Knight
Does the Minister agree that, without international agreement about how it is stored, the data will be in as many forms as there are car manufacturers? That would mean that only the manufacturers themselves were able to decipher it. There is a strong argument for seeking international agreement on this matter.
Mr Hayes
My right hon. Friend is right; he makes a sound point. That is precisely why I said in response to the shadow Minister that we need cross-border international agreement.
By the way, the hon. Member for Reading East is right, too, about the need to ensure that industry—not just the automotive industry, but the IT industry—is engaged. As he knows, my background is in the IT industry, and it is important that we take advantage of all available expertise in judging why, but also how, we manage data. The “why” is about the balance I described earlier, and the “how” is about the mechanisms for achieving that balance.
I end with this statement, which I hope is sufficiently reassuring. I assure hon. Members that the UK Government and others around the world are investing heavily in automated and connected technologies that will assist in providing evidence of what minimum event data recording and sharing requirements might be needed and wanted. We will work on an international basis to decide what can be done, what should be done and how it will be done. Given that assurance, I hope that the shadow Minister withdraws the new clause.
Karl Turner
I am happy to do so. I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 17
Accident resulting from unauthorised inspection, repair or maintenance of automated vehicle
“(1) An insurance policy in respect of an automated vehicle may exclude or limit the insurer’s liability under section 2(1) for damage suffered by an insured person arising from an accident occurring as a direct result of unauthorised inspection, repair or maintenance of the automated vehicle, made by the insured person, or with the insured person’s knowledge, that are prohibited under the policy.
(2) But as regards liability for damage suffered by an insured person who is not the holder of the policy, subsection (1) applies only in relation to unauthorised inspection, repair or maintenance of the automated vehicle which, at the time of the accident, the person knows are prohibited under the policy.
(3) Subsection (4) applies where an amount is paid by an insurer under section 2(1) in respect of damage suffered, as a result of an accident, by someone who is not insured under the policy in question.
(4) If the accident occurred as a direct result of unauthorised inspection, repair or maintenance of the automated vehicle, made by the insured person, or with the insured person’s knowledge, that are prohibited under the policy, the amount paid by the insurer is recoverable from that person to the extent provided for by the policy.
(5) But as regards recovery from an insured person who is not the holder of the policy, subsection (4) applies only in relation to unauthorised inspection, repair or maintenance of the automated vehicle which, at the time of the accident, the person knew were prohibited under the policy.
(6) For the purposes of this section the Secretary of State must by regulations establish a scheme for authorised inspection, repair and maintenance of automated vehicles by licensed and accredited technicians.
(7) The scheme must include details of—
(a) which professional body will operate the licensing and accreditation of technicians,
(b) how the licensing and accreditation scheme will operate,
(c) a minimum level of training for technicians working on listed automated vehicles, and
(d) how a list of accredited individuals will be prepared and kept up-to-date.
(8) Prior to making regulations under this section, the Secretary of State must consult with such persons as the Secretary of State considers appropriate.
(9) Where a statutory instrument contains the first regulations made under this section, the instrument may not be made unless a draft of it has been laid before Parliament and approved by a resolution of each House.
(10) A statutory instrument containing regulations under this section, that is not the first such instrument made under this section, is subject to annulment in pursuance of a resolution of either House of Parliament.”—(Karl Turner.)
This new clause would ensure that insurers should not have to bear liability to the insured person for accidents caused by the vehicle being inspected, repaired or maintained by unauthorised technicians in breach of the insurance policy. This would apply subject to various conditions regarding the level of knowledge of the insured person or policyholder about the insurance policy requirements. This clause would give the Secretary of State power to make regulations on a scheme for authorised inspection, repair and maintenance of automated vehicles by licensed and accredited technicians.
Brought up, and read the First time.
Karl Turner
I beg to move, That the clause be read a Second time.
The new clause, which stands in my name and that of my hon. Friend the Member for Lewisham, Deptford, would protect the insurer against accidents caused by vehicles having been repaired by unauthorised technicians. It would also require the Government to establish a scheme for authorised inspection. The automotive industry already relies on hundreds of thousands of individuals in roles to support, work on and maintain vehicles. As the technology develops, so too must the skills of those working on them.
We are aware of existing skills gaps in the industry. The Minister and I have had discussions about this very issue. I think the Government have got a really good intention to skill up people in this area, but as the technology develops, skills gaps seem to be worsening. The Bill does not address the worsening skill gap. If we do not start planning now, we will be left with a huge hole in the support structures for the new vehicles. That is why the Opposition believe, as do a number of stakeholders, that the Government should introduce an accreditation scheme for technicians to work on future vehicles. I think the Minister previously said publicly that he may do just that.
If the Government are not proactive, the UK will not be able to support growth in the new technologies. Will the Minister therefore consider introducing an accreditation scheme for technicians, not only to address the skills shortage but to provide a wider set of protections for insurers against unauthorised repairers and unauthorised maintenance of these vehicles, as set out in the new clause?
Mr Hayes
It is a paradox that, as we become more ambitious in respect of future transport, we simultaneously create a greater and greater problem in respect of the skills necessary to deliver those ambitions. With the road investment strategy, which I began, and with our rail investment strategy, High Speed 2, Crossrail and all the other developments, the need for transport skills is growing at a pace that is hard to satisfy. We have analysed that thoroughly. Indeed, I think we can fairly say that the Department for Transport is a leader in terms of mapping those future needs and identifying the space between where we are now and where we need to be. Encouraging more and more people to gain those skills will be critical and could be the “make or break” of the technology. Investing in infrastructure means investing in people as well as in things.
If that is a paradox, it is a pseudodox that the only means of gaining fulfilment comes through academic accomplishment. Curious, is it not, that we should have convinced ourselves of that for so long. Frankly, I was never convinced, but many were. Of course, it is through the application of technical and vocational skills that many people find not only their ultimate fulfilment but the means by which our economy works. Encouraging more people to take the practical journey towards the achievement of such competencies is vital. That is why I am so passionate about apprenticeships and why, when I was apprenticeships Minister, I championed those practical skills.
It is perhaps through practical accomplishment—the combination of the work of one’s hands and one’s mind—that people are most likely to achieve the sublime. Most academic learning, at least up until master’s degree level, is derivative. Technical learning is creative at a much earlier stage. Perhaps a journey to the sublime is made more likely through what we do practically, technically and vocationally.
I agree with the hon. Member for Kingston upon Hull East. Furthermore, I agree that we need to codify and accredit such skills. The argument becomes, therefore, not about intent, but about method. It is probable that we are at too early a stage to be certain about what that kind of accreditation might look like. Nevertheless, I am happy to agree to have further discussions with the Institute of the Motor Industry and others to help the Government to understand the challenge of ensuring that vehicle maintenance and repair is carried out in a professional and safe manner for technicians and drivers.
May I add a relevant further point, Sir Edward, that does not directly relate to the proposed new clause? I hope your earlier generosity will not have ended.
Mr Hayes
Your generosity declines the closer we get to food; I can understand that, Sir Edward.
There is a risk that smaller providers of services—the small garages and small businesses—will be disadvantaged if those skills are found only in the proprietary repair centres of major manufacturers. I am keen that that should not be the case, not only because it will make those small businesses less viable, but because it will mean that people will travel further to get their car serviced and repaired—the major centres will not be so evenly distributed—and that those acquiring the skills will have to travel much further to do so.
I hope we might be able to emulate the industries that the hon. Member for Reading East mentioned earlier and represents. In the IT sector, while there are a relatively small number of very large manufacturers, they work through a whole series of other smaller businesses that are accredited to work with them or for them. Perhaps that is the model we should look at to avoid the unfortunate eventuality that I have taken the liberty, with your indulgence, Sir Edward, of drawing to the Committee’s attention.
The hon. Member for Kingston upon Hull East and most of the House are well aware of my absolute commitment to and passion for skills. On that basis, I hope he will withdraw the amendment.
Karl Turner
I will happily do so. It is fair to say that the Minister has gone beyond what I had anticipated, so I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 20
Consultation on the collection and use of data from electric vehicle charging points and smart charge points
‘The Secretary of State must consult with such persons as the Secretary of State considers appropriate on the collection and use of data from electric vehicle charging points and smart charge points. The consultation must address—
(a) who is responsible for collecting the data from electric vehicles and from any associated charging or network infrastructure used by such vehicles,
(b) how the data is shared between different parties, and
(c) any limitations on the use of such data.’— (Karl Turner.)
This new clause would require the Secretary of State to consult on the collection and use of data from electric vehicle charging points and smart charge points.
Brought up, and read the First time.
Karl Turner
I beg to move, That the clause be read a Second time.
I do not intend to speak for long to this new clause, which stands in my name and that of my hon. Friend the Member for Lewisham, Deptford. It focuses on the collection and use of data from electric charging points, which will bring about many of the same issues that we discussed in the debate on new clause 16.
As with automated vehicles and the data they collect, charging points for electric vehicles will also hold important and useful information, which, were it to fall into the wrong hands, could be damaging. It is important that we get that side of the legislation right. As the technology advances, it is likely that more and more information will be held. Some of that information will be personal, sensitive information. That is why it is important that the Government ensure that the gathered data is secure and private. It is also important that the legislation deals with who is responsible for collecting the data, how the data is then shared between the different parties, and any limitations on such data.
With new clause 20, we are asking the Minister to properly consult the relevant stakeholders in this area to ensure that the correct safeguards are put in place. I hope that the Minister supports my intention and will be able to give some assurances in this area.
Mr Hayes
On a point of order, Sir Edward. As we conclude our work on the Bill, I want to offer my thanks, of course, to you, Sir Edward, and Mr Bailey for chairing the Committee, and to all members of the Committee. I think it is now a matter of fact that our considerations have been dutiful and considered and continued in the spirit of conviviality and good will in which they began.
Bernard Shaw said:
“We are made wise not by the recollection of our past, but by the responsibility for our future.”
But he was wrong about that. In truth, all we have known, been and done informs, inspires and enlivens all we can know, be and do. What we do in respect of the Bill must be informed by all that has passed and that we have learned from the past. This is a new technology, although many of the principles that we have discussed are time-honoured ones. We have spoken just today about skills. We have spoken about the balance between privacy and the useful exchange of information; where responsibility lies and who should take it; and the balance between Government and private individuals and private businesses. Those are not new or modern things, although the technology may be. They are things that should always drive and inspire the proper scrutiny of legislation and the proper business of Government, and this Committee has once again shown that.
I am delighted that the contributions from my right hon. Friend the Member for West Dorset have shown that even intellectuals add value. I am delighted, too, that my right hon. Friend the Member for East Yorkshire, with his recherché approach, has again made the case for all that is glorious about that which is vintage. His own vintage performances have delighted me and, I am sure, many others.
May I particularly thank the Opposition Members, as well as the Government Members, including members of the Select Committee on Transport, who know far more about these subjects than I do? I also thank my Parliamentary Private Secretary, my hon. Friend the Member for North Cornwall, and of course my former PPS, my hon. Friend the Member for Pendle, who is now my Whip. I particularly thank Opposition Members. For it is very easy in opposition to criticise and carp. It is very easy in opposition to critique a Bill in a way that is designed to be unhelpful rather than helpful. That has not been the case in this Committee. Opposition Members have sought to contribute in a positive, constructive and thoughtful way. I know it is much easier to be a Government Minister than a shadow Minister, because I have done that job, too, so I am extremely grateful to the hon. Member for Kingston upon Hull East for the approach that he has adopted.
With those brief words—some will say all too brief—I thank everyone once again for making the Committee such a success.
Karl Turner
Further to that point of order, Sir Edward. I thank you and Mr Bailey for chairing the Committee. I also thank the Clerks. Without their assistance, I would have struggled a great deal, having come to the brief relatively recently. I also thank the officials, who have been extremely supportive with my colleagues in my office and have helped a great deal, even by just having telephone conversations about certain amendments that we planned to table. I also thank the Minister for the discussions that we have had both privately and publicly on the issues that we have been debating.
Alan Brown
Further to that point of order, Sir Edward. I, too, want to put on the record my thanks to you and Mr Bailey for chairing the Committee. I thank the Clerks for their assistance and helping with amendments. I realise that they had to be robust in terms of keeping to the guidelines of the Bill, and I appreciate the guidance that was given. I thank the Minister, who certainly seems to have listened and engaged. He has a good way of getting us to withdraw amendments with a mix of humour, appearing to listen, and a wee bit of flattery thrown in at the start just to keep us off guard. It has been an enjoyable process and I thank everyone involved.
The Chair
On behalf of Mr Bailey, myself and the Clerks, I thank all Committee members for attending. I am thankful for the remarkably good nature of the debate, for the mellifluous tones of the Minister, and for the good nature of the Opposition spokesmen. Whether we will end up with Hayes hooks, Turner turnkeys or something that alliterates with Leigh, we do not know, but there have been some good moments. I look forward to one of Sir Greg’s old cars colliding with Sir Oliver’s 100-mile convoy. I thank you all. We have not deviated too far into the realms of Ruskin.
Bill to be reported, without amendment.
Automated and Electric Vehicles Bill
Monday 29th January 2018
(6 years, 9 months ago)
Commons ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Consideration of Bill Amendments as at 29 January 2018 - (29 Jan 2018)
The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
I beg to move, That the clause be read a Second time.
Madam Deputy Speaker (Mrs Eleanor Laing)
With this it will be convenient to discuss the following:
New clause 2—Public facility operators: provision of public charging points—
‘(1) Regulations may impose requirements on owners and operators of public facilities falling within a prescribed description, in connection with the provision on their premises of public charging points.
(2) Regulations under subsection (1) may, for example—
(a) require owners and operators of public facilities to provide public charging points;
(b) require owners and operators of public facilities to work with local authorities on the provision of public charging points;
(c) require public charging points to be available for use at prescribed times; and
(d) require services or facilities prescribed by the regulations to be provided in connection with public charging points.
(3) In this section “public facilities” means—
(a) supermarkets;
(b) public car parks;
(c) airports;
(d) train stations; and
(e) such other public facilities as prescribed in regulations.’
This new clause would provide the Secretary of State with the power to make regulations requiring owners and operators of certain public facilities to work with local authorities to provide public charging points and to ensure that public charging points are maintained and easily accessible to the public.
New clause 3—Charging points strategy: public transport and commercial vehicles—
‘(1) The Secretary of State must, within 12 months of this Act receiving Royal Assent, lay a report before Parliament setting out a comprehensive UK charging points strategy for public transport and commercial vehicles.
(2) The report must, in particular, consider the establishment of charging points for—
(a) buses;
(b) electric bikes and other mobility vehicles;
(c) haulage vehicles;
(d) commercial vehicle fleets; and
(e) such other public transport and commercial vehicles as considered relevant by the Secretary of State.’
This new clause would require the Secretary of State to set out a strategy for establishing charging points for public transport and commercial vehicles.
Government amendments 1 to 3.
Jesse Norman
Following a fruitful debate in Committee, the Government decided to table new clause 1 to part 2 of the Bill. Smart charge points will play a vital role in managing the demand on the grid created by charging electric vehicles. Estimates from the national grid suggest that the increase in peak demand caused by electric vehicles could be significantly reduced by smart charging. Less electricity generation and fewer network upgrades would be required, thereby reducing energy costs and costs to bill payers. Smart charging can not only ensure that vehicle owners receive the required amount of electricity within the time required, but adapt power flow to meet the needs of consumers and various parties in the energy system.
Sir Greg Knight (East Yorkshire) (Con)
I support the new clause because smart charging is the way forward. Filling station owners currently need to display the price per unit of their petrol, diesel and liquefied petroleum gas on a large sign, so that motorists can decide whether to go to that particular station before they enter the forecourt. Does my hon. Friend agree that it is essential that electric charging points are required to display similar information?
Jesse Norman
I certainly agree that consistency in the presentation of information is important, and I take my right hon. Friend’s wider point about whether such information should be displayed in the same way as petrol prices. He makes a valuable contribution to the debate.
Sir Hugo Swire (East Devon) (Con)
One of the most frustrating aspects of filling up a car is the tax on top of the cost of the fuel itself. Do the Government have any intention to levy any form of taxation on electricity bought at petrol stations?
Jesse Norman
My right hon. Friend will be aware that we have already wandered quite far outside these narrowly defined amendments to a tightly defined Bill. I am not going to comment on future Government policy.
Mr Jim Cunningham (Coventry South) (Lab)
Jaguar Land Rover builds its cars in my constituency, and Geely, which makes black cabs, has also invested a lot of money. What sort of consultation has the Minister had with those companies and, more importantly, with people who run small garages?
Jesse Norman
The hon. Gentleman refers to a variety of groups. I met the chief executive of Jaguar Land Rover only a few months ago. My colleagues are regularly in touch with representatives of fuel retailers, and the same is true for the other group that he mentioned.
Helen Goodman (Bishop Auckland) (Lab)
I understand the purpose of new clause 1, which has good intentions. I am sure that the Minister has considered the implications for privacy and personal data, so will he explain how that will be secured under this system?
Jesse Norman
A considerable amount of work is being done in the United Nations Economic Commission for Europe on how data is to be handled in terms of safety on the autonomous vehicles side. As for the electricity side, there is no reason to think that the protocols that are being developed will impinge upon privacy, but that remains a matter for definition in future secondary legislation.
Sir Oliver Letwin (West Dorset) (Con)
I am grateful to the Government for bringing forward this new clause, for which I argued in Committee, and I think the drafting is appropriate. The answer to the question asked by the hon. Member for Bishop Auckland (Helen Goodman) is that the data transmitted will be highly aggregated and will be used by the grid and DNOs to manage the system better. It is important that the Government persist with this change, because it alone provides the basis for the kind of interactivity that we need between electric vehicles, as a latent battery for the country, and the grid.
Jesse Norman
As I am sure the Secretary of State will say on Third Reading, we are all in the debt of my right hon. Friend the Member for West Dorset (Sir Oliver Letwin) for his excellent work in Committee, of which this change is a good example.
New clause 1 addresses concerns raised in Committee by introducing a requirement for the continuing transmission of data from charge points to prescribed persons, who could include the national grid and distribution network operators. Consumers will be still encouraged to keep the smart functionality operational once installed, with regulations taken forward only if the information required for effective energy infrastructure planning is not made available. Full consultation will be carried out before regulations are brought forward.
Jim Shannon (Strangford) (DUP)
Some people may be worried about whether the grid can cope with the demand from electric car charging. Are there are enough charging points across the whole United Kingdom of Great Britain and Northern Ireland? Is the infrastructure in place so that we can move forward and get the benefits of this sector? There is a skeleton, but are the bones ready?
Jesse Norman
This country is publicly recognised as being at the forefront of a group of nations that is leading the way on electric car infrastructure. Something like 11,500 charge points have already been installed, and the Bill provides plenty of scope to encourage and support further installations.
Two further consequential amendments are required to clause 14, which concerns the Secretary of State’s power to create exceptions in regulations and to determine that regulations should not apply to certain persons or things. The amendments ensure that the new clause is fully operative within the Bill.
This change is illustrative of the rigorous and constructive discussion of the Bill in Committee, the members of which I thank again for their time and dedication, which has resulted in a better product.
Dame Cheryl Gillan (Chesham and Amersham) (Con)
I did not have an opportunity to serve in Committee, but I am privileged to be the chairman of the all-party group on electric and automated vehicles. Would the Minister care to comment on the latest apps, such as that which allows Tesla drivers to plug in their vehicle when renewables are being used, thereby reducing the cost of electric motoring even further and, more importantly, making electric motoring very, very green?
Jesse Norman
My right hon. Friend will be aware that one of the purposes of a smart grid is precisely to allow people to recharge their car at the most cost-effective time. I recently had the opportunity to drive a Tesla, and it is extraordinary how the car is continually updated with patches that can reduce its impact on the atmosphere and improve other aspects of driving in a very green way.
Mr John Hayes (South Holland and The Deepings) (Con)
As my hon. Friend knows, the new clause was tabled at my behest, having been prompted by my right hon. Friend the Member for West Dorset (Sir Oliver Letwin) in Committee. Ruskin said
“when we build, let us think that we build for ever.”
What we build in respect of electric charging points is vital. The Minister will be familiar with the RAC Foundation’s analysis in “Ultra-Low-Emission Vehicle Infrastructure—What Can Be Done”, which shows that, although the number of charging points is growing reasonably quickly, the number of rapid charging points is growing much more slowly. Is it not vital that, in his work to build this infrastructure so that it is fit for purpose, account should be taken of the need for more rapid charging points?
Jesse Norman
We must all thank my right hon. Friend—I am sure the Secretary of State will want to echo my thanks—for the careful, judicious and wise way in which he has hitherto steered this Bill and its predecessor, including in Committee. He quotes Ruskin to good effect, and secondary legislation under the Bill will allow us to reflect changes in the market. My right hon. Friend’s general point is absolutely right and, as he well knows, it is part of the purpose of this Bill.
Amendment 1 to clause 13 will provide more clarification about the enforcement of regulations under part 2 of the Bill. It provides for an appropriate civil enforcement regime to ensure that any requirement under the power can be properly enforced so that the desired effects are achieved. The clause gives explicit examples of the expected elements of such a regime, including details about identifying failures of compliance. The amendment adds further detail to what one should expect to be included in regulations to assist inspectors in determining whether a breach of the rules has taken place.
Examples of that detail include taking photographs or removing materials from a site to provide evidence of compliance or non-compliance when inspections are carried out. In general, the Government aspire to be as transparent as possible regarding what they intend to include in regulations, and the amendment adds further clarity on what will be included in the inspection regime.
Richard Burden (Birmingham, Northfield) (Lab)
Any initiative to try to expand smart charging has to be good news, but I put it to the Minister that if there is to be a step change in certainty for many drivers, it will be through the expansion of on-street charging outside people’s homes. What initiatives will the Government take to expand that, particularly with regard to the holy grail of wireless charging?
Jesse Norman
At the moment, there are many mild yet reducing impediments to buying an electric car, such as range anxiety and the resale amounts that might be achieved. The hon. Gentleman is right to point out the importance of the charging network. As he will know, the Government have put in place substantial funding not merely for the plug-in car grant, but for a £200 million commitment, to be matched by a private commitment, to create a charging infrastructure investment fund that is dedicated to addressing precisely the issues he describes.
New clause 2, which was tabled by the hon. Member for Bath (Wera Hobhouse), understandably highlights many other locations, such as supermarkets and hotels, where it might be appropriate to require the installation of charging facilities. We want people across the country to have the opportunity to make the transition to buying and using an electric vehicle. The vast majority of electric vehicle drivers choose to charge their car at home overnight, but appropriate and adequate provision of public charging is still vital to supporting thousands more electric vehicles.
We understand that regulating for provision in the wide range of areas contemplated in the new clause will not always be the right approach—sometimes the carrot is more important than the stick. The Government already offer a variety of grants, schemes and policy measures to support the installation of charge points, where they are needed, in the types of locations identified. For example, we are committed to placing more emphasis on the delivery of charge points at railway stations as part of the franchising process. Planning policy, and the national planning policy framework in particular, is proving to be an important tool in leveraging infrastructure and future-proofing developments.
Wera Hobhouse (Bath) (LD)
That is precisely what we have been saying about making it widely practical for people to consider buying an electric car. New clause 2 would work as not only a carrot but a stick. Given that we need to move forward so quickly, it is important that the Government consider new clause 2.
Jesse Norman
By tabling new clause 2, the hon. Lady has placed the issue firmly and properly on the public record. The new clause would require owners and operators of “public facilities,” which is a wide term, to provide public charging points. Those public facilities would include:
“supermarkets; public car parks; airports; train stations; and such other public facilities”.
That is a very wide definition, and it does not specifically address the issue of range anxiety. The attraction of targeting large fuel retailers and motorway service stations, as we have done, is that doing so precisely addresses concerns about range anxiety.
Jim Shannon
The hon. Member for Bath (Wera Hobhouse) refers to charging at supermarkets and public places. What has been the response from the supermarket chains? Has the system had private buy-in? Do we have figures indicating that the supermarkets want to be part of this system, and will the Government encourage them?
Jesse Norman
The key point is that we must allow the market to operate and require installation only in places where we can be certain that it will serve a public purpose. That is the balance that the Bill is designed to strike. Many supermarkets, of course, will regard fitting charging stations and charging points as a competitive advantage, and the same will be true of the other locations set out in new clause 2.
In addition to the measures I have described, enhanced capital allowances have also been introduced as a tax relief for companies that support the development and installation of charging equipment for electric vehicles. The first-year allowance of 100% allows businesses to deduct charge point investments from their pre-tax profits in the year of purchase. As a result of those measures, and because of the opportunities in this new market, the private sector is increasingly taking the lead, with chargers going in at destinations including hotels and supermarkets.
Dame Cheryl Gillan
I appreciate that the Minister wants the market to apply, but London Underground owns the car parks at my stations in Chesham and Amersham. What incentive can he give London Underground and the Mayor of London to install more charging points in those carparks? My constituents do not have a single vote for a member of the London Assembly or for the Mayor of London. Without a carrot or a stick, there is no reason for them to install the charging points. Can the Minister help?
Jesse Norman
My right hon. Friend is talking about a democratic deficit as much as a failure of public policy to seize the opportunity. Unfortunately, as she knows, the Mayor of London is outside my Department’s policy remit and has separate devolved budgets. She makes the wider point well that there is a democratic gap that means that the Mayor of London cannot be held to account for such actions.
As a result of the measures that I have described, the private sector is taking the lead. Further to our consultation, we have suggested that it would be more appropriate to mandate provision at sites, such as fuel retailers and service areas, that are already invested in providing services related to vehicle refuelling. By that means, we can address concerns about range anxiety without placing regulation on others that might be unnecessarily burdensome and expensive to comply with.
Karl Turner (Kingston upon Hull East) (Lab)
The Opposition Front-Bench team are supportive of the Government’s new clause 1 and the consequential amendments. In Committee, some of my colleagues and I tabled amendments to ensure that planning and consultation between the Government, National Grid and electricity distribution operators took place in order for this policy to work. The new clause enables regulations to be made for the transmission of charge point data, for example, on energy consumption levels and geographical data, to be given to “specified persons”, such as National Grid. As we set out during earlier stages of this Bill, the sharing of specific data such as that on energy consumption and geography will be fundamental in enabling and encouraging the uptake of electric vehicles, which I am sure Members on both sides of this House want to achieve.
Labour has been working to improve this Bill to ensure that the UK remains at the forefront of research and development in this important and fast-moving industry. The sharing of data is necessary to grow the number of charge points and to ensure that the relevant agencies can monitor and plan for energy demand and consumption at charging points. I wish to pay tribute to the former Minister, the right hon. Member for South Holland and The Deepings (Mr Hayes), who gave me a “binding assurance” in Committee that the Government would come back to Parliament with more detail and specific proposals. The Bill originally did not include much detail on regulations for the distribution of data relating to charge points, so I am grateful that the Government have listened to the Opposition on this point.
Sir Hugo Swire
Is the hon. Gentleman reassured about the transmission of data relating to rural petrol stations, which may not use much electricity—they may not be used very often? Is he assured that the transmission of such data elsewhere may lead to a tendency for such petrol stations not to maintain that service in the way that they might, thus discriminating against more remote areas?
Karl Turner
The strategy has to address the issue of remote areas—that is essential. In Committee, the then Minister gave assurances that it would. We now know, of course, that the strategy will be published in March. I would like to press this Minister on how security will be ensured in regards to the transmission of data from charge points. That issue was brought up repeatedly in Committee, and the Government’s new clause does not seem to address it head on.
The Opposition are also supportive of Government amendment 1, which relates to enforcement. It expands Clause 13 so that the requirements allow for the inspection or testing of “any thing” to do with charge points rather than just allowing the person “to enter any land”. That position was ambiguous and we welcome any tightening up of the wording in the Bill. The original subsection gave prescribed persons permission to enter land but did not include much else. The Government amendment extends the scope of enforcement and defines what documents and other important data and information can be investigated in order to inspect whether the proper regulations have been complied with when it comes to charge points.
We are also supportive of new clause 2, which was tabled by the hon. Member for Bath (Wera Hobhouse). Currently the Bill regulates for the provision of public charging points at large fuel retailers. The new clause would mean that owners and operators of public facilities such as supermarkets, public car parks and airports would also be required to provide charging facilities. Such locations would already have the service areas for vehicles to park up and be placed on charge. Having accessibility to charging points is vital to promoting the use of electric vehicles, and the new clause seems a sensible way of doing just that. The objective of the new clause is commendable, and I trust the Minister will bear that in mind when he is devising the Government strategy on this.
Dr David Drew (Stroud) (Lab/Co-op)
I refer to my declaration in the Register of Members’ Financial Interests. At the moment, electricity charging points at motorway service stations are separate from petrol stations. Does my hon. Friend anticipate that when we have fully accessible electricity charging point provision they will be one and the same, on the same location—or will they remain separate?
Karl Turner
I think they will be an integral part of these sites. That is how things would have to work in order to be practical.
I congratulate my hon. Friend the Member for Warwick and Leamington (Matt Western) on tabling new clause 3 and put on record my personal support, and that of our Front-Bench team, for the new clause. New clause 3 focuses on public transport and commercial vehicles, but it raises many of the issues I was hoping to speak to in relation to new clause 4. For uptake to be encouraged, electric vehicles need to be practical, affordable and convenient for users, which means putting in place the necessary infrastructure. There are currently nearly 12,000—11,862, to be precise—charging points for electric vehicles in the UK, but there are multiple charging point operators, each with their own plugs, software, customer charges, billing systems and payment methods. These are also unevenly distributed, with more charging points available on the Orkney Islands than in Blackpool, Grimsby and my own fair city of Hull combined. New clause 3 would ensure that the Secretary of State assesses the costs, benefits, location and feasibility of charging points to enable the promotion of a national network of sustainable charging points for commercial and public transport.
Stephen Kerr (Stirling) (Con)
Does the hon. Gentleman agree that the visibility and recognisable features of the charging points will be a spur to the take-up of electric vehicles?
Karl Turner
I very much agree with the hon. Gentleman. There were many suggestions in Committee that we call the charging points Hayes hooks. The former Minister, the right hon. Member for South Holland and The Deepings, was keen for schools and colleges to get involved in some sort of national competition on the design.
Mr John Hayes
As I have been mentioned by name, I feel obliged to intervene to thank the hon. Gentleman for his earlier complimentary remarks and to say that I know that the competition is indeed envisaged. One of the last acts that I commissioned in the Department was to sort out the detail of who would judge what and when. I am sure that the Minister will want to enlighten the House on the progress that has been made, what day the competition will begin, when it will end and what the criteria will be.
Karl Turner
I thank the right hon. Gentleman for his intervention. In Committee, we discussed making the charging points as recognisable as telephone boxes. That is essential. I hope that the Minister has taken on board what was said in Committee and appreciates the work that the right hon. Member for South Holland and The Deepings did on the Bill.
It would be eminently sensible for the Government to promote a national network of sustainable charging points for private vehicles. We welcomed the announcement in the Budget of £200 million of public money to be invested in charging infrastructure. Of course, that matched Labour’s manifesto commitment to invest £200 million to support ultra-low emission vehicles.
This Bill was an opportunity to set out a long-term plan for building the infrastructure needed to encourage the uptake of automated and electric vehicles, and it is a little disappointing that it has failed to do so fully. The Bill could have been a major step forward in taking high-emitting vehicles off our roads. We know that air pollution is linked to the premature deaths of around 50,000 people in the UK each year. That is a staggering number and the Government need to do an awful lot more to address that.
Electric and alternatively-fuelled vehicles are key to reducing air pollution and meeting the UK’s climate change objectives. In Committee, the then Minister said:
“It is very important that we monitor closely how charge points are rolled out. We have spoken about workplaces, local authorities, service stations and so on and so forth, but we need to get a clear view about where the concentrations of charge points are and what needs to be done to fill in any gaps that emerge.”––[Official Report, Automated and Electric Vehicles Public Bill Committee, 14 November 2017; c. 186.]
Sir Oliver Letwin
I remind the House of my interest in the Faraday Institution.
Given that the whole House agrees, roughly speaking, with what the hon. Gentleman said and that the Minister has announced that he is going to produce the strategy that the Opposition Front Bench team very sensibly want, may I beg the hon. Gentleman not to press his new clause to a vote? Were he to do so, it would have the sad effect of dividing the House on an issue on which we really do not need to divide and on a Bill on which we are all agreed.
Karl Turner
I assure the right hon. Gentleman that I do not intend to push anything to a vote.
We agree with what the right hon. Member for South Holland and The Deepings said in Committee, which I just read out, and believe that the Government should take this opportunity to set out in the Bill their strategy for doing that.
Iain Stewart (Milton Keynes South) (Con)
I am happy to support Government new clause 1 and the consequential amendments.
I rise to make one point only on a matter that was discussed in Committee, particularly when we took evidence from witnesses before line-by-line consideration commenced. It follows on from the point the shadow Minister, the hon. Member for Kingston upon Hull East (Karl Turner), made about the need for the charging network to be as accessible and easy-to-use as possible, so that we can encourage the uptake of electric vehicles. One of the key requests was that we have a simplified payment system for use of the charge-points. There is evidence from Ireland and the state of California that some Government intervention was required to achieve a harmonised payment system, before which users were having to carry around a multiplicity of payment cards to use the system. New clause 1, in conjunction with clause 9, will give the Government sufficient powers to nudge the industry to achieve that. I just wanted to put on the record that that requirement will be integral to making the charging system and the uptake of electric cars as complete as we would like.
Helen Goodman
Thank you, Madam Deputy Speaker; I was not expecting to be called to speak so early as I have not tabled an amendment.
I did not serve on the Bill Committee, but I spoke on Second Reading about charging points. Just before Second Reading, I purchased a Nissan Leaf. Three months on, I have a little more experience, and I am afraid that I am slightly less enthused of my Leaf than I was in October. My experience has highlighted some policy issues. If Ministers want people to make the transition to electric vehicles, the issue of charging points and their availability is fundamental. We need more charging points.
New clause 2, tabled by the hon. Member for Bath (Wera Hobhouse), is absolutely spot on. Along with all public car parks, I would add to the list in her new clause hospitals, public buildings, local authority buildings, schools and libraries. All are places where people park. We do not just go between shops and our homes; we go to many different places.
Wera Hobhouse
Does the hon. Lady agree with my experience, which is that we need a carrot and a stick?
Helen Goodman
The hon. Lady is absolutely right. I have the slightest suspicion that those people who wrote the strategy and who have worked on the Bill may not yet have electric cars themselves. It all seems to be good in theory, but how does it work in practice?
Mrs Sharon Hodgson (Washington and Sunderland West) (Lab)
I am curious as to whether my hon. Friend has, in the three months she has had her Leaf, attempted to drive from her wonderful constituency in Bishop Auckland down to Parliament? If she has, what was it like? If she has not, why not?
Helen Goodman
I certainly would not dream of driving to Westminster because it is far too far—it is way beyond the range. I shall talk about how far I can get in my car when I have finished my remarks on charge points.
Michelle Donelan (Chippenham) (Con)
Does the hon. Lady share my disappointment that only five councils in the UK have taken advantage of the Government’s on-street residential charging point scheme, which offers to fund 75% of the cost of creating charging points?
Helen Goodman
That is very interesting. I think local authorities have not taken up that offer in the way people hoped because there are no resources for the upkeep of the charging points.
On Second Reading, I asked whether planning permission for new housing developments should require charging points. I am disappointed that that has not been mentioned by the Minister or in any of the new clauses or amendments. I also sent a rather long letter to the Department, to the right hon. Member for South Holland and The Deepings (Mr Hayes) who was handling the Bill extremely well. I am also disappointed that I have not had a reply to my letter, as the then Minister told me that he was going to discuss the planning issues with the Ministry of Housing, Communities and Local Government. It is no good Ministers relying on people charging their car at home, because to do so, people must have off-street parking. A third of this country lives in terraced housing or flats without off-street parking, which is why we need charge points along residential roads everywhere.
Helen Goodman
Good. I am very pleased to hear from the right hon. Gentleman, and I look forward to a positive response from the Minister on this issue of planning permission.
To some extent, new clause 3 covers my next point, which is that we need one system not just for paying when we go to the charge point, but for interconnections. When trying to charge up a car at a public point, it is incredibly annoying for a person to find that they have the wrong kind of plug. It is as absurd as if we had an electricity system in which some houses have three-point plugs, some five point plugs, and others two-point plugs. We have gone way beyond that. Although we want to encourage the private sector—when it comes to manufacturing the cars and the great work that Nissan and Toyota do, we are all in favour of it—the infrastructure for charging is a natural monopoly. It is obvious that the Government should be taking control of it. I am also slightly concerned that there has been systematic mis-selling and over-inflation on the range of electric cars.
Paul Girvan (South Antrim) (DUP)
I appreciate the issue associated with the difference in the types of plugs that are required, but is that not going to demand an international standard to be set and agreed not just by this Government but worldwide, to ensure uniformity of connections with each make of vehicle and the grid?
Helen Goodman
The hon. Gentleman is absolutely right; I had not thought of that point. When I go on holiday, I normally hire another car, rather than driving from the UK, but, of course, many people want to take their own car overseas, so he makes a very fair point. It would be interesting to know whether the Government have initiated any discussion in the European Union, for example, on this point.
Let me come back to the point about range, and what I think is a serious breach of consumer rights and trade descriptions. I bought my Leaf from Bristol Street Motors in Darlington, and I was told that it had a range of 125 miles. As I was about to explain to my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson), I thought that that was fine because it meant that I could travel from my constituency to Newcastle, when I visit the regional organisations for the north-east, and get back again on one charge, but when I collected the car, it was charged up to only 75 miles. I said, “This is 30% less efficient! It is like buying a box of six eggs, but finding when you open the box that there are only four eggs. This is really not acceptable.” The garage people tweaked it around a bit, but they still could only charge it up—I have never charged it beyond this—to 85 miles. That is very different from the 125 miles that I was told. Indeed, having looked at the Nissan website, I found that the over-emphasis not only came from the dealer to whom I spoke, but was on the website itself. The guy who came round to fit my pod point and to whom I explained this problem said, “Oh, I hear it all the time. People are constantly disappointed that their cars don’t have the range that they were sold as having.” This is pretty fundamental. People need to know what they are buying and what they are getting. A 30% reduction in the capacity of what the car can do is a significant difference.
Mrs Hodgson
As my hon. Friend knows, Nissan is in my constituency, so I am very interested in her point. When I took a Leaf for a test drive—I do not have one yet; I am not as lucky as she is—I was told that the number of miles that people can get depends on how they drive. Is that the issue to which she is referring, or is it something different?
Helen Goodman
I do not think it can be that, because when I charge up the car, it does not even reach the amount. Sometimes when I am driving along, the charge seems to go down much faster than the number of miles that I am actually covering, but I cannot charge it to the level that is claimed.
Richard Burden (Birmingham, Northfield) (Lab)
A number of people recognise that the first version of the Leaf—my hon. Friend got one of the last ones—did not have a great range. A new model is now out, which at least says that it has a much higher range, and I have no reason to doubt that. What this actually highlights is that the Government need to do more to incentivise plug-in hybrids. Although pure electric is fine for the short journey, it is likely that, for a while yet, the car needs another technology for the longer journey. Getting clear incentives for plug-in hybrids might make a contribution towards that. In fact, the way that grants have been structured, we have gone rather in the other direction.
Helen Goodman
My hon. Friend makes a very fair point. It is also related to the issue that the right hon. Member for South Holland and The Deepings raised about the importance of having fast charge-up plugs—I am not sure what one calls them—rather than the ordinary slow-speed ones. Last week, for example, I wanted to charge up the car while I went to the supermarket. In the half hour that I was in the supermarket, it had only increased its charging by 8 miles. That is pathetic by anybody’s standards. That is just not what one would expect. If that is the rate at which people are charging up on motorways, it really is not working. The technology needs to be improved with respect to the measurement inside the car. Last Thursday night, I set off to go home with 22 miles on the meter, but at 14 miles the car conked out in the dark. Not only was I extremely inconvenienced by this, but it was extremely dangerous, because somebody else could have driven into the car. It is also a problem for the police, and so on. It is incredibly important that we get this right. I would like the Minister to be far more ambitious. We need a really big strategy. I know that the Minister loves markets, but I am a Keynesian, and I think that this would also be really good for the British economy.
Mr Hayes
I want to contribute briefly to this debate. I have enjoyed the scrutiny of the Bill over what seems most of my recent life. I have spent more time speaking about automated electric vehicles than I care to count, having shared that endeavour with a number of hon. Members in the Chamber.
The amendments introduced by the Minister are a direct consequence of the scrutiny that we enjoyed in Committee. That Committee, like its predecessor—the Committee that considered the Vehicle Technology and Aviation Bill, which also considered these matters—was conducted in a positive, constructive, collaborative and wholesome way and I believe that the Bill can genuinely be said to have been improved as a result of the endeavours from Members from all parts of the House.
The infrastructure for electric vehicles is one of the critical elements of their gaining wider acceptance. It is not the only one, but it is salient. As has already been said, that requires us to think broadly about how and where people will want to charge. The hon. Member for Birmingham, Northfield (Richard Burden) made the very good point that most people will want to do that as close to their home as is conveniently possible and on-street charging is vital. The work with the local authorities, which has been recommended from a number of places in the Chamber, is critical to achieving that. The planning system also needs to recognise it, in respect of new developments. I go further and say that the Government have already taken steps and can take more on local authorities that are laggards—if I can put it that way—about putting into place the necessary measures to bring about on-street charging.
Neil Parish (Tiverton and Honiton) (Con)
Will my right hon. Friend give way?
Neil Parish
I pay tribute to the great job that my right hon. Friend did as Transport Minister and in his many other ministerial roles.
It is very much the charging points—their accessibility and the ability to charge vehicles quite quickly—that will really encourage people to have electric vehicles. At the moment, only about 1% or 2% of vehicles are electric. We really need the infrastructure if we want that figure to be 25% or 30%. Until we get the infrastructure right, we will not necessarily get everybody to sign up to having an electric car. We have to be absolutely certain to get the infrastructure right.
Mr Hayes
I am grateful to my hon. Friend, who has been not only a student, but a mentor to me as my PPS and as my great friend. He is right, as he often is on this subject. It is right that we build an infrastructure that is accessible. It also needs to be affordable and recognisable. The arguments that have prevailed so far have focused on those points—that the infrastructure must be easily recognised by anyone who wants to charge their vehicle.
Michelle Donelan
Does my right hon. Friend agree that another aspect that could hold back the industry is the skills shortage in the science, technology, engineering and maths sector? That is why schemes such as the Year of Engineering are so vital to companies in my constituency and in Wiltshire, such as Dyson and AB Dynamics, which are leaders in the sector.
Mr Hayes
Yes. When we speak of infrastructure, we often think of physical infrastructure. But it is also a matter of human infrastructure, and skills are critical to the success of this industry. I recommend to my hon. Friend the report by the Institute of the Motor Industry that addresses exactly those points. It highlights the accreditation system that it has put in place and recognises that, so far, only a small proportion of the technicians and people who service cars more widely have achieved the necessary competences to work on electric vehicles—of course, autonomous vehicles are yet to come. It will be vital that that understanding and those competences are widely spread. If I might make a point particularly on that, I am anxious that they are not simply owned by large corporate companies. We do not want to see the disappearance of local garages and start-up businesses. The spread of the ability of those who can repair and service these new types of vehicles needs to be sufficient not only to seed those competences in the way I have described, but to make them available to people in rural areas as well as in urban centres. My hon. Friend is absolutely right to draw attention to that human aspect of this technological challenge.
As well as the charge points being recognisable—and I am delighted that the shadow Minister has confirmed that they are going to bear my name, which I expect the Minister will also confirm—I am delighted that there is a determination to ensure that there is some consistency about the charge points. One needs to be able to drive down a road in an electric vehicle and immediately recognise a charging point, as we recognise a telephone box, a pillar box and many other things. And it should be beautiful, by the way.
Stephen Kerr
I agree with my right hon. Friend about the importance of recognisability and that a charging point should be a thing of beauty that adds to the landscape of our towns, cities and rural areas. There has again been mention in the Chamber tonight of the competition for a beautiful design that the Government will sponsor. Will my right hon. Friend—and, perhaps, the Minister—comment on whether the design competition will be for a UK design, rather than just an England, or England and Wales, design?
Mr Hayes
Well, that would certainly be my wish. It will be for the Minister to confirm or otherwise whether that is the official position. I no longer speak in official terms, but happily endorse the view of my hon. Friend that we should have a UK-wide design and competition. When Gilbert Scott designed the red telephone box, of course he recognised that it was a functional item, as it remains. But he was also determined to make it something of elegance and style—something that, in the words of my hon. Friend, added to the built environment. And so it should be with these charging points.
The third important element of charging points, as well as their accessibility and recognisability, is their affordability. It is absolutely right that we should have a single means by which people can pay. It is preposterous that people might arrive at a charge point, ready to charge their vehicle—perhaps even desperate to do so, if the remarks of the hon. Member for Bishop Auckland (Helen Goodman) hold true—and then find that the means by which they have to pay does not fit their expectation and that they need some card or prepayment system. We need to ensure that all charge points conform to a single means of payment, or at least a number of means of payment that suit every circumstance. What we cannot have is different charge points with different technologies, different modes of payment, and a different look and feel. That would be preposterous and I know that the Government will not want anything preposterous to happen.
Craig Mackinlay (South Thanet) (Con)
I am grateful to my right hon. Friend for giving way; he is being very generous with his time. As he got the Bill to its current state, did he consider that perhaps we have started the whole basis of the electrification of cars and batteries at the wrong point? The trouble is we are beyond this point already, as we have a Tesla-style battery, a Lexus-style battery and batteries by other manufacturers. Would it not have been more sensible and better if the current network of petrol stations had been places where we could simply change the battery? That could have been done in an instant, or within a minute or two, rather than waiting for this long charge system. I am concerned that the manufacturers have started us off on the wrong basis. Perhaps it is not too late to get us back on track.
Mr Hayes
Innovation and change often initially result in a multiplicity of systems. One thinks of the industry that I was once in—the IT industry. It took some while before MS-DOS, and subsequently Windows, emerged. Of course, there are still Apple computers with a different system altogether, but at the birth of the personal computer, all kinds of technologies co-existed. It was a while before standards became certain, adapted and adopted, widely recognised and used. I suspect that the same applies in this area of innovation and change. As the technology beds down, I expect that there will be greater consistency, but the Government must play their part too.
Although I am sure that the market will normalise around a set of standards, the Government can—by what they do both legislatively and in terms of the kind of incentives I mentioned earlier that might be provided to those who are developing charge points such as local authorities—help that process along the way and that will build consumer confidence. Recognisability, affordability and accessibility are critical if people are going to buy electric cars without the uncertainty that the hon. Member for Bishop Auckland described to us. She was a bold early adopter who entered the marketplace with a degree of optimism and hope. I hope that her hope has not been too tarnished by subsequent experience because the trailblazing spirit that she personifies is important if we are to get the momentum we want for this change in the way we drive and what we drive.
I welcome these amendments. As I said at the outset, they reflect sensible scrutiny of important legislation, although of course there is more to be done. In establishing this national infrastructure, I am confident that the same spirit of conciliation, collaboration and co-operation that has characterised our considerations so far will continue.
I begin the end of my remarks where I started—with Ruskin. Ruskin said:
“The training which makes men happiest in themselves also makes them most serviceable to others.”
Further to the comments of my hon. Friend the Member for Chippenham (Michelle Donelan), the change that I recommend will not work unless we have people ready to make it work. That requires skills and training that is serviceable to others. It requires building a human infrastructure fit to do the job to make the physical infrastructure as effective as it can be. I know that there will be more consideration of that during the rest of this debate.
In the short time that I have been on the Back Benches, I have learned that one of the virtues is that one does not have to stay for the whole of a debate. To stay longer, in any case, might attract more plaudits, and even I would begin to become embarrassed. In the interests of the whole House, not just my own, I am now going to end this brief contribution, sit a moment longer and then proceed to my dinner, safe in the knowledge that I pass the baton to others still more capable of continuing the debate in the spirit in which it began.
Matt Western (Warwick and Leamington) (Lab)
Thank you, Madam Deputy Speaker. May I start by—
Madam Deputy Speaker
Order. I beg the hon. Gentleman’s pardon. In being carried away by listening to the right hon. Member for South Holland and The Deepings (Mr Hayes), I called him by the wrong name. Mr Western.
Matt Western
Thank you, Madam Deputy Speaker. It was not an issue.
I start by thanking the right hon. Member for South Holland and The Deepings (Mr Hayes), the former Minister, for conducting what was my first Bill Committee. I found his style particularly remarkable, welcoming and friendly, and very constructive.
I wish to speak to new clause 3, which is in my name, but also to reference new clauses 1, 2 and 4. When I spoke on Second Reading and in Committee, I highlighted what I thought was perhaps an omission—the Minister picked up on this earlier—with regard to making sure that the Bill is viewed by the public, but particularly by consumers, manufacturers and authorities, as setting the right framework, or groundwork, to bring about a change in our mobility. Critical to all this is why we are looking to make this move and why it is happening not just here in this country but globally. Part of that is looking to address the targets for reducing carbon dioxide that are set out in the Paris accord. Transport is of course an important contributor to CO2 emissions, particularly with regard to petrol vehicles.
There is also the issue of air quality. In my constituency of Warwick and Leamington, we suffer from poor air quality, particularly as a result of the topography of the towns, but also by virtue of our medieval streets. This is brought about by old vehicles—old buses, old lorries, old vans and old cars. It is not an issue with new vehicles. We have some terrific vehicle manufacturers, as has been mentioned. We have highlighted the investment of Nissan, but we should also consider the likes of Mini and Jaguar Land Rover, which is in my constituency. Jaguar Land Rover is making a move to hybrid vehicles, but its current diesel vehicles are very clean, with such things as particulate filters. The responsible manufacturers have moved very quickly on this already.
Stephen Kerr
Is there not a danger that the lack of these charging points and their lack of visibility in our landscape will drive earlier adopters such as the hon. Member for Bishop Auckland (Helen Goodman) out of the market? It is therefore very important that this Bill and all that comes from it are set in motion, because if we are not careful, we will miss the tide.
Matt Western
I thank the hon. Gentleman for his intervention. This is always the issue when an early adopter picks up on a product in any sector. I remember the first smart products such as the mini-computers of yesterday—PalmPilots and all those things. If one was not careful, one bought the wrong product and got caught out. The crucial part of this is ensuring that Governments take the lead, but there is also an international drive about pushing the agenda and making sure that there is commonality and the upfront investment that pulls manufacturers and consumers along with it.
Carol Monaghan (Glasgow North West) (SNP)
I would like to correct slightly what the hon. Gentleman said. I hope that he will be gracious in accepting this. The problem is not that Orkney has more charging points; it is that Grimsby does not have enough. Rural locations, particularly around Scotland, will, by their nature, need more charging points.
Matt Western
I accept the hon. Lady’s point. What I said was factually correct; I was just trying to point out the disparity between areas. Good for Orkney, but this is about getting other areas to come along and invest to set up these infrastructures as well.
At present, there are multiple charging point operators across the UK, each with their own plugs, software, customer charges, billing systems and payment methods. That is clearly one of the issues that we are trying to address in the Bill and new clause 1. Critical to that is that the Government need to standardise charging infrastructure to make the network far more accessible. To draw a parallel, it is rather like the old mobile phones of the early days that some of us will remember. Mobile companies started moving into the sector and establishing their networks, with the investment that had to go with that. We realised that without a Government lead or a national infrastructure, pylons were starting to cluster in certain areas when in fact one pylon would have done, but with a different antenna fixed to it. We must try to avoid that sort of thing, so that we do not have little clusters on our streets or in our town centres when one will do.
It is crucial to ensure not only that we have charging points, but their interoperability for all types of vehicle. By way of parallel, I cite the fantastic thing that is the USB. We all know what it is like when we forget the charging cable for our mobile phones and find we have no means of recharging our phone, because we happen to have a product of a particular brand and a plug does not fit that phone. It is crucial that we not only legislate but work with other countries to ensure there is interoperability. Often when we have these debates, we are thinking about cars, but we also need to think about all the other sectors. That is why it is vital that we have a comprehensive approach to the electrification of all sectors relevant to mobility.
Those of us in London recognise just how much the bus network has improved over recent years. I was amazed to discover that a third of our famous red buses are now hybrid. Something like 73 are electric and about 10 are hydrogen buses. Those hybrid buses are super-quiet and relatively clean, with 30% or 40% less emissions. That has made a noticeable difference to air quality, as I remember how poor that was 30 years ago when I lived in London.
One of the businesses in my constituency is Volvo Buses, which has done a lot of work on electric vehicles and has had all sorts of issues. For example, it has invested heavily in trying to establish a network in Harrogate. The costs of getting the DNO connection have varied considerably, and the project has been extremely difficult. We have to recognise that these businesses are the first adopters. They are the ones trying to get new technologies established, so we need to make the process as easy as possible.
One issue with commercial vehicles and buses is the need for pantograph-type systems to charge vehicles from above. European manufacturers, including Mercedes, Fiat, Renault and Volvo, are looking at how to recharge those vehicles when they are at a bus stand or in a garage. We need to ensure that such infrastructure is generic and standardised across all manufacturers.
Iain Stewart
I absolutely agree that we need to look at the technology for charging buses and other vehicles en route. May I invite the hon. Gentleman to look at the pilot scheme that has been running in Milton Keynes with an induction charging system for a bus route that is wholly electric? That could represent the technology for recharging, rather than expensive overhead line equipment.
Matt Western
I thank the hon. Gentleman for his invitation, and I would certainly be delighted to take him up on it. That is one for the future.
Mr John Hayes
I have no desire to prolong the hon. Gentleman’s speech unduly, as the Financial Secretary to the Treasury is waiting for his dinner. However, on the hon. Gentleman’s point about buses and local support for electric vehicles, he will know that the Government have done a great deal to support the provision of low emission vehicles by bus companies. Indeed, workplace charging has also been supported strongly by the Government. Does he agree that perhaps we need just to broadcast that more, so that more people know they can benefit from the support that is available? The Government have done their bit, and I am extremely grateful for the great work that my officials did on that in my time. Does he think it is about more publicity?
Matt Western
It is. It is about motivating and encouraging change through consumers.
I would like to move on finally to electric bikes and mobility vehicles. That might seem like a less glamorous or glossy sector of the market, but we have some terrific bike manufacturers in this country. We have Pashley and Moulton, and Brompton here in London. Brompton’s first e-bike is about to roll off the production line. However, our sales of electric bikes are way behind those of other countries. We are something like seventh in Europe, with 5% of its total sales, way behind Austria, Italy, France, Belgium, the Netherlands and Germany. Germany has 36% of the total sales for Europe.
In 2016, the city of Munich started a subsidy scheme for electro-mobility that includes electric bikes. The subsidy for the purchase price is granted to private companies and non-profit organisations, with a contribution of, say, €500 for electric bikes or €1,000 for electric cargo bikes. In Sweden, there is a 25% Government subsidy for all e-bikes until 2020, which has led to a 50% surge in electric bike adoption in the country. It has been hugely successful in the past 12 months, and that shows what leadership can do to change consumer behaviour, which the right hon. Member for South Holland and The Deepings referred to. The same thing applies to commercial vehicle fleets, whether they be for haulage or local delivery.
I urge the Government to adopt new clause 3, which is simple and straightforward. It puts forward a framework to identify all the vehicle sectors that need to be considered, so that we ensure that they are very much in the front of our minds.
Wera Hobhouse
I shall speak to new clause 2, which I tabled. We have already had a good discussion about making it as easy and quick as possible for consumers who are considering buying electric vehicles to do so. That is why I very much encourage the Minister to reconsider whether new clause 2 should be included in the Bill.
Let me set the scene for this urgency. Air pollution in the UK is a big killer, contributing up to 40,000 deaths a year and costing the NHS £15 billion. As a country, we have been slow for a long time to comply with EU limits on pollution. We have been very slow at tackling high levels of pollution in the past.
These issues are incredibly relevant to my constituency. Bath is officially one of the most polluted areas in the country. Bath and North East Somerset was named among 29 local authority areas with high levels of nitrogen dioxide. According to the council’s own data, 92% of air pollution in Bath is caused by traffic. The swift take-up of electric vehicles is therefore very important.
I welcome the Government’s proposal to create universal charging points, which was also a Liberal Democrat manifesto commitment. However, as we have said several times, the Government should be more ambitious. The Bill must go further to ensure that it is as convenient as possible for people to own electric cars and to help consumers to make decisions that will benefit the environment and, particularly, public health.
New clause 2 would give the Secretary of State the power to make regulations requiring owners and operators of certain public facilities to work with local authorities to provide public charging points and to ensure that public charging points are maintained and easily accessible to the public. Again, a number of points have already been made about why local authorities have not picked up voluntary schemes. I believe that the carrot and the stick is the right approach, and I again say that the Government must consider using a little bit of stick.
The Bill allows the Government to regulate petrol stations and motorway service stations to provide electric charging points. The new clause would ensure that people with electric cars could easily charge their cars on shorter journeys as well as when travelling longer distances. I am considering whether I should buy an electric vehicle, but I do not fancy sitting around for eight hours in a service station on the motorway to charge my car.
Local authorities should have powers to require new commercial and industrial developments to provide electric charging points and, for example, to pilot the use of lamp posts as charging points in residential areas where homes do not have driveways. All this is about encouraging creative ways of making sure that charging our vehicles is as convenient as possible and increasing take-up among people who want to acquire electric cars.
If the Government are serious about reducing transport emissions, far more radical measures will be needed, but this Bill is a step in the right direction. I believe that new clause 2 would improve the Bill even further.
Mrs Hodgson
I am last, but by no means least, I hope. We still have the Minister’s closing remarks to come, so I am not altogether last.
As colleagues will know—if they do not, I am going to tell them now—the Nissan plant is in my constituency of Washington and Sunderland West. [Interruption.] Yes, it is. Many will also know that the Nissan Leaf is manufactured there. If I know Nissan, I am confident that it will have been following this debate closely, and I have no doubt it will get in touch with my hon. Friend the Member for Bishop Auckland (Helen Goodman) to discuss her Leaf experiences further. As she said, it is very important that consumers who make the leap to a Leaf—do you like what I did there?
Mrs Hodgson
No, I am just trying to lighten the mood. It is very important that such consumers have a good experience if society is ever to make the transition to electric vehicles that we all hope to see.
I rise to raise briefly some points about three areas of part 2 of the Bill—clause 10, clause 9, and clauses 11 and 12—each of which I will address quickly. From speaking with Nissan, I know it is welcome that the Bill intends to impose requirements on large fuel retailers and service area operators “within a prescribed description” to provide public charging points. However, it is important, for all the reasons we have heard expressed so eloquently tonight, that this prescribed description is as ambitious as possible and is used in such a way as to deploy the electric vehicle charging infrastructure to its maximum potential. I therefore hope the Minister will elaborate further on how the Government plan to make sure that the expansion of this infrastructure is done in a sustainable, sensible and joined-up manner that does not hinder future growth.
Another aspect of ensuring that this important infrastructure works in the right way is ensuring that electric vehicle charging is open access and not restricted to members of charging schemes only or, as we have heard, to people with certain types of plugs. It is important as this infrastructure rolls out that it does not become a patchwork of varying payment methods, membership schemes and plug points, but instead is accessible to all to help encourage more people to make the move or the leap to electric vehicles. Will the Minister assure me that this will be considered as the Bill progresses to the other place?
The last point I want to touch on is smart charging as it is considered in the Bill. Smart charging is a new and exciting innovation and, as the Minister will be aware, Nissan has been pioneering work on vehicle-to-grid technology, where an electric vehicle’s battery can support the grid network at peak times when it is not charging. The Bill makes positive commitments in this area, but it would be welcome if the Minister committed throughout the Bill’s progress to ensuring that the continued development of these new technologies is supported.
Overall, this is a very welcome Bill that I know will have significant effects on Nissan in my constituency and on the wider electric vehicle industry. I hope that as the Bill progresses we will see further strengthening to make sure that, as we go into the future, electric vehicles become more and more accessible to drivers and, as we so desperately need to be doing right now, that this helps to reduce pollution. With those few remarks, I will end, and I look forward to the Minister’s response.
Jesse Norman
Let me thank all Members present in the Chamber and those who have spoken for their very helpful contributions to this debate on Report. This is another stage in the extremely constructive process of putting the Bill together. It is pretty clear that the House is united in its ambition to ensure that the UK has world-leading infrastructure to support the roll-out of electric vehicles. Many great points have been raised, and I will try to respond to as many of them as I can in the time available.
The hon. Member for Kingston upon Hull East (Karl Turner), who is not in his place, mentioned security and the importance not just of data security, but of prescribed persons in the Bill. I share the concern he raises, and as my right hon. Friend the Member for West Dorset (Sir Oliver Letwin) said, there are provisions in the Bill for anonymised and aggregated data on the model of smart data used elsewhere. It is also worth saying that the Bill has tightened the security for prescribed persons. Such investigations must be done in accordance with the regulations. Those are defined and will be further defined in secondary legislation.
On interoperability, let me reassure the House that there is scope in the Bill to require all new charge points to offer pay-as-you-go services. My right hon. Friend the Member for South Holland and The Deepings (Mr Hayes), who is no longer in his place, raised the question of the design competition—and rightly so, in this, the Year of Engineering. Let me confirm that it will cover the whole UK, as he and colleagues mentioned.
My right hon. Friend the Member for East Devon (Sir Hugo Swire) pointed out the importance of rural infrastructure. As the Member for Hereford and South Herefordshire, I entirely share that view. He will know that we have made significant investments—in the electric vehicle home-charge scheme, the workplace charging scheme and, as I have mentioned, the charging infrastructure investment fund—to support roll-out, but this is an important issue, and the Government will remain vigilant in ensuring that there is no discrimination against rural owners or potential owners of electric cars.
The hon. Member for Bishop Auckland (Helen Goodman) told us a horrifying story about her own experience. All I can say is that she raises some issues that are related to the particular product she purchased, the Nissan Leaf. I have no doubt that that is being followed very closely in Sunderland as we speak. Whether it is correct or fair to describe the car as having “conked out”, I cannot comment, but as no one would believe the hon. Lady to be a speed demon, there may be a question as to whether there was proper and adequate disclosure. We have seen companies take measures to disclose range, but there may well be scope for greater transparency, of the kind we have seen in other areas. I can also reassure her that the head of the Office for Low Emission Vehicles drives a Nissan Leaf herself.
To answer the hon. Member for Warwick and Leamington (Matt Western), the updated strategy to promote electric cars, which I have mentioned, will come in March. That strategy will, I hope, do much if not all of everything he described and more, and it will of course do so on a considerably faster timetable than the ones contemplated in his new clause.
Let me pick up another couple of points. My right hon. Friend the Member for South Holland and The Deepings characteristically foreswore his natural shyness to give us a tour d’horizon of his time in office once again. He was absolutely right to say that, although we have done quite a lot already, local authorities can go further and also to emphasise the importance of human infrastructure. I would simply mention the work of the Institute of the Motor Industry in formatting and creating level 1 to 3 qualifications in electric vehicle maintenance and repair.
Finally, the hon. Member for Washington and Sunderland West (Mrs Hodgson) asked me whether the Government would consider charging for open access. The answer is absolutely, and that is already being discussed, as I have described. She also asked whether the Government recognise the importance of vehicle-to-grid. Yes, that is absolutely at the centre of what the Bill is trying to achieve.
We have given due consideration to the proposed new clauses in this debate. Although I understand the importance of the issues raised, for the reasons outlined, I do not believe that the new clauses proposed by Opposition Members should be included in the Bill, which I commend to the House as it stands.
Question put and agreed to.
New clause 1 read a Second time and added to the Bill.
Clause 13
Enforcement
Amendment made: 1, page 8, line 12, leave out subsection (3) and insert—
‘(3) The provision referred to in subsection (2)(a) includes—
(a) provision authorising a prescribed person to enter any land in accordance with the regulations;
(b) provision for the inspection or testing of any thing by a prescribed person, which may for example include provision about—
(i) the production of documents or other things,
(ii) the provision of information,
(iii) the making of photographs or copies, and
(iv) the removal of any thing for the purpose of inspection or testing and its retention for that purpose for a reasonable period.”—(Jesse Norman.)
This amendment removes the requirement that entry on to land must be for the purpose of inspecting a public charging point; and ensures that regulations under Part 2 may make provision, in connection with determining whether there has been a failure to comply with a requirement or prohibition imposed by regulations, about the production, removal and inspection of documents and other items.
Clause 14
Exceptions
Amendments made: 2, page 8, line 19, leave out “or public charging points” and insert “or devices”.
This amendment, which is consequential on NC1, enables exceptions from requirements or prohibitions imposed by regulations under Part 2 to be made in relation to devices that are not public charging points.
Amendment 3, page 8, line 22, leave out “or public charging point” and insert “or device”.—(Jesse Norman.)
This amendment, which is consequential on NC1, enables the Secretary of State to make a determination that a requirement or prohibition imposed by regulations under Part 2 does not apply to a device that is not a public charging point.
Third Reading
The Secretary of State for Transport (Chris Grayling)
I beg to move, That the Bill be now read the Third Time.
I would like to take this opportunity to thank my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes) for all his work and for the dedication he has shown to the Bill, including in his contribution tonight, which he made with customary good cheer. He brings great knowledge to the subject and I commend him for all that he has done. On Second Reading he referenced Henry Ford, who said:
“Coming together is a beginning; keeping together is progress; working together is success.”
He has certainly exemplified those sentiments in his work on the Bill.
I am grateful to all right hon. and hon. Members who have participated throughout the passage of the Bill, particularly in Committee. I thank the Committee’s Chairs, the hon. Member for West Bromwich West (Mr Bailey) and my hon. Friend the Member for Gainsborough (Sir Edward Leigh), for guiding the Bill skilfully through its scrutiny.
The Government are committed to maintaining the UK’s position as one of the best places to research and develop modern transport technologies, such as automated and electric vehicles. Despite our differences in this House, I think we all share that ambition. We have some fantastic automotive centres in this country—the hon. Member for Washington and Sunderland West (Mrs Hodgson) referred to one in the north-east, which I have visited and know is a fantastic plant. We all want to see the automotive sector grow and develop, and this is a fantastic opportunity for it to do so. The Bill is designed to help keep the UK ahead of the curve.
Automated vehicles will revolutionise the way we travel and deliver better journeys, making journeys safer and improving mobility for more road users. It is estimated that the market for autonomous vehicles will be worth £28 billion or more each year to the UK. The Government want to see fully self-driving cars, without a human operator, on UK roads by 2021, and I believe that is entirely realistic. The Bill sets the legislative groundwork for automated vehicle insurance. When you drive your car, Mr Deputy Speaker, it is you who is insured, not the vehicle. As a result of the Bill, in future the vehicle will equally be insured. That will give people confidence that they can purchase these vehicles and have the insurance cover they need.
We have plans for further ways in which we can take advantage of this groundbreaking technology, with amendments to existing legislation. For example, we are already holding an open consultation on the safe use of remote control parking systems—a form of advanced driver assistance technology that is becoming very visible and real now. We will be updating our world-leading code of practice for testing automated vehicles to allow developers to apply to test their vehicles in the UK. We will also be working with the Law Commission to set out proposals for a long-term regulatory framework for self-driving vehicles.
Richard Burden
I am sure that Members on both sides of the House share the enthusiasm for these new technologies, but has the Secretary of State seen KPMG’s “Autonomous Vehicles Readiness Index”, which compares the readiness of different countries for taking up these technologies? The UK performs fairly well on technology: we are ranked fifth, behind Germany, Sweden, the Netherlands and the United States. Interestingly, we drop to 10th place when it comes to readiness of infrastructure, the road system and the availability of 4G. Can he give any indication of how we can start to turn that around?
Chris Grayling
The hon. Gentleman makes a valid point. This legislation is part of the process of keeping us as close as possible to the top of that league table. Clearly the presence of 4G and 5G networks is immensely important. He will know that this week my right hon. Friend the Secretary of State for Digital, Culture, Media and Sport has talked about the Government’s achievements and ambitions for our broadband network and our 4G and 5G networks. It is absolutely essential, if we are to maximise this technology’s potential in the UK, that we have state-of-the-art IT systems. That is what the Government will continue to work towards.
To harness the revolution and take advantage of the potential of electric vehicles, we must continue to build the infrastructure they need. It needs to be ubiquitous and fast-charging, and this legislation will help secure that. Of course, that is backed by Government funding. In the Budget last November, the Chancellor announced a new £400 million electric vehicle charging infrastructure investment fund, £100 million of new funding for the plug-in car grant to help consumers purchase these vehicles, and of course we will play our part too by ensuring that 25% of cars in the central Government departmental fleet will be ultra low emission by the end of this Parliament. Through the Bill, we want to make it easier to recharge an electric vehicle, and that will be one of the consequences of what we have all debated today.
Alan Brown (Kilmarnock and Loudoun) (SNP)
The UK Government have committed £200 million towards the roll-out of infrastructure. Previously, the Secretary of State for Business, Energy and Industrial Strategy agreed with me that any allocation to Scotland has to be based on needs, including geography, rather than on population. Can the Transport Secretary confirm that he shares that view?
Chris Grayling
This has to be a United Kingdom-wide effort. Scotland is no different from the rest of the United Kingdom: it has rural areas, remote rural areas and busy urban areas. We will need to make sure that all those who seek to buy these vehicles have access to the appropriate charging points. This legislation will help to do that, as will Government funding. The Barnett consequentials of the Government funding announced in the Budget will enable the Scottish Government to play their part, along with private investment.
Taken together, the measures in the Bill will ensure that the UK is at the forefront of this profound technological shift. It will provide cleaner vehicles, easier travel and safer roads—all part of a transport system that works for everyone in this country, both today and in future. I am grateful to everyone who has been involved in working on the passage of the Bill. I hope that it makes a genuine difference. I am grateful to the whole House for uniting behind the Bill’s principles. Let us go forward and make sure that this country is a real success story in this field.
Andy McDonald (Middlesbrough) (Lab)
Mr Deputy Speaker, I do not know whether you remember Raymond Baxter and James Burke all those years ago on “Tomorrow’s World”, saying that vehicles would connect and talk to one another—you are too young, I am sure, but seemingly that day is dawning.
I thank the Government Front-Bench team for the spirit of co-operation in which they have handled the Bill. Had the right hon. Member for South Holland and The Deepings (Mr Hayes) been in his place, I would have thanked him and told him that if Carlsberg did legislation, they would probably do it this way. However, I cannot say that to him because he has gone for his dinner.
As these clauses were largely included in the Vehicle Technology and Aviation Bill, which was dropped following the Prime Minister’s decision to call a snap general election, they have been scrutinised in Committee in the Commons twice. I place on record my thanks to all those who have been involved so far in improving the legislation. The Transport Secretary is correct when he describes the potential for electric and automated vehicles to transform transport in the coming years. It is right that a Bill is brought forward to allow those technologies to be facilitated and encouraged.
It is necessary to address certain issues successfully, including questions of insurance and what powers are necessary for the development of charging networks, for the UK to stay ahead of the curve on transport. It is right to legislate to encourage research and innovation that will shape how we travel in future and create the highly skilled jobs that our economy needs, as well as tackling the environmental and climate change challenges that confront us. Sadly, road deaths are at a five-year high, but there is considerable potential for automated vehicles vastly to improve road safety, not just by avoiding the errors that lead to so many crashes, but by using the information gathered to aid the design of safer roads and infrastructure in future.
The UK is in the midst of an air pollution crisis that the Government have failed to address. Recent studies show that 50,000 deaths in the UK last year were attributable to air pollution. This is a higher proportion than in Germany, France, Spain and many other European countries. For that reason, I welcome the Government’s commitment to an electric charging infrastructure, as announced in the autumn Budget, and the continuation of limited subsidy schemes for ultra low emission vehicles. The UK is also in a strong position to become a world leader in the production of automated and electric vehicles and to enjoy the greater economic benefits that will flow therefrom, although we may have to cope with the new condition of range anxiety.
The Bill alone does not add up to the wider policy framework that is required for the UK to take advantage of the opportunities presented to us, but it is an important Bill, which we support. Labour wishes to continue to work constructively with the Government in pursuit of these objectives. Creating the insurance frameworks needed to allow automated vehicles on our roads is a necessary step but not itself sufficient. The Transport Secretary has announced that driverless cars will be in operation on UK roads by 2021. Although the Bill is needed if that is to be the case, it is the pace at which the technology develops that will determine whether that target is met.
It is disappointing that the Government chose not to support our amendment in Committee to require a consultation prior to devolving the definition criteria for automated vehicles, which we regard as an unaddressed issue with the Bill. Although road-ready, fully-automated vehicles are still some years away, there has been a significant increase in assistance systems and partial automation over recent years, and those advances are in operation currently. The Bill assumes a clear distinction, but it is not apparent that one exists, and it is important that the Government draw on the available expertise to avoid inaccurate or confusing definitions in the future.
We are also concerned that the Bill does not require the provision of charging points to be distributed across the country more evenly, but I welcome the Minister’s commitment to publishing the Government’s strategy by the end of March—I just hope that that is March of 2018, not of some future year. As my hon. Friend the Member for Kingston upon Hull East (Karl Turner) stated earlier, however, the Government have acknowledged the need to monitor closely how charge points are rolled out and the need to get a clear view of where the concentrations of charge points are and what needs to be done to fill in gaps that emerge.
To conclude, when the Bill is debated further in the other place, the noble Lords will in all likelihood look for greater clarity from the Government on their strategy for electric charging infrastructure and how they will ensure a fair geographical spread, so that the benefits of these technological developments can be felt across the country. If we are to secure the opportunities that these exciting technologies present, this is a necessary Bill, and we are happy to support it.
Craig Tracey (North Warwickshire) (Con)
I would like to make a brief contribution to the Third Reading debate of a Bill that I was pleased to be involved with in Committee. Given that quite a lot has already been said, my contribution has been getting briefer by the minute.
It is fair to say that the Bill has widespread support from manufacturers, enthusiasts and insurers alike. Interestingly from my perspective, it has also captured the imagination of my constituents, particularly the young people, as it has recently become the most talked about topic at my regular school visits, which is great news as we look to inspire the engineers of the future. On top of that, official research indicates that the market for automated vehicles will be worth around £28 billion by 2035—so it is set to become a key part of our future economy.
I want to focus on part 1 of the Bill, which covers insurance and liability. As such, I need to declare an interest as chair of the all-party group on insurance and financial services and having previously run my own insurance brokerage for 20 years before being elected. The Bill extends compulsory motor vehicle insurance to cover the use of automated vehicles in automated mode. In view of this, I would like to raise two points with the Secretary of State that I think still need clarification and which do not seem to have been addressed in the amendments. First, given that the users of automated vehicles have to be able to demonstrate that their vehicle was in fully automated mode to exercise their rights under the Bill, what commitments can he give that data confirming the status of the vehicle at the time of the crash will be made available to the insurer? It will be needed not only to establish liability but to prevent delays in paying claims.
Secondly, as I pointed out in Committee, there are concerns in the industry about the software updates. I believe that there is a strong case for making these the manufacturers’ responsibility, particularly where they are of a safety critical nature. Under the Bill, the onus still falls significantly on the insured to carry out software updates, which could be unfair in a number of scenarios. The simple solution—and one that I understand the technology is available for—would be to not allow a vehicle to enter automated mode unless the required software is up to date. I ask the Secretary of State for reassurance on this particular point.
The Bill provides a stepping stone for the future of travel in this country. Automated vehicles will help to reduce the number of accidents and will possibly reduce congestion, while electric vehicles will provide a cleaner environment for the next generation. We know that the environment is a major topical issue for many Members, and for the wider public. We must provide the infrastructure to support electric vehicle owners and to encourage more and more people to join them by removing the barriers that currently exist—particularly in respect of charging, an issue that is raised regularly by my constituents. The challenges that the Bill seeks to address are not just for the future; they are right here and right now.
As I have said, I am very supportive of the Bill, but I look forward to hearing the Minister’s response to the points that I have raised.
Carol Monaghan
The Scottish National party broadly supports the Bill and the opportunities that it presents. Autonomous and electric vehicles have the potential to spark technological innovation in the United Kingdom.
Let me begin by being self-indulgent, and—as chair of the all-party parliamentary group on photonics—highlight the role of photonics in autonomous vehicles. Autonomous vehicles require high-quality optical sensors which can cope with all the weather conditions that we experience in the UK, including snow, rain, driving winds and hail. The sensors must be able to “see” the road, and vehicles, in all those conditions. They currently cost about £150,000 a go, which is 10 times the price of a car that someone might wish to buy, and we need to think about how we could lower the cost.
The UK is the world leader in optical sensor technology. A company called Barr and Stroud, which was established close to my constituency, in Byres Road in the west end of Glasgow, evolved into Thales, which is now based in Govan. We also have Leonardo, based in Edinburgh. Those defence companies are looking at optical sensor systems, but proper investment in photonics companies would allow optical sensors produced by them to be at the forefront of autonomous vehicle technology.
Annually, 1.7 million cars are made in the UK. If the cost of an optical sensor system for a driverless car could be brought to a reasonable cost—£1,000, say—that would produce a UK market of £1.7 billion. Let us expand that, and look at the worldwide annual requirement for cars. Given that 95 million cars are made annually, there is a real opportunity for UK optical sensors to compete in a £100 billion market. I hope that the Government will be able to support that, both through the Bill and through the industrial strategy.
Electric vehicles, which have been discussed extensively this evening, have great potential to clean up city centres and improve air quality, but that should not be done in isolation. It is erroneous to say that electric vehicles are clean, given that the method of generating electricity in the first place is dirty. We are simply moving the pollution from one location to another. I urge the Government to consider supporting the renewable sector, so that electric vehicles truly can be clean. We also need to recognise the wider economic and social benefits—jobs and air quality, and associated health benefits. In Scotland alone, a low-carbon economy supports 58,000 jobs and is estimated to be worth £10 billion.
A number of Members have mentioned charging points. Scotland has one of the most comprehensive charging networks in Europe, involving domestic properties, urban and rural settings, and, of course, the vast road network. I call on the United Kingdom Government to work with the Scottish Government to ensure that the whole UK benefits. The funding must be needs-based: it must not simply be about population share and sector share.
In Committee, we had assurances on consultation regarding working with the Scottish Government on grid management, a charging point strategy, locations of charging points and ensuring that rural locations were not left out. It would be useful to hear a little more about that. Management of the grid has been talked about, and Government new clause 1 on monitoring data makes perfect sense to avoid spikes. Grid management, where data captures can be considered, already allows buildings to operate in a smart manner, and hopefully charging points can operate similarly. But losses from the grid have not been mentioned. The grid operates with ancient copper cables at some points, and the resistance in the copper cabling leads to great energy losses. There is developing technology in superconductors, which would reduce the losses greatly, but again that would need Government investment. I hope as part of this Bill, and in the next few years, the Government look seriously at supporting not just renewables for electric cars, and not just the photonics industry, but the superconductor industry to allow efficient charging and energy transfer.
Iain Stewart
It has been a pleasure to serve on the Bill Committee and the predecessor Bill Committee and I agree with the comments made: this is an exemplar of how Committees should work. I thank the shadow Front-Bench team and all my colleagues in the Committee for what was a very constructive session.
As we prepare to send the Bill to the other place, I would like to say that the Government approach on the Bill is right in setting the general frameworks on issues such as insurance and the charging network. We do not yet know the full details of where the new technology will take us, so having the broad outline—we can fill in the details later—is the correct approach.
Although important in itself, the Bill and the role of the Department for Transport are only one part of the broader picture. This issue covers many different Departments. It involves the Department for Business, Energy and Industrial Strategy: we must make sure that the grid has the capacity and that we have the skills base in the country to make the most of this technology. It covers the Ministry of Housing, Communities and Local Government: we must make sure that local government involvement is correct and that when we plan our smart cities the Bill is part of a much broader framework. We also have to pick up some of the more detailed issues, such as the one my constituent Mark Nicholas raised. At present in Milton Keynes, there is an abuse of the parking spaces with charging points. He wants to see a higher penalty for drivers of combustion engines who use those spaces.
The issue involves the Home Office and the security services as they must consider data privacy issues and cyber-security. These automated networks will only be as secure as their weakest link. It also involves the Department for Environment, Food and Rural Affairs and its broader clean air strategy and the Department for Digital, Culture, Media and Sport: we must make sure that we have the digital framework that will support the connectivity of all these vehicles.
This is a good Bill. I am proud to have been a part of its passage through this place and I wish it every success in the other place.
Alan Brown
Like many other Members. I pay tribute to the work done by the right hon. Member for South Holland and The Deepings (Mr Hayes) and the way he conducted himself in the Bill Committee; he worked with everyone in a consensual manner.
I welcome the Bill as far as it goes. Sometimes people say that electric vehicles, particularly electric cars, will be the panacea for the UK’s current air quality issues, but electric cars themselves are not going to make that huge change to air quality, which is contributing to 40,000 premature deaths a year. We are going to need to look at tackling heavy goods vehicles, including the transport refrigeration units that many HGVs use, as they are powered by secondary diesel generators, which are more polluting than the lorry’s main diesel engine. That is the crazy position that we are in. We also need to look at construction vehicles, which also contribute greatly to diesel pollution in city centres, as well as at buses and taxis. The UK Government’s 2040 target for the elimination of carbon-based vehicles needs to be more ambitious. The Scottish Government have set a target of 2032 and I suggest that the UK Government should at least be able to match that.
Many hon. Members have agreed that there needs to be uniformity in the roll-out and type of infrastructure, as well as clarity on the costs. People will need clear information on the availability and type of chargers throughout the UK. If we are going to address range anxiety, that information will need to be clearly available and understood. The previous Minister committed to ensuring that there would be a rural roll-out strategy and that rural areas would not be left behind. I welcome the fact that the Secretary of State also seemed to indicate that that would be the case. It is really important that we start work on that rural roll-out strategy and that rural areas are not left behind in the way that they have been with 4G and 5G network coverage. As I said earlier, the Business Secretary has agreed that funds must be allocated on the basis of need. I reiterate that point to the Transport Secretary. The allocations must be needs-based, not population-based. This is not about Barnett consequentials.
Another issue that will need to be addressed involves the competence, skills and qualifications required for technicians to be able to service and work on electric vehicles. Given the high voltage of the batteries installed in them, those people will need to understand what they are doing when they open the bonnet and start work on them. As we look towards the smart grid set-up that everyone keeps talking about, it is clear that Government energy policies will need to be more coherent. The UK Government will need to review their funding of renewables. They should not continue to throw money at nuclear energy. They also need to review transmission charging, so that electricity generation can be located in the most suitable areas.
We look forward to the roll-out of automated vehicles, but trials need to be undertaken in Scotland. The Government have funded four trials so far, but none of them has been in Scotland. I suggest that they need to address that point quite quickly. We look forward to an increased uptake in electric vehicles and to seeing autonomous vehicles on the roads. It was suggested in Committee that the roll-out of autonomous vehicles will open up opportunities for disabled and elderly people and for others who might be housebound and trapped or who rely on other people to provide their transport. The vehicles could therefore provide opportunities to address equality issues, and I welcome the innovation as the vehicles are rolled out.
Craig Mackinlay
It looks as though I am bringing up the last of the Back Benchers, Mr Deputy Speaker, and it is a great pleasure to do so. I shall limit my observations to the part of the Bill that deals with autonomous vehicles. To my mind, what gets discussed in the corridors and the Tea Room should probably stay there, but this is an important Bill so I shall break my own rules of discretion to relate to the House an important discussion that took place with the then Minister of State for Transport, my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes). The subject turned to the personal private transport of the future. The Bill encompasses that brave new world. The basic automation technology is already with us and it is rapidly evolving.
Among other things, the Bill attempts to resolve issues relating to software and insurance, and it is the software part that I would like, perhaps wryly, to comment on this evening. If other Members’ computers are anything like mine, they will know that the “not responding” message features all too commonly. It is followed by frustration on my part as I press ctrl+alt+delete to try to stop the offending application. Just imagine that at 70 mph in a 1 tonne vehicle of the future. Will software updates be regular, perhaps hourly, via an in-built mobile SIM card? The interpretation of the never-seen-before accident involving perhaps an errant sheep, a drunken cyclist and tin of paint falling from a white Transit van on the Thanet Way would need to be fed into the artificial intelligence algorithm that is doing the clever stuff and running the software.
Two Arnold Schwarzenegger films come to mind: “Total Recall” and the “Terminator” series. “Total Recall” featured the automated JohnnyCab and, while some Members scratch their head and try to remember it, I want to compare it with the current flexibility of Uber and the other similar apps that we live with today. As we take the inherently illogical human being behind the wheel out of the equation, I wonder what the point will be in the future of maintaining one’s own vehicle—a vehicle that spends 95% of its time completely unused. I use a free GPS navigation software called Navmii—Google Maps does the same thing—and people who use it will have noticed the red and amber on the screen telling the driver that there is traffic ahead, information which is based on the shared GPS speeds of the software’s myriad users. As a human, I can probably then make a rather sub-optimal decision as to whether to press on or to find an alternative route, and some navigation systems will already suggest an alternative route.
I ask Members to extrapolate things forward a few years to where the potential use of even more refined and extensive data will get us. Assessment could be made of car usage and times of travel, and hold-ups could be minimised through clever routing. With appropriate computer-generated tweaking of travel times, it could be determined for any particular town that x number of vehicles are required, with a bit to spare. That pool of autonomous vehicles could be available 24/7 either on a pay-as-you-go or fixed-price basis via an app, and personal car ownership could become a quaint memory of a bygone era. The physical number of cars would obviously be massively reduced, leading to implications for the car industry. Might the new JohnnyCab—the autonomous private vehicle of the future—be given a new name? Perhaps it could be called the Hayes or Norman after its ministerial fathers. Will domestic conversations of the future involve something like, “I will just finish the vacuuming, then let’s call our personal autonomous vehicle so we can go out.”? I would rather that they go something like this: “I’ll just finish the Hoovering, then let’s call a Hayes so we can go out.”
I will finish with Arnie’s “Terminator” films. Perhaps the end of the human race will come not at the hands of robots connected to Skynet looking to terminate us all in an orgy of violence, nor from a yet-to-be-mutated bacterium or an asteroid strike, but from future JohnnyCabs or Hayes or Norman vehicles, controlled in the cloud by “Taxinet”, deciding that we do not deserve what they do for us and crashing simultaneously into walls and trees. However, it is more likely—this is the serious part—that the crashes could be caused by an aggressive computer virus from a hostile nation. In future, beware those countries where the people simply prefer to drive themselves.
This is a great Bill, and I fully support it.
Question put and agreed to.
Bill accordingly read the Third time and passed.
Automated and Electric Vehicles Bill
Tuesday 30th January 2018
(6 years, 9 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Amendment Paper: Report Stage Proceedings as at 29 January 2018 - (30 Jan 2018)
Automated and Electric Vehicles Bill
Tuesday 20th February 2018
(6 years, 9 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Report Stage Proceedings as at 29 January 2018 - (30 Jan 2018)
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, as announced in the Industrial Strategy last year, automated and electric vehicle technology forms an important part of the “future of mobility” grand challenge. This grand challenge sets out the ambition to create a long-term, strategic dialogue and partnership between government and industry, and to support sectors that can drive growth in the future. The Bill creates a framework to support automated and electric vehicle technology as it continues to develop and becomes more commonplace in our lives. It will lay the insurance framework as we prepare for fully automated vehicles on our roads, and provides for infrastructure that is easy to use for electric vehicle owners. Along with electrification, automation will make profound changes to our future vehicles and mobility.
First, on automated vehicles, it is over 85 years since the UK first introduced compulsory motor insurance for drivers on British roads to protect victims of collisions involving motor vehicles. The advent of a motor insurance framework in the Road Traffic Act 1930 revolutionised the car industry, enabling the mainstream sale of vehicles and changing the way people travelled throughout the country. Today, we face another revolutionary change in how we travel by road, thanks to innovative advances in computing and sensor technology. Vehicle manufacturers are already delivering advanced driver-assistance systems, and in the near future we will see the arrival of vehicles capable of safely driving themselves, at least in some circumstances or situations.
Noble Lords may recall our debate in December on last year’s report Connected and Autonomous Vehicles: The Future? from the Lords Science and Technology Committee, which highlighted how automated vehicles could present an enormous opportunity for the UK, flagged some of the challenges and made recommendations to government. I thank the committee, led by my noble friend Lord Selborne, for the helpful and insightful contributions to this exciting field of automotive technology, and I look forward to this discussion continuing through the passage of the Bill.
The benefits of this new technology, for both mobility and wider society, have huge potential. The public could have their lives transformed for the better by the introduction of new and innovative mobility solutions. This could be particularly transformative for those who cannot currently drive: for instance, the elderly and people with disabilities that impair them from easily accessing different transport modes. Automated vehicles also have the potential to improve road safety by reducing the influence of human error. In 2016, human error was involved in over 85% of all reported UK road incidents. By automating the driving task, human lives could be saved on our roads.
Along with opportunities, there are many challenges in the area of automated vehicles, not least ethical questions and public acceptance of this technology. The Government are taking a number of steps to address these wider issues, including carrying out a three-year project with the Law Commission to set out proposals for a long-term regulatory framework for self-driving vehicles and investing in public demonstrations of these vehicles. The Bill that we are discussing today focuses on just a few elements of the Government’s work in this area.
To ensure the safe arrival of automated vehicles, we will need a compulsory motor insurance framework that is fit for purpose to support consumers and businesses involved in accidents. The Bill provides that framework. Currently, as the driver’s use of the vehicle, rather than the vehicle itself, is insured, collisions involving automated vehicles that occur when the driver is legitimately disengaged from the driving task may not be covered. Having consulted widely and worked closely with parliamentary colleagues, the automotive industry and the insurance industry, the Government are creating a new compulsory insurance framework within the Bill that covers motorists both when they are driving and when the driver has legitimately handed control to the vehicle. This framework will place a first-instance liability on insurers so that they can pay out to victims and, where they can, recover costs from the liable party.
We will ensure that victims continue to have quick and fair access to compensation by taking steps to align the way that consumers can buy insurance to the way they do now. As the Bill has progressed, we have been reassured of this approach by the support offered by both the insurance and the vehicle manufacturing industries. James Dalton, director of general insurance policy at the Association of British Insurers, has said:
“We support the approach the Government has taken in the Bill, as this will give the industry time to prepare for the commercial rollout of fully automated driving technology”.
As I said, these measures are part of a broader programme to ensure that automated technology is developed here and that, once ready, we are prepared to see it deployed on our roads.
While we prepare for the advent of fully automated vehicle technology, the Bill also seeks to encourage the use of electric vehicles by expanding and improving the network of charge points and hydrogen refuelling stations for plug-in and fuel cell electric vehicles. It is this Government’s ambition that by 2050 almost every car and van will be zero-emission. This commitment to zero-emission vehicles is technology neutral and should be industry-led but the Government have an important role to play. We are acting now to ensure that the right infrastructure is available right across the UK to meet the needs of current and future electric vehicle drivers. More electric vehicles on our roads will reduce pollution and improve local air quality, as well as deliver economic benefits. One in five battery electric cars sold in Europe in 2016 was made in the UK.
As numbers on our roads increase, owners need to be able to drive their vehicles and have confidence that they will be able to easily locate and conveniently access public charging infrastructure if they need to. We are investing nearly £1.5 billion between April 2015 and March 2021 to boost the number of electric vehicles on UK roads, and the Bill is a key enabler in delivering the infrastructure to support this.
The measures in the Bill will give the Government powers to make it easier for electric vehicle owners to charge their vehicles. To improve the consumer experience of using public charge points, the Bill includes the power to mandate a common method of payment and ensure that they are equipped with certain types of physical connector. This will give consumers confidence that, when they arrive at a public charge point, they will be able to plug in and pay conveniently.
The Bill also includes powers to mandate the provision of open data on the location and availability of charge points to a common standard. This will help drivers find charge points quickly and easily when they need to. To ensure the provision of sufficient infrastructure at strategic sites and overcome fears of range anxiety for anyone undertaking longer journeys, the Bill provides powers to require motorway service areas and large fuel retailers to provide charge points and hydrogen refuelling facilities.
The Bill also provides powers to require charge points in the future to be “smart”—that is, they will be able to receive, understand and respond to signals sent by third parties, such as National Grid. The Bill also provides a power to ensure that data transmitted from charge points to specified bodies such as National Grid is not stopped or disrupted so that energy demand can be accurately mapped and addressed. These requirements will enable the flexible management of electricity supply and demand and the ability for electricity networks to balance themselves at times of peak demand. This will also make sure that consumers can take advantage of managing their own charging patterns—for example, charging up when electricity is cheapest and potentially even selling electricity back to the grid at times of peak demand.
I fully acknowledge that with both automated and electric vehicles, there are many areas that the Government need to focus on, take action on and invest in. The Bill addresses just some of these issues but, taken together, the measures in it demonstrate the readiness of the UK to be part of this latest transport revolution to deliver easier, cleaner and safer journeys for everyone. The Bill is designed to put the UK on the front foot, ready to take advantage of the social and economic benefits these technologies will bring. I beg to move.
Lord Campbell-Savours (Lab)
My Lords, I apologise to the House because my voice is a little frail today, after a rather difficult week.
I regret to say that I have mixed feelings over the introduction of the Bill, although I particularly welcome provisions dealing with battery technology. I believe that the moment the industry can claim 450 or 500-mile ranges for vehicles, particularly motor cars—with adequate charging points at home, on the roadside and in commercial areas—the market will take off.
However, I see two impediments. First, the price of home-charging units will inevitably go up because the Exchequer will have to compensate for the revenue loss on hydrocarbons, particularly taking into account the fact that some people will use their electric vehicles far more regularly than others. We need a little more information about how hydrocarbon revenues will be made up. Also, if home-charging rates are put up, we might get tax evasion—as we have with pink diesel, which has been a major area of tax evasion over the years. Secondly, the introduction of electric vehicles has consequences for west African and Middle Eastern politics: oil-producing countries that are dependent on hydrocarbon production will be in a rather difficult position. I am not opposing it at all, but I am not sure that we have altogether thought through the political consequences for those parts of the world.
Although I welcome the provisions on battery usage, I take a very different view on driverless vehicles. From the 2017 Budget report, I understand that the Government want to see some of them on the road by 2021. That worries me. I regard the development of driverless car technology as premature and, in the main, probably unnecessary—a huge black hole down which millions, perhaps billions, of pounds will be lost as promoters increasingly experience regulatory problems, software failure problems, contested legal liability—despite the first-instance arrangements that the Minister referred to—roadside vehicle control technology problems, road pricing arguments, public expenditure or infrastructure constraints, traffic delays leading to congestion and, most of all, driver frustration, which does not appear to have been considered to date. I foresee huge driver frustration with the technology. I am not suggesting that driverless vehicles will never happen; they will come one day, but only after the increasing problem of congestion has been resolved—particularly as every year there are more and more vehicles on our roads— public transport has been hugely improved, and there have been developments in as yet unexploited overhead transport systems in inner-city areas. The high-speed agenda currently being pursued is premature.
I will take two areas where the Bill seeks to reassure us. On insurance, we had a report from the Science and Technology Committee in February 2017. Paragraphs 54 to 59 of that excellent report are on liability and insurance and describe occasions,
“when an accident occurs and the car is in fully autonomous mode. In this case the ‘driver’ is not necessarily liable and liability could lie with the manufacturer of the vehicle”.
The report goes on to state that there were,
“some remaining issues, particularly around product liability”.
That is the understatement of 2017. The whole approach to vehicle liability will turn into a legal nightmare in the end despite the assurances given by the Minister. It is a lawyer’s dream, with different legal jurisdictions internationally drawing up different protocols, law, appeal arrangements and perhaps even immunities.
If noble Lords want more evidence of that, we need do no more than examine the provisions in the Bill. Clause 3(2) states:
“The insurer or owner of an automated vehicle is not liable under section 2 to the person in charge of the vehicle where the accident that it caused was wholly due to the person’s negligence in allowing the vehicle to begin driving itself when it was not appropriate to do so”.
“Inappropriate to do so” will be very expensive words, because the lawyers will make a mint out of it. They will love that one. How about this one?
“An insurance policy in respect of an automated vehicle may exclude or limit the insurer’s liability … for damage suffered by an insured person arising from an accident occurring as a direct result of …a failure to install safety-critical software updates that the insured person”—
once again we are into an area that the lawyers will love—
“knows, or ought reasonably to know, are safety critical”.
That is also worth a few bob.
We will end up in trench warfare between the likes of Microsoft, Tesla, Dyson, Ford, Mitsubishi and the big insurance companies and poor old Joe Bloggs, the innocent man caught in the middle, with 100 cars barping and beeping behind him as he sits at a congested roundabout with two software systems in two separate cars screaming and arguing with each other over who should go first. If the wrong one proceeds and clouts the other, there will be some very angry queueing drivers behind. It will be like a road traffic accident in Italy in the 1950s and 1960s—some noble Lords may recall them. Whenever there was an accident there would be a huge crowd of people surrounding the cars. The reason was of course because there was only third-party insurance and someone was going to pay. That is the kind of argument that I see us getting into.
I have another example on software conflict. Clause 2(2)(d) states that:
“Where … an accident is caused by an automated vehicle when driving itself”,
and,
“a person suffers damage as a result of the accident”,
the insurer is liable for the damage. But which car’s insurer? I heard insurance companies referred to, but will they stand up at the end of the day? People pay premiums to insurance companies and there comes a point where someone has to take a decision on conditions of software conflict.
I ask myself a simple question. Should a vehicle owner who is not driving, an attendant driver, a passenger or any other person be held responsible in law in any way for a software malfunction beyond their knowledge or control that leads to damage to another vehicle or injury to others? By others I mean people in the car allegedly at fault, persons in another vehicle, pedestrians in the street or persons on private property. What about a multiple accident on a motorway? That will be an interesting one for the lawyers.
That brings me to the equally important issue of offences under the road traffic Acts. Again, I ask a simple question: who is liable when the software leads the vehicle to drive down a cycle lane, which is punishable in law? Who is liable if the vehicle turns right at a “No right-hand turn” sign, which is punishable; or exceeds the speed limit, which is punishable; passes through a red light, which is punishable; or enters a one-way street the wrong way—punishable? I have no reason to believe that these issues have been sorted out.
Finally, I have been referred to case law which is based on a House of Lords decision of 1925: Donoghue v Stevenson, known as the “snail in the bottle” case. It established the civil tort of negligence and obliged manufacturers to observe a duty of care towards customers. I should make it clear that I am not a lawyer; I am simply referring to the comments of others. In that decision, it was established that a manufacturer owes a duty to the consumers who it intends to use its products. This arose out of the need for negligence to be dependent on contract. It enforced the concept of a duty between the parties concerned. The lawyers will argue that in the case of the driverless car the software manufacturer, or even the vehicle manufacturer, stands in the front line of responsibility in both accidental damage and injury, and perhaps even in the unimaginable circumstance of road traffic Acts penalty fine payments. As I say, I am most unhappy about this latter part of the Bill. I know that the noble Baroness has given us assurances on first-instance responsibility, but I do not believe that it is going to work, or at least not yet.
Lord Borwick (Con)
My Lords, I must first declare my interests in the register as the chairman of the advisory board for the GATEway Project, the Greenwich automated vehicle test project which is running automated pods around the Greenwich peninsula. It is particularly concentrating on the human reactions to automated vehicles. Historically, I was the executive chairman and founder of an engineeringly fascinating but financially disastrous business called Modec, which manufactured and sold 400 pure electric delivery vehicles. We sold them around the world to brave pioneers like UPS, FedEx and Tesco. This was a zero-emission, battery-powered truck where the only emissions of carbon dioxide came from the driver. Alas, the idea came around too early, by at least 15 years, and I had to shut it down, but it did teach me a few things about electric vehicle manufacture—notably, that pioneering is expensive.
I first welcomed this Bill as a good step forward, but when I looked at it in detail, I did not think that it had been fully thought through. It seems to be a Bill that says, “Something must be done!”, but it does not really say what is to be done. Take, for instance, the definitions set out in Clause 8 in Part 2 of the Bill. There is a definition for a “hydrogen refuelling point”, but those points are not mentioned anywhere else other than in the definition, nor does the Bill aim to legislate for them, so why are we attempting to define hydrogen refuelling points in this Bill? In fact, one might argue that Part 2 provides powers only to regulate and does not produce new legislation at all.
I am sure that my noble friend the Minister will agree that it is important to get more electric vehicles into the market, not least because of the enormous improvements to air quality that can be delivered as a result. She will no doubt agree that leadership is better than legislation to achieve this. Would she therefore agree to add what pressure she can to the authorities in this noble House to ensure that electrical charging points are installed in our noble car park at the front of the Palace? Should we not install the very same sort of points that we are contemplating requiring large petrol stations to have?
Yesterday, I had the privilege of taking a test drive in a new Nissan Leaf, a car that will be made in Sunderland very soon. It can be recharged quickly, in about 40 minutes, so you can imagine that during a long journey that will be a chance for the driver to have a welcome cup of tea while the Nissan Leaf is recharging. But in a motorway service station, the restaurant is always some way away from the pumps, for health and safety reasons. Will the regulations contemplated in Part 2 deal with installing the charge points somewhere more convenient to the driver?
My noble friend the Minister has mentioned that the Bill is important to achieve the ambition of making the UK a centre of excellence for electric and autonomous vehicles. I share that ambition, but I am not sure that the Bill as presently drafted and without the regulations helps to achieve it.
I have quite a few comments about Part 1, specifically about the insurance of automated vehicles. I noticed the word “must” in the first line of Clause 1(1). I do not understand the implications of it. Does it make the Secretary of State liable if he fails to do this task? Why do we have “must” when the more usual “may” would do? The words in Clause 1(1)(a) and (b) are different, in that paragraph (a) defines that the vehicle travels on the roads but paragraph (b) does not. I can imagine an agricultural tractor driving on the roads manually, but autonomously only in a field. This would fall into both categories, but would not be an autonomous vehicle in most people’s opinion. Similarly, the self-parking function of a vehicle such as a Nissan Leaf might make it fall into both paragraphs (a) and (b), were it not for the qualification in Clause 7.
What is the meaning of Clause 7(1)(a),
“does not need to be monitored”?
In the Bill, it is a phrase used to define autonomous vehicles and whether they are to be included in the list, but in my opinion its meaning is uncertain. Does this mean level 5 in the worldwide accepted standard for autonomous vehicles, those of the SAE, the Society of Automotive Engineers? “Monitored” means different things to different people and is not defined in the Bill. If the Government are unwilling to accept other organisations’ standards, does it mean actually monitored by a driver with a suitable licence, or that it actually needs someone sitting in the driver seat?
What does “monitored” mean? Does it include operating the vehicle from a connected iPad, as might be done by a disabled driver in their wheelchair? When I take the tube, there is a lever to pull in cases of emergency. Does this not mean that the carriage is monitored by the passenger? Similarly, with an autonomous vehicle, if there is a button to press that stops or overrides vehicles in cases of emergency—I hope that it does have that—does that not therefore mean that the vehicle is constantly monitored for emergencies? If that is the case, surely the interpretations outlined in Clause 7 mean that there will be no vehicles on the list at all until level 5 vehicles are sold.
What does the word “safely” in,
“capable … of safely driving themselves”,
mean? As this will be used only when there is an accident, will someone argue that the vehicle cannot drive safely if it cannot avoid an accident? I have received an email from the Bill team that explains the need by saying, “A requirement for a vehicle to be capable of driving itself safely is not a requirement for it to be incapable of driving itself unsafely”. Could we have a meeting in which the Minister can explain to me slowly—very slowly—the meaning of, “a requirement for it to be incapable of driving itself unsafely”?
There is another “must” in Clause 1(3):
“The Secretary … must publish the list … each time it is revised”.
Is this practical when the Tesla, for example, may have the ability to safely drive itself turned on or off by remote software? When Tesla remotely downloads software, must a new edition of the Secretary’s list be issued? Is my noble friend sure that this is practicable?
One of the biggest costs in the insurance industry comes from ignorance, either of the driver or other road users. One of the advantages of autonomous vehicles is in the number of television or LIDAR cameras that they will carry. This trend is already starting with dash cams, but I would like to ensure that the guilty party in a crash does not feel tempted to delete the evidence from their car cameras. More cameras ought to reduce the cost of insurance.
Finally, I suggest that the regulation-making clauses should be amended. I have discussed this Bill with lawyers who have suggested that these powers are limited to Part 2 and therefore are relevant only to charging points. Similar powers are needed for the autonomous vehicle industry as they are likely to change faster than the electrical charge points. The focus should be on putting in place legislation which is as agile as it can be. This will enable it to develop, adapt and evolve with the technology that it tries to regulate. It could also help to remove obstacles, clarify grey areas and provide short, medium and long-term solutions which help demonstrate that the UK is a centre of excellence for the future development, testing and commercialisation of CAVs.
To summarise, I share the Government’s aim to put the UK at the front of the pack in developing and using these new technologies. The Bill as drafted does not yet help us achieve that ambition, because it merely enables future regulations. I hope that the regulations will help us achieve that ambition. Can my noble friend the Minister give us an indication of when these regulations will be published?
Lord Craig of Radley (CB)
My Lords, it is a great pleasure to follow the noble Lord, Lord Borwick, with his incisive critique of many aspects of the Bill. I understand that the Government are keen to be seen to be helpful and supportive of this new technology. The content and thrust of the Bill before the House today amply demonstrate that enthusiasm. It smacks of a “just do it” approach to this topic. I have no wish to be a spoil-sport but I am astonished that almost nothing is said, let alone covered, about safety: that is, road safety.
Not one element of the Bill has any realism unless the listed driverless vehicles are known to be safe for use on motorways, on all other major or minor roads up and down the country, on streets and avenues and in other urban settings wherever they may be cleared and allowed to roam. The safety not only of the occupants of the driverless car but of all other road users must be fully considered and regulated.
There must be negligible probability that they will behave like bumper cars, banging into each other or other vehicles or road users, or striking and damaging property. However, the Bill’s total coverage of this critical issue is limited to,
“in the Secretary of State’s opinion”—
in Clause 1(1)(b)—and a number of references to “safety-critical software”. It may be that the Secretary of State’s opinion will be that a particular type of vehicle can be used driverlessly only on motorways or dual-carriage highways, or he may have other ways of bracketing or classifying different makes or models of driverless vehicles and where, or where not, they may go.
While manufacturers’ undertakings will be an important guide, they surely cannot be the last word. One has but to recall the problems over diesel exhaust emissions to know how to answer that question. How is the Secretary of State to be satisfied that some enthusiastic DIY driverless car maker’s pet construction passes muster for safety—the safety, that is, not only of the occupants of the driverless car but of all other road users? It and all driverless-capable vehicles must be well described and regulated in ways that address the fundamental point of “safe to use”. Surely some MOT coverage of the automatics and its software will be necessary, too, as the vehicle ages.
Whatever methods the Secretary of State might use to arrive at their opinion, there must be some clear, publicly transparent criteria that underpin the opinion and manufacturers’ claims. In her letter of 8 February the Minister stated that the,
“approval process, which ensures that all”,
automated,
“vehicles on our roads are safe, is still in its infancy”.
She also mentioned discussions with the United Nations Economic Commission for Europe on this topic. But surely we must have our own national standards set out if we wish to be in the vanguard of using this new technology.
The repeated use of the phrase “safety-critical software” worries me, too. It is presumably meant to sound reassuring—until we ask how “safety-critical” is defined and who decides. Does it not imply that the vehicle was unsafe before the software update? There are also the so-called ethical and moral issues touched on in debates in the other place. I shall not dwell on them, but of course they will need resolution.
Without in any way trying to detract from the purpose of the Bill, I invite the noble Baroness to give some indication or explanation as to how the Government view and will deal with the road safety and ethical aspects of these vehicles and give insurers confidence in the safety performance of the new vehicles that they will be asked to insure. On a perhaps slightly lighter note, I hope that a more user-friendly word or expression than the phrases “driverless vehicle” or the even more legalistic and laborious “automated vehicle when driving itself” might be adopted. Once these vehicles become more than a pipe dream, the public will surely have coined a word. Look how the word “mobile” has been coined for such telephones. Might the now archaic word “autocar”, unhyphenated, first in use in the 1880s, and “autovan”, et cetera, be adopted? Perhaps the Minister might consider this use, with a definition in the Bill that resurrects this 19th-century word—or suggest another more user-friendly descriptor should the magazine Autocar decide to claim prior rights to the word.
While I might have no difficulty sitting back and reading the paper or answering my mobile as my automated vehicle—my autocar—takes me safely along a motorway or major dual carriageway, I doubt that I could feel safe on the many narrow and winding roads I frequently use when at home in Norfolk. Often, when another car approaches and the road is too narrow for both to pass, one courteously backs to a spot where the verge has been sufficiently flattened to allow enough space for the other to squeeze by. Will driverless cars display such courtesy or be able to decide which should reverse? How about roadworks that require vehicles to queue and pass in turn? Will the autocar approaching a stationary queue of cars ahead, waiting for the controlling traffic lights to go from red to green, too far ahead to be visible from the back of the queue, be able to distinguish that back of the queue from a couple or more vehicles parked by the side of the road, or will it erroneously decide to overtake?
Getting such autocar decisions wrong would have obvious safety risks. Even if such roadworks are hazard-signed and preregistered on GPS, there are also so-called mobile roadworks, with traffic control being maintained by two individuals with stop and go boards. Could an automatic vehicle cope with that as well, or would such roadworks have to be banned? These are but a couple of examples of my actual road traffic experiences in the past couple of weeks. Until such issues are resolved, the hype about the benefits that autocars will bring to those unable to drive themselves seems wildly premature.
To conclude, will the noble Baroness explain the Government’s thinking on their approach to safety in the regulation, approval and use of autocars? I am of course confident that her department will have been giving safety much thought—so, if the noble Baroness prefers, I am happy for her to write to me. With that, I have no other points to raise.
Viscount Goschen (Con)
My Lords, I say at the outset that I very much welcome the Bill. The Government are indeed to be commended for making a start—it is really only a start—on the creation of a regulatory framework for the operation of autonomous vehicles and for enhancing the infrastructure to support electric vehicles. I add my usual, somewhat tangential, declaration of interest in that I work for an executive search firm which serves the high-technology and manufacturing sectors, among others.
Perhaps the first thing to say is that this is a field which is developing incredibly rapidly and is therefore unbelievably difficult to legislate for with any degree of certainty. We should all understand that while we are not quite ready for the operation of fully autonomous vehicles, what we are discussing is not a pipe dream or science fiction: although it must be considerably refined, the core technology exists now. The challenges are much less about the physical operation of the vehicle and more about the interaction with other parties and the regulatory and safety framework that the noble and gallant Lord, Lord Craig, referred to a moment ago.
Commercial aircraft have been utilising auto-land and fully automatic control systems for many years, with extremely high levels of reliability and integrity. Of course, they are operating in a highly controlled environment, but in terms of the physical operation of very complex machines in three dimensions, in all weathers and at high speeds, there are no concerns. In the military sphere UAVs are rapidly displacing manned airborne systems. At the other end of the spectrum, even consumer drone technology is quite extraordinarily capable in this regard. I have seen demonstrated one machine costing a few hundred pounds which can fly many kilometres and return to its launch site, avoiding collision with fixed and moving objects, and which is even capable of following a moving vehicle autonomously. These are the guides to the future.
We know that on the road real progress has been made in the development of autonomous vehicles, particularly their computing power and sensing capabilities. In some jurisdictions prototypes are even now operating on the roads; that is not without incident, but we should be in no doubt that the industry is moving ahead at great pace. As we have heard, already many cars are supplied with automatic—as opposed to autonomous—systems such as lane assist, park assist and various systems to apply the brakes to prevent collisions on motorways. But these do require oversight from the driver—at least, legally. I suspect that there will be a degree of confusion over what is required of the driver when he or she is operating a vehicle fitted with this type of system. There is an important role for the Government in making drivers aware of their continued responsibility for collision avoidance, no matter how clever their vehicles are, until those vehicles are specified by the Secretary of State in the manner envisaged by the Bill, which is many years off.
What is missing now is a regulatory regime to allow the operation of this type of vehicle. As we have heard, it is exceptionally difficult to legislate in this fast-moving technological arena. We can be sure that whatever we envisage in your Lordships’ House this afternoon will be outdated and superseded within just a few years. None the less, that is not an excuse for doing nothing. There is not an option to wait and see what develops. These initiatives are being pursued around the world, so we need to move forward and take the first steps towards creating that framework. Of course, technology does not recognise national boundaries, and if ever there was an area of the law which demanded co-operation with other countries, surely this is it. Whatever happens in our settlement with our European partners over the coming months and years, clearly it is absolutely vital that we pursue a transparent regime that is fully aligned in terms of standards, approaches and interoperability.
As I said earlier, we have to start somewhere, and the Government have chosen to prioritise dealing with insurance issues as the best place to start. I can understand the pressure from manufacturers and insurance companies to set the ground rules, and we should recognise that the Bill is a creditable and important first step. However, it is only that, and on its own it will achieve very little until we see the other areas of important regulation which will actually facilitate the operation of these vehicles. None the less, it is a start and the Government are to be congratulated on it.
The structure for how we approach the broader regulation of AVs is both highly complex and evolving. I think that the boundaries between the regulation of road vehicles and of other forms of automated transport, such as aerial drones, will become increasingly blurred; whether a vehicle travels along the road and whether it leaves it for certain sections remains to be seen. The regulatory, moral and ethical questions are legion, particularly as we are considering not just how machines interact with each other but how they interact with humans as fellow road users and pedestrians, and even with animals. For example, what happens with policemen trying to deal with a fast-moving situation on a motorway—how can they communicate in the way that they do with vehicles that are operated by human drivers?
Along with other noble Lords who have spoken this afternoon, I ask my noble friend the Minister to give at least an indication—not in any detail—of the Government’s thinking on how they would approach the broader regulatory environment. Particularly contentious areas will include the certification of the autonomous systems themselves, as we have unique regulations. Our Highway Code in the UK is not the same as that of other countries, so the Government will have to have the capability to evaluate the assumptions and algorithms that lie behind the computing for these highly complex systems. Another area is that of training for human drivers in how they interact with autonomous vehicles. There is that critical lack of eye contact, through which one can gain an understanding of the other driver’s intentions—the noble and gallant Lord, Lord Craig, gave a great example of a driver reversing courteously to prevent a traffic jam. We also need to consider integrity and the protection against hijack, for want of a better term, of these vehicles.
The noble Lord, Lord Campbell-Savours, presented a very pessimistic view, if he will allow me. He almost seemed to say that we should not really do anything right now because it is very complicated; indeed it is, but we need to make a good start now. He should be reassured that machines really are very much better at performing many mechanical and computational functions than humans. I suspect that if we were moving from an autonomous environment to allow the manual operation of vehicles, there would be a bigger outcry and the risk might well be higher. The prize is there in terms of road safety and particularly, I suggest, of environmental reduction.
On the subject of electric propulsion and that section of the Bill, briefly, it is indisputable that such propulsion has many significant benefits, particularly in environmental factors but also in terms of performance. We are seeing an unstoppable wave of investment and new product development from almost all established automotive manufacturers and from some exciting new entrants. We know the limiting technological factors—battery capacity and the length of time it takes to charge the battery—and they are being addressed rapidly. But the Government have their part to play in seeking to address the current charging infrastructure. I suspect that once the electrical vehicle movement gains critical mass, as it almost has now, then commercial imperatives, innovation and the operation of the free market will solve many of the problems that we seek to solve through the rather clunky method of primary legislation. I also suspect that areas of the Bill will become otiose quite quickly. None the less, the Government have a clear role in helping to co-ordinate and align interoperability, nationally and internationally, and to facilitate the provision of greater infrastructure.
Finally, I want to say a word about power and the degree to which we take electricity for granted. I direct your Lordships’ attention to a video clip on YouTube that shows the German Olympic cyclist Robert Forstemann, an immensely powerful sprinter, nearly killing himself at maximum effort on a static bicycle connected to a generator. He struggled to maintain 700 watts of output for a number of minutes—the equivalent of climbing a 40-degree incline. His challenge was to produce enough electricity to toast a single slice of bread; he just about manages that but afterwards was completely shattered and collapsed in agony on the floor. It is a great illustration of how we take for granted the flick of a switch, whereas to move these vehicles around takes enormous reserves of power, which is itself a scarce resource.
Lord Berkeley (Lab)
My Lords, like many noble Lords, I also welcome the Bill as an heroic attempt to deal with the challenges. It certainly has not dealt with them all but it is a good start.
The complexity is well illustrated in the schedule, which to me demonstrates the need for a comprehensive review of all road traffic legislation. I know we will not get that at the moment; it would be a lawyer’s paradise. But the Minister mentioned some work by the Law Commission, which I found interesting. Its work seems a bit delayed. Five years ago, the Law Commission produced an excellent report on making level crossings safer not only for trains but for cars, lorries and so on, and we still have not seen any legislation about that. If there is to be legislation, I hope this Bill does not jump the queue.
The term “automated vehicles” also applies to railways and shipping, where they are happening. We have not yet heard how you would rescue a ship in the middle of the Atlantic if the whole thing fails, but no doubt we will. I think drones are excluded, but the noble Viscount, Lord Goschen, talked about air. It all comes back to public acceptance. There is already a trucking experiment—probably more than that—going on in Germany. What are called “platoons”—of three trucks, I think—are driving down what I think is a private motorway. I am told that they have even found a way of having two platoons driving together in adjacent lanes and automatically hitching and unhitching the second or third truck with no driver in it between one and the other. I shall not explain where they could have come from, but they would all be going along at the same pace. How you deal with other people who want to overtake in a car, goodness knows. That is happening, and one of the failures of the Bill is that it does not take into account the road freight sector, where the challenges are probably different. The results may be different, but it is definitely happening. On the whole, a greater number of professional drivers are driving or controlling them than there possibly are in the private car sector.
Clause 1 refers to the listing of automated vehicles and their data. I think many noble Lords will have received a briefing from the Association of British Insurers which sums up the problems of insurance very nicely. For me, the most important thing is for the Government to ensure that users of automated vehicles are able to demonstrate that their vehicle was in a fully automated mode to exercise their rights under the legislation. What commitment can the Minister give us that the data confirming the status of the vehicle at the time of a crash will be made available to insurers and the public? I hope the answer is that it will be, because it is fundamental.
What happens to pedestrians and cyclists on a road where some of the vehicles may be in automatic mode and some may be being driven by one’s stepmother who cannot drive, has never had a licence and has forgotten how to turn a corner? Then there are many examples that we know of, involving people on scooters and things like that.
I worry about the definition of a vehicle driving itself, which the noble Lord, Lord Borwick, mentioned. It may be going along by itself, but it is under the control of somebody. It may be a computer or a human being playing some kind of game of Matchbox cars or something, but somebody is in control. This whole idea of the vehicle driving itself will be a bit of a get-out somehow.
The other issue is that if a vehicle is in an automatic mode, I do not believe it can possibly break the law. If it did, like a lot of motorists and truck drivers do today, it is not just about the weight of the vehicle, its speed and whether it has turned right in the wrong place, because that is all recorded, or it should be. We have to accept that everybody will be watched by Big Brother all time and will not disobey the law; otherwise they will presumably have their password removed and will not be able to control the thing any more.
There is another question related to that. You get power failures and breakdowns of computers. At some stage, these vehicles will break down, for whatever reason, and one has to find a way of rescuing them and making them go again. As many noble Lords will know, if your computer breaks down, someone—whether it is you, the retailer or someone else—has to try to start it again, and that sometimes takes a long time. That is a question that we need to look at.
On charging points, I do not think the needs of the trucking industry have been looked at. There need to be many more such points. In the future, I think most of them will be smart, for the reasons that the Minister and other noble Lords have given. There will be a need to get a quick charge and for your vehicle’s battery to feed back into the grid, if that is thought to be a good idea and it makes money, to get rid of the peaks and troughs.
It is essential that we have one common socket. That may seem a very small point, but many people drive to the continent—we will still go there after Brexit, I am sure—and many continental cars and vehicles will come here. Let us learn from the horrible divergence of power sockets in Europe at the moment. The Swiss have one, most of the rest of the continent has another and we have a different one again. There are very good reasons for that, but let us try to have one common socket everywhere so that they are completely interchangeable. I think we shall need one socket outside everyone’s property, if they still own a car. I am not convinced that everyone will own cars by then; I think they will hire them when they want to travel, which is another challenge. We must have many more smart charging points, taking into account not just heavy goods vehicles and so on but taxis—Uber, black cabs or whatever we like—because otherwise how will they work when the vehicle works 24 hours a day and they want a very quick charge?
I am sure a lot of interesting amendments will come up in Committee and thereafter, but I wish the Bill well. Let us hope we all try to improve it.
Lord Lucas (Con)
My Lords, I too welcome the Bill. I hope we will be able to persuade this House and the Government to strengthen it a bit because we need a Bill that is capable of dealing with standards, as many noble Lords have said, and we need to respond to emerging standards fast rather than having to wait for other Bills to come through, because we hope to be at the forefront of development in this area. We hope this is going to be one of our emerging industries. If we have to spend two years putting through primary legislation every time there is a new standard, we are very quickly going to fall off the wave front.
As many noble Lords have said, standards will be needed for how vehicles detect each other, how they react, how they resolve conflicts, how they communicate with each other and with the overall structure of what is going on, and indeed how they behave in particular circumstances—when they are not allowed to turn right, how fast they are allowed to go in built-up areas and how they deal with pedestrians and cyclists. This will all have to be covered by standards. Those standards will evolve over time, and we must be in a position to react fast to them. So I really hope the Government will allow us to add to the Bill some powers for them to make regulation in this area. I cannot see how a process of primary legislation is possibly going to allow us to succeed in this area.
As the Minister knows, I am a proponent of transforming our extensive slow rail network into a set of dedicated highways for autonomous vehicles, thinking of autonomous vehicles as standard passenger road vehicles. That, to my mind, has enormous advantages. First, it allows us to begin this transformation immediately because we are dealing with dedicated highways. There is no problem with pedestrians. There may be the odd cow—there certainly is round our part of the world—but generally, there are no manually driven vehicles, no pedestrians and nothing to obstruct the dedicated highway. We can use current vehicles, such as the Nissan Leaf, and current technology, or certainly that available by the time we get around to making the transformation.
It is a low-cost transformation, because essentially the roadbed is there and just requires some relatively inexpensive adaptation. The charging structure is there—it certainly is around us—the third rail is there and you can just use that, because no people are using these highways. Using current technology, you would get a service which was more reliable, because there would be lots of vehicles rather than the occasional train that breaks down, and much more convenient. It would be much easier to deal with things going wrong, because it is easy for a car to steer around a car which has stopped and there is plenty of extra space on a two line railway.
We as a nation would quickly get a very large population of autonomous vehicles—much larger than anything happening anywhere else in the world. We could upgrade their facilities as the technology became available, perhaps to allow them to be driven out of the stations and become manual vehicles, perhaps to allow them to trundle back very slowly to the station. You get a system that can evolve because it is big enough to afford to change, not a series of small experiments. We have tens of thousands of such vehicles, so it is much easier for us to make a big industry out of it and to have a voice in evolving it. It gets around all the problems mentioned by the noble Lord, Lord Campbell-Savours: you do not have to deal with them until you have the technology to do so. It would allow us, rather than to be trotting along behind the French, Japanese and, doubtless, the Chinese, to be at the forefront because we would provide the place where such vehicles could be used on a large scale.
One feature of that system, and possibly of automated vehicles generally, is that the vehicles would not be owned by individuals but by a much larger organisation—perhaps the railway. That has great advantages, because the whole business of ensuring that a vehicle is up to spec, has the latest software installed and all its parts are working would become the responsibility of a large-scale supplier, which could be made the person liable under the insurance policies if such things were not done. My computer keeps itself up to date with software, but most people let their software get out of date. The idea that all sorts of different versions of software would be trundling around the roads is a nightmare. I do not think that is possible. To make automated vehicles possible, we will need some form of common ownership. We ought to reflect that in the insurance clauses in the Bill. A problem that does not seem to be dealt with is the transfer of control from autonomous to manual. How does the autonomous vehicle, owned by some large corporation, know that the person who wishes to drive it manually is entitled to do so? I want to ensure that the data flows necessary to achieve that will be allowed under the Bill.
This is a Bill with great possibilities. I shall certainly propose amendments to widen the Government’s powers, so that they can take on board the sort of developments that I would like and have the powers that I think they will need to govern how vehicles are owned and how they operate on our roads. I suspect that the Government, and particularly the Department for Transport, have got used to seeing Southern Rail as an insoluble problem and a complete pain in the fundament—and certainly that is the way in which its passengers view it—but it is not. It is an enormous and wonderful opportunity, which we should seize, and I really hope that I can persuade the Government of that.
Lord Birt (CB)
My Lords, it is a pleasure to follow the noble Lord, Lord Lucas, who exhibited his normal entrepreneurial and visionary flair.
I have no doubt whatever that, one day, all vehicles will be electrically powered and autonomous and that, as a result, travel by road will be safer, faster and carbon-free. However, this Bill is but a modest, incremental step towards that very distant goal.
Electric vehicles are not new. In 1899, a Belgian electric vehicle, “La Jamais Contente”, which looked like a torpedo with a man perched uneasily on the top, was the very first vehicle of any kind, anywhere in the world, to break the 100 kilometres per hour speed barrier. All new cars in the UK will have to be electric by 2040—earlier in some countries. Anyone purchasing a car in or around 2030 will be wary of buying anything other than an EV, because the resale value of a carbon emitter will become so low. So, in a little over 10 years, the rush to buy EVs may well have begun.
Currently there are 37 million vehicles in the UK, of which only 140,000 are plug-in electric—and these EVs have access to only 15,000 charge points at the moment. Think how much energy is required to move nearly 40 million heavy metal objects across long distances—the noble Viscount, Lord Goschen, gave us a very vivid illustration of that. Full electric mobility will exactly double our current demand for electricity. Moreover, at the very same time, to meet our carbon targets to which we have all agreed, gas and oil heating will itself be replaced by electric heating and overall demand for electricity will be triple what it is now. EVs will be by far the most power-hungry devices connected to the low-voltage grid, so a massive investment in the local grid will be needed to cope with the huge increase in domestic demand.
My first question is: when will the Government produce a plan for the transformation of the electricity generation and distribution system to accommodate this tripling of demand—a demand that must be served by non-carbon means? Furthermore, the Government’s thinking on a charging infrastructure for tens of millions of EVs appears to be in its infancy, as the Bill demonstrates. My second question is: when will the Government produce a strategy for charging to match the scale of the demand that will surely occur?
I turn to CAVs, connected and autonomous vehicles—a far less mature technology than EVs. The Secretary of State has said that we shall have,
“fully self-driving cars, without a human operator”,
on UK roads by 2021. This Bill provides a framework for authorising such vehicles. I have been heavily involved with organisations at the forefront of digital technology for 25 years, including leading global players. I have the most direct experience of the awesome power of these technologies and of their transformative impact. However, in every single organisation in which I have worked, digital technology has also often gone wrong. This is an embryonic, still nascent technology. For instance, we cannot get wi-fi to work reliably in the Palace of Westminster. On almost all technology platforms, one piece of software exposes bugs in another. Malign elements at home and abroad penetrate deep into our systems. The notion that we can reach level 5 autonomy by 2021—what the Secretary of State described—is a fantasy.
Toyota was the most innovative car maker in the second half of the 20th century. It invented lean manufacturing and produced reliable vehicles, thus ending the era—an unwelcome part of my youth—of push-starting cars in second gear on cold winter mornings. When the careful, measured CEO of Toyota’s research arm recently said that,
“we are not even close”,
to level 5, I found it all too easy to believe him. As the noble and gallant Lord, Lord Craig, illustrated brilliantly, how can technology reliably master 100% of the extraordinary complexity of the driving experience, in all circumstances, overnight? In a Renault test, the sensors fogged up and the system tanked. I invite noble Lords to look at the BBC website to see the driverless Nissan in east London. It stops impressively at zebra crossings and traffic lights but it is completely thrown by the—admittedly unusual—sight of a broken-down emergency vehicle with fluorescent flashes being ferried on the back of a trailer with a big blue turn-right sign on the rear. It would have flummoxed me and it certainly flummoxed the driverless car.
There have been many crashes of autonomous vehicles in California, not least because the way CAVs currently move confuses human drivers and thus triggers human error. We must be extremely cautious about allowing CAVs on to our roads. It will certainly be a very long time indeed before I will be trying out a CAV on a crowded M6 on a stormy winter evening and risking meeting one of the double platoons of heavy goods vehicles described by the noble Lord, Lord Berkeley. So my third question to the Minister is: how will the licensing system for CAVs work? I simply do not understand it and I suspect other noble Lords do not, either. What criteria will be applied before these vehicles are allowed on our roads?
Finally, bold, unevidenced statements appear to be a growing feature of our modern politics on all sides. In recent times Ministers and officials have loudly proclaimed, “We will keep Britain at the forefront of CAV technology”, or, “We are at the front rank of electric vehicle technology”. There are many more such examples. My fourth question to the Minister is: what evidence is there to support these confident claims? I can find none. If you look at the sector analysis, the global leaders of these technologies are, unsurprisingly: GM; Ford, which acquired Argo AI, a collaboration between former Google and Uber executives; Honda, working with Alphabet’s Waymo; and Renault and its partners, including Microsoft. No British names appear in the global tech analysis.
I will offer some hard numbers. In the past few days I have looked at patent applications for CAV-related technologies to the end of 2016. US companies had 10 times, German five times and Japanese 4 times the number of patents applied for by UK-based companies. What evidence does the Minister have to persuade us that the Government’s rhetoric is justified and that we are leaders and not laggards in this important new technology? We must prepare for electric vehicles and we should be alert to the potential of autonomous vehicles, but we need a far bolder vision and plan for both than we have yet seen from the Government in this Bill.
The Earl of Selborne (Con)
My Lords, there is general agreement that this Bill, while modest, is nevertheless an encouraging start. I think it is a start to something far wider than transport and driverless vehicles; I refer particularly to the employment implications of robotics, and of course autonomous vehicles are part of that story. Over the next decade, or probably much longer, the Government will have to deal with a whole succession of issues about how to bring legislation in line with transformative, often disruptive, technologies. We agree that the Bill is a modest start to that. It is easy to look at insurance as a discrete issue and the industry has done some work on that, which I welcome, but I particularly welcome the Government’s recognition that a start has to be made. We should not disguise from ourselves the fact that, if we are to attract inward investment in these essential new technologies to deliver the industrial strategy which was published last year, we need to have legislation, in successive stages, in place to assist the overall policy.
We can all speculate about the speed with which these transformative technologies will be introduced. However, as has been pointed out, we have developed autonomous vehicles for shipping, rail and air transport, and discrete vehicles in isolated tracks. The noble Lord, Lord Berkeley, mentioned platooning in Germany. I can see that it would not be very difficult to fence off or bollard off a lane of a motorway and reduce it from four lanes to three or three lanes to two and simply have platooning going down that track. My noble kinsman Lord Lucas has a more adventurous proposal with regard to railway tracks. I am not sure whether I go the full way with him on that, but I would at least like to see some of Dr Beeching’s tracks restored in that way, even though cyclists might object.
We can say with absolute certainty that, with the advent of robotics, existing jobs in many sectors will disappear—in the transport sector, drivers will, of course, disappear—as they always do when transformative technologies are introduced. The secret is to try to ensure that we get the required inward investment. It does not have to be UK companies that are developed, although it would be good if that were the case, but we have to make ourselves fit for purpose in terms of inward investment.
What will make companies from around the world choose the United Kingdom as the preferred place for investment? I suggest that, first and foremost, it is our science and engineering base and skilled workforce. It is certainly helpful to companies to have a research infrastructure which will advance their cause. Many of the companies involved in this area are not necessarily existing car manufacturers but new entrants—for example, computer companies. They will certainly wish to work closely with university groups leading the field in this highly fast-moving area. Therefore, we must make sure that we promote our national research base. Above all, we need to deal with an issue that we have discussed many times in this House—namely, the skills gap and the shortage of qualified engineers in this extremely fast-moving area. Again, I refer not just to autonomous vehicles but to robotics as a whole.
We also have to ensure, as several noble Lords said, that we are around the table setting the international standards. It would be disastrous if we found that our initial enthusiasm proved to be redundant because the international standards were different from those we had pioneered. It is not just about having one common socket, which the noble Lord, Lord Berkeley, referred to, although that would certainly be a start; there are many other common standards which we will have to favour. We therefore need to think about how we look at the whole sweep of new technologies, of which autonomous and electric vehicles is one.
That brings me back to the Bill. Modest though its scope may be, with most of the provisions concerning driverless cars, which address the insurance issues, the Bill represents a start on the legislative programme which will be of critical importance to the successful implementation of a much wider industrial strategy. If we look at some of the detail, which has already been referred to by several speakers, in particular my noble friend Lord Borwick, there is a complete mystery as to what in fact a driverless vehicle is. It cannot just be level 5, which is some years off. If you look at the table from the Society of Motor Manufacturers and Traders, which was reproduced in the Science and Technology Committee’s report, which the Minister and the noble Lord, Lord Campbell-Savours, referred to, you can see that there are quite a lot of situations, and that levels 3, 4 and 5 might meet the definition of a car which in certain situations is capable of safely driving itself. Therefore, in Committee, unless we are to give a bonanza to lawyers, we must chisel down and decide exactly what we mean by an autonomous vehicle. I rather agree with the noble Lord, Lord Campbell-Savours, that the lack of adequate definitions in the Bill seems to be a hostage to fortune so far as legal fees are concerned.
Lord Brooke of Alverthorpe (Lab)
My Lords, I welcome the Bill generally. As the Minister stated when she moved the Second Reading, the Government have said that, by 2050, nearly all cars and vans should be zero-emission vehicles. As other noble Lords have said, that is not a particularly stretching target compared to the ambitions that are being laid down by many other countries, but to reach even this goal we will need major improvements in both the availability and reliability of electric charging points. I will concentrate on Part 2 and will essentially try to be practical in looking at what is happening around us and fairly close to us.
While the Bill starts to address the key risks and issues in rolling out electric charging points, it falls short on two fronts. First, it does not give the Secretary of State the power to require electric charging points to be installed at workplace car parks or residential developments, or in other large public locations. Secondly, it does not give the Secretary of State the power to require a minimum standard of reliability. This has not been picked up greatly in the debate so far; at the moment we have a system which is in many respects quite unreliable. People who use these cars often find that the connections do not function. It is quite disastrous if you are out on the road and get to a charge point but then find that it does not work. We need to address this point much more closely to ensure that effective infrastructure is rolled out.
It might seem a good idea for the Bill to give the Secretary of State the power to require petrol forecourts to install charging points, but the average person will not want to leave their car charging at a forecourt for long periods; they will want to charge it at home. The Bill should go much further than just forecourts and allow the Government to require charge points to be installed at public places such as shopping centres, leisure centres, stadiums and airports. There are massive parking areas at airports with very few facilities, despite all the pollution that we get there. When my noble friend Lord Adonis was in power, we were suggesting bringing that to a halt if there is a problem with pollution at airports. However, very little charging is planned for those areas and little encouragement is being given to people to install it. We should extend charge points to train stations, local golf clubs and National Trust centres, where, in some cases, hundreds of cars are parked. There are no such facilities in those places and, from reading the Bill, there is no indication that this has even crossed the Government’s mind.
Then we come to where 98% of people are located—domestic residences, with many people living in flats. What is in the Bill to assist people to charge their cars at blocks of flats and residential developments, as well as at large office car parks, where vehicles are parked for a lot of time? Electric charging points are needed there. Before making it a mandatory requirement, the Bill should lay the groundwork for incentives to be introduced in many of these areas so that people can look positively at effecting changes. For example, there could be lower council tax rates for premises that provide electric charging infrastructure. Have the Government looked at any new incentives that they might offer to people who change their infrastructure? I would like a response from the Minister on the possibility of council tax being one area that could be reviewed.
Speaking personally, I have been trying for two years to persuade the management board of the private estate where I live to introduce electric charging points. We are still talking about it but are no further forward. I live in a flat but I also have a garage, which is situated well away from the flat. We have a whole battery of garages with no electricity in them. Cars are parked all over the place and nobody uses the garages. If only the garages had electricity, people would put their cars in them to charge them and we would have a better life all round because the cars would not block the roads. It would be a double-win situation, but trying to get people to move on that is extraordinarily difficult.
The Bill needs to be strengthened to a degree to encourage local authorities, groups of individuals and landlords to look for ways in which they can start working together and make early changes. Achieving win-win situations is possible if we approach this matter with an open mind. As I said, it is essential to install charging points where people live and work, and a start needs to be made on that. We need to go way beyond just the forecourts mentioned in the Bill.
If we look at the size and scale of the electric charging infrastructure being rolled out in countries such as China, we see that our economy is at great risk of falling way behind. If we are to be at all competitive, we need to scale up much faster and require many more charging points and much more infrastructure than we are currently planning.
Earlier, I mentioned reliability. The Bill makes reference to the 11,500 charging points around the UK, but nobody has referred to how many of them actually work. What data do we keep on which of them do or do not work? Although it is good to see that, through the Bill, the Secretary of State would be given powers to require data on charging points in the future, it appears that it does not enable the Secretary of State to require a minimum standard of performance from them. Why not? If we look at similar utilities—such as water and electricity—for households and businesses, we find regulations on minimum levels of reliability. It is the same for telephones: obligations are placed on utility providers to ensure that they provide a reliable service to the public.
Running out of power in an electric vehicle is not only a major inconvenience; it could damage a business and its prospects, particularly if it relies on only electric vehicles for deliveries. What a problem it is to find a charging point for your delivery van, but find that it does not work because minimum standards have not been required and are not being met in any way. The charging point can be left unrepaired for considerable periods of time—as is the case with many of them, which are not immediately righted when they break down. We need to have a look at this and see whether we can find ways to avoid the frustrations that people currently encounter when they find so much unreliability in the existing network.
I ask the Minister whether the Government have been thinking about this and what ideas they have in mind for regulation. Is there any possibility of bringing something on standards into the Bill when we come to debate it in Committee? I look forward to the answers to the questions I have posed.
Baroness Deech (CB)
My Lords, I am the happy owner of a new all-electric car, so I have a strong personal interest in this. Although I am proud to be a green driver, and delighted with the quiet ride and freedom from queuing at petrol stations, at the same time I have two considerable problems, one of which is addressed by this valuable Bill.
The unaddressed one is being a pioneer. Every year, the battery life of electric cars is increased by technology, and new cars are selling with longer mile ranges than mine. So the 2017 model I have will not only suffer the usual depreciation, but will frankly be valueless: not in a year or so—I gather the selling price is quite good for about a year—but quite soon, because no one will want a short-range car when they can have a longer-range battery. We pioneers deserve all the subsidies we can get as we lead the way in persuading all, or many, drivers to go electric.
The second problem, which the Bill begins to address, is the range. My car’s is 120 miles maximum. The distance from my home to Westminster and back is a 126-mile round trip. Therefore, I dare not make it without being assured of being able to recharge, let alone allowing for any unexpected diversions on the way. I am like a goat tethered to a stake, going 50 miles this way, 50 miles that way, or round in circles—as tethered goats tend to go—but always going back to the centre and the comfort of the electric socket in my garage.
I echo the noble Lord, Lord Borwick: the Palace of Westminster should be leading the way. However, there are no charging sockets in the House of Lords car park. I have been agitating over this for nearly a year. I was told that it was impossible because this is a heritage site, not to be despoiled. However, all it takes is an ordinary three-prong socket, perhaps in the lamp posts dotted around our parking area, to allow charging during debates; indeed, they provide the most convenient length for this exercise. Those spaces, if we can get them set up, would have to be reserved for electric car owners. Nothing is more off-putting than to arrive at a charging point in a car park, only to find a petrol car parked there so that there is no hope of charging.
I support as urgent Clauses 8 to 16, which give the Government power to support the charging point infrastructure. Indeed, it needs to go further. Right now, the Government should mandate operators to provide uniform charging points and one method only of information about them and about payment and access. We have multiple confusing memberships, information packages and payment options now, which only add to concerns on a long trip. We need public charge points right now at every large garage, car park, motorway service area, supermarket, station car park, park and ride, in new buildings, offices and in residential areas, not to mention the House of Lords. It is not good enough to wait until this place is refurbished. There are lots of reasons to refurbish it but we should not have to wait to get simple, three-point plugs installed in our car park. The information about charging needs to be consistent and transparent right now. It is not good enough to wait for the market to do this itself.
I say that because it is no surprise that, as I have read, the Petrol Retailers Association does not agree with pushing ahead, and there is a risk that progress will be delayed indefinitely. The Government must send a positive message. Potential buyers will not buy until they are assured of charging convenience, and charging points will not come about in sufficient quantities until the purchases take off. The same was true as we moved from horse-drawn transport. The horses were always ready to go, despite the heavy maintenance, the mess and the smell, but we moved to petrol even though there were so few petrol stations at the start. Let us embrace this new progress.
Automated and Electric Vehicles Bill
Tuesday 20th February 2018
(6 years, 9 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Report Stage Proceedings as at 29 January 2018 - (30 Jan 2018)
Earl Attlee (Con)
My Lords, I am grateful to the Minister for the skilful way in which she introduced the Bill this afternoon. I am pleased that the Government will not be Luddite and will welcome this new technology. In doing so, they will need to be careful and interfere and legislate only when it is necessary. The omens are favourable. It may appear that the Bill does not cover all the issues, but we must not forget that the Secretary of State can do a lot with the construction and use regulations made under Section 42 of the Road Traffic Act 1988. Those regulations are extensive.
When I refer to a self-driving taxi, I mean a vehicle that is available for the user to call up when required but which the user does not keep, own or operate. The point is that the vehicle operator would not necessarily be a conventional taxi operator. When I use the term “self-driving vehicle”, I recognise that there are various levels of autonomy. No doubt we will discuss that in Committee.
The noble Lord, Lord Campbell-Savours, talked about taxation issues relating to electric vehicles. He is right to raise them. It is clear to me that at some point we will have to move to a system of universal road user charging rather than relying on taxing hydrocarbons, but overall I am rather more optimistic than the noble Lord.
I think autonomous and electric vehicles will be very disruptive but equally beneficial. Recently there has been much concern about the advent of the Uber taxi service, but that will be nothing compared to the effect of self-driving taxis. It is obvious that a major component of a taxi fare is the need to pay for a driver to be available for the next fare, but by definition a self-driving taxi will not need a driver, so that cost will be eliminated. It will also have the unfortunate effect of eliminating the possibility of migrants earning their living as taxi-drivers, which is very common, while their children study to be professionals later in life. When the self-driving taxi has dropped off its passenger, it can be programmed to go to where it is most likely to pick up its next fare. Alternatively, it might go to where it can most economically recharge itself.
I welcome the insurance provisions in the Bill, which no doubt we will look at closely in Committee. I do not share the pessimism of many noble Lords. It is interesting that we can expect a self-driving vehicle never to commit a traffic violation; in other words, it will be programmed not to commit a traffic violation. That would include never going so fast that it cannot stop within the distance it knows to be clear. Furthermore, we can expect a self-driving vehicle to record all its sensor inputs for the few minutes prior to any incident. This was touched on by my noble friend Lord Borwick. Thus, if there is an accident, and there will of course be some, it will be easy to work out why it occurred and the data must be made available to all those with a legitimate interest.
There is, however, a worry about software causing an accident. Of course, how to avoid that problem is a technical issue, not one for us, even though we can be confident that there will sometimes be a problem. However, I suggest that it will be nothing compared to the risk presented by a young novice driver or someone whose driving is impaired through drink, drugs or tiredness.
Another disruptive effect of self-driving taxis and vehicles is that households may move from having two conventional cars to having one conventional car and one electric car, or to not having a second car and calling up a self-driving taxi when required. These self-driving taxis will be used far more intensively than our contemporary vehicles and there will be less to wear out. They will have no internal combustion engine or complex transmission. The useful life of a contemporary private car is about 250,000 miles with a 15 to 20-year life expectancy. It is therefore currently essential that the cost of production of a modern conventional car is kept very low, thus we have large and very efficient motor manufacturers. With self-driving taxis, the amortisation of the cost will be much better since they will be much more intensively used. This could mean that the cost of manufacturing these vehicles is less important and could allow smaller manufacturers back into the market. However, in answer to the noble and gallant Lord, Lord Craig of Radley, and the noble Lord, Lord Birt, there are already type approval regulations in place, maintained by the Department for Transport and internationally, and these can be amended to deal with electric and autonomous vehicles. So I do not think there is a problem of a lack of legislation; the Secretary of State has all the powers he needs.
I have always resisted the suggestion that a person should be licensed to maintain a motor vehicle, because I am a Conservative and do not want to regulate unless it is essential. However, there are two reasons why it may be essential with this new technology. The first is the software problems that have already been touched on. Even now, we are seeing unscrupulous HGV operators using Defeat software to avoid the use of AdBlue supplements or altering the engine mapping to achieve increased power and lower fuel consumption. The cost, of course, must be increased emissions, so playing around with the software of the vehicle is extremely undesirable. Clause 4 goes some way towards addressing this issue. The second reason for needing qualified technicians is that I understand that electric vehicles can use much higher voltages than current vehicles. This presents a real risk to the operator of the vehicle and any unqualified technician attempting to maintain it. My noble friend Lord Selborne talked about the need to train engineers and technicians. Wherever I look, the engineers and technicians are always a problem.
Some noble Lords have raised the issue of electricity supply, and I hope we will hear something on that from the noble Baroness, Lady Worthington, who will be following me. The population of electric vehicles is low at the moment but I expect it will grow rapidly. For instance, my neighbour already has one and when I replace my current vehicle I expect it will be electric-only. The problem is that if everyone comes home in the evening and connects their electric car to the electrical system, with each drawing 16 amps at the same time, there will be problems, a point made by the noble Lord, Lord Birt. The supply system simply could not tolerate that much concentrated demand. I expect the noble Baroness will talk about smart metering, and we should listen carefully.
However, there may be a silver lining. Wind power is still generated throughout the night when overall electrical demand is lower. It is obvious to charge up an electrical vehicle in the middle of the night rather than on arrival in the early evening. What is not so obvious, although it has been touched on by the noble Lord, Lord Berkeley, is to use the battery capacity of electric cars to feed back into the electrical distribution system in the early evening when the power is needed. The car could then charge up in the middle of the night, and it would be a simple matter to programme it so that it would not compromise the minimum range desired and set by the owner. The beauty of this is that the problem of the capital cost of battery storage and wind power would be reduced. It is true that batteries will always have only a finite amount of cycles in their life, but that could be accounted for in the commercial arrangements.
While we need some understanding of the technology, we do not need to worry too much about steering it. That will happen automatically. The question that we will have to address is how much regulation of the utilities to put in place. Nevertheless, the electrical supply for electric vehicles could be a win/win situation where the capital cost of the batteries is amortised over both the operation of the car and the wider electrical supply system. I think our discussions on this in Committee will be very interesting.
One of the advantages of a fully autonomous vehicle is that a person who is medically unable to drive will in future be able to be taken somewhere by a vehicle that they do not actually have to be able to drive. I have no problem with that; it is an obvious advantage. However, what if someone is impaired through drink and drugs, therapeutic or recreational? We currently have an offence of being drunk in charge of a motor vehicle, which is very sensible, but may have to review it at some point in the future because otherwise we could have a situation where a blind person could use a self-driving taxi but a person who had been drinking a little could not. The noble Lord, Lord Brooke, and I are very concerned about drink-driving. Surely in future self-driving taxis will mean that there is no need for anyone to drive to a pub or restaurant and consume any alcohol.
In conclusion, I welcome the Bill and look forward to supporting the Minister in Committee.
Baroness Worthington (Non-Afl)
My Lords, I am pleased to be taking part in today’s debate. I will begin by declaring my interests. I have taken a role in the international NGO Environmental Defense Fund, heading up its European affiliate. One of our aims is to help to speed the transition to a net zero greenhouse gas emissions economy. My other interest is that I drive a plug-in electric vehicle and know first-hand the joys and frustrations of this mode of transport. Unlike the noble Baroness, Lady Deech, I lease my vehicle, which is one way around the problem of fearing that the next generation will always be better than the one you have. In my comments today I shall focus on two main issues relating to the part of the Bill dealing with electric vehicles: the need to make smart-charging infrastructure mandatory now, and the need for firmer policy to drive investment throughout the charging and EV supply chain in Great Britain.
In my limited experience in the House I have often judged the importance of a Bill by the size of its impact assessment, and unfortunately this Bill gives itself away by the size and brevity of its impact assessment. Clearly more could be done using this parliamentary opportunity. As it stands, the Bill is something of a missed opportunity, and I hope that during our scrutiny we can work with the Government to turn it into a piece of legislation to truly put the UK at the forefront of the revolution in mobility that we are witnessing on a global scale.
The UK is both a large consumer and manufacturer of vehicles. In 2016, 3.3 million new cars were registered here, bringing the total number of registered vehicles in the UK to 37.3 million. The latest manufacturing figures in the UK show that 1.7 million cars rolled off the production line and 2.7 million engines were manufactured here. The vast majority of all cars made and sold are conventional cars powered by internal combustion engines. A recent study estimates that the total number of electric vehicles on the road today across the entire globe is a mere 3 million—fewer than all the new vehicles registered here in one year. As the noble Lord, Lord Birt, mentioned, the total number of EVs on the road today in the UK is around 130,000—just 0.3% of the total number of licensed vehicles.
It is clear that the demand for cleaner vehicles is increasing, thanks to heightened awareness about the impact of transport on the quality of our air and on climate change; the reducing costs of alternative designs; the increasing ranges; and the wider availability of charging infrastructure. However, there are still a number of frustrations that early adopters have to endure, and new legislation to address them is most welcome. Most users will find charging at home the most convenient option. However, the availability of public charging infrastructure is a key factor in allowing extended journeys and helping those in households without off-street parking to enjoy the benefits of electric vehicles.
There are just under 4,000 public charging points in the UK, but the network is poorly co-ordinated and access is very patchy. There is an urgent need for a standardisation of charging regimes. Vehicles are designed for mobility, yet in my experience it is common to travel to new parts of the country only to find that access to the charging infrastructure requires membership of a regional subscription-based club. There is currently no single national database of all publicly accessible charging points, and to access the widest range of points requires the installation of a number of different applications and the cross-checking of a variety of different data sources—a frustrating and time-consuming occupation. I hope that the Bill will address this.
Another aspect of EVs that must be addressed to facilitate their widespread uptake is the need for charging to be done in a smart way, as the noble Earl, Lord Attlee, mentioned. This means providing the right technology and incentives to enable vehicles to be charged at times of day when power is abundant, which usually correspond with when it is cleanest and cheapest. It must be made mandatory for all the charging infrastructure installed to be connected to the internet and capable of receiving and using a data signal about the state of the grid, both in real time and projected forward.
I am delighted that the Environmental Defense Fund has collaborated with the national grid and WWF and catalysed the publication of a live data feed that already provides this data for the UK via an open source API. I am even more delighted that information about the carbon intensity of power is increasingly available on a European and international scale, thanks to the incredible talent behind electricitymap.org. These data feeds clearly illustrate that all power is not created equally: there are times of the day and year when it is much cleaner, thanks to the mix of generating sources on the system. In order for electricity to be used sustainably for transport, it is imperative that we look at the issue holistically, ensuring that the extra load on the electricity grid is timed to take advantage of cleaner sources of power. That will help us avoid the need for costly and dirty back-up sources of power when demand is high. The technology to do all this already exists; the Bill does not need to rely on secondary legislation to make it the norm. We can and should do it now in the Bill.
There are many other issues which we will surely touch on in Committee, including enabling consumers to add the cost of charging their car to their utility bills regardless of where they consume the power, and the need to ensure that planning regulations and building codes properly integrate electricity charging infrastructure into all new developments of all types and scales—something to which the noble Lord, Lord Brooke, alluded.
I turn to my second point about zero-emission vehicles: the need for firmer policy to guide investment in the necessary infrastructure and supply chains. In the industrial strategy, the Secretary of State, Greg Clarke, stated:
“Britain is extraordinarily well-placed to benefit from”,
a,
“new industrial revolution. We are an open, enterprising economy, built on invention, innovation and competition. Our universities and research institutions are among the best in the world. We have a deserved reputation for being a dependable and confident place to do business, with high standards, respected institutions, and the reliable rule of law”.
All that is true, in particular the last point about our use of the rule of law in driving change.
However, we are the home of the Industrial Revolution, and we still get about 70% to 80% of our primary energy from fossil fuels. We are making progress towards decarbonisation but there is still a long way to go. The Government’s clean growth strategy still projects that we are not on track to meet our fourth and fifth carbon budgets in the next decade, and the chief culprit for that is transport emissions. On air quality, too, we are failing to meet WHO and EU standards. Our cities are making us sick and we are failing to move sufficiently quickly to bring down emissions of pollutants. Clearly, more needs to be done and can be done. Today we start debating a potentially very important Bill, using scarce public resources and parliamentary time—but we are merely discussing enabling legislation. Nothing in the Bill gives the much-needed policy certainty that investors look to before committing their capital.
If we had tried to build a renewable power sector on the basis of providing some enabling powers about grid infrastructure standards, we would not now be home to a world-leading offshore wind industry and would certainly not be building new nuclear power stations. We do not have a CCS industry in the UK yet, precisely because of the absence of a policy framework. For too long we have relied on increases in renewable energy across electricity, heat and transport. This has failed, particularly in the transport sector, where emissions remain stubbornly high and rising.
Other countries and states have already learned this lesson and taken action. China most recently took action to boost the market for zero-emission vehicles by introducing a mandate that 10% of all vehicles sold in China must be electric or equivalent by 2019, rising to 12% in 2020. This mandate is based on a similar policy introduced many years ago in California and since adopted in nine other US states. More recently, Quebec has followed suit. In Europe, there were moves to introduce a similar policy as the reality of China’s enormous policy shift started to set in and the industry tried quickly to adapt, but the Commission’s proposals were watered down. In the UK we can take up the baton and move to match or even exceed the international leaders in policy-making. That is, after all, one of the things we are good at.
A market-based mandate for zero-emission vehicles would harness the efficiency of the private sector, ensure that support for electric vehicles and their equivalents did not rely on the public purse and kick-start investment that shows some signs of having stalled. The SMMT reports that last year UK car production volumes took a dip, and cited policy uncertainty as one of the reasons. Brexit surely plays a part in this, but so too must the announcement by the Secretary of State, Michael Gove, that we plan to ban the internal combustion engine in 2040. That is too far away to affect investment decisions in a positive way but is certainly close enough to be disconcerting to all those invested in the internal combustion engine supply chain today.
As we found in designing the Climate Change Act, long-term targets are useful only if they are coupled with clear, unambiguous policy frameworks in the near term. I look forward to the Government publishing the Road to Zero strategy, but I must ask the Minister whether she thinks it is credible or proper that we should be debating legislation ahead of its publication. Surely we should make a strategy and then legislate with a bold vision—the kind of bold vision that the noble Lords, Lord Lucas and Lord Birt, referred to our needing.
The Committee on Climate Change has made it clear that the Government need to do more to plug the gap in our carbon budgets. We have failed to adequately address air quality, which is a blight on our urban life. We have all the necessary reasons to act with more conviction than the Bill sets out. I very much look forward to hearing more from the Minister, who I am sure is, like the Government, committed to putting the UK at the forefront of the race towards the modern mobility that we all deserve. I hope that as the Bill passes through our Chamber we will succeed in making the case that it can and must be strengthened.
Baroness Randerson (LD)
My Lords, I start by declaring an interest as the owner of an electric car. I welcome the Bill because of the huge potential of such vehicles to reduce congestion on our roads and improve air quality. However, along with others, I must add that I regret that the Bill is so narrowly focused. As always, the Government claim that it is designed to place us as a world leader. In practice, we are of course already lagging behind and nothing in the Bill will help us leapfrog our already more successful rivals.
Let us start with the Title, which is overly specific. In 2011, the UK was a trailblazer when it announced that every new car and van should be ultra-low emission by 2040, but we have already been overtaken. The Government last year committed to phasing out diesel by 2040—in itself, that was a reduced ambition from the 2011 one—but already Norway, Austria, India, Ireland and Scotland are committed to either 2030 or an earlier date. China’s zero-emission vehicle mandate has already demonstrated the surge of electric vehicle manufacturing which follows such a commitment. The UK will not get the investment in EVs, batteries or charging infrastructure unless the Government up their game.
There are already many jobs riding on this. There are 7,000 people in Sunderland working on the Nissan Leaf, which includes 300 people working on battery development. There are 1,000 or more jobs in the London Electric Vehicle Company, which is manufacturing the new electric taxi. It is time that the Government took a wider view, and with that we need a wider Title for the Bill. The Title refers specifically to electric vehicles, but Clause 8 also refers to hydrogen, which is not mentioned in the sub-headings, let alone the overall Title. I should be interested to know from the Minister why that is.
As far as it goes, the Bill is welcome, but it does not go far enough. For instance, it does not mention the issue of training. There is no recent precedent for the scale of change on which the industry is embarking at this moment, and the new technologies referred to in the Bill simply cannot be assimilated by engineers and car mechanics—or enthusiastic amateurs—who trained for standard diesel or petrol engines.
To illustrate the need for qualifications, I point out that households operate on 200 volt electricity but cars operate on 600 volts. That illustrates the additional danger that we are talking about for those working in the field. It is an issue of safety—and there are parallels here with the CORGI scheme for gas engineers, which has proved very resilient, effective and important in raising safety standards. The qualification already exists, and is quick and easy to access, but it needs to be made compulsory, and this Bill would be an opportunity to do that.
Clause 1 refers to a definition of automation but, like other noble Lords, I am rather confused about this, because we have cars that park themselves already, cars with cruise control and cars with automated emergency braking. In my view, they could all be judged to be driving themselves when that automatic process takes over. They are certainly not at level 5 in the standard definition of automation. Does the Secretary of State’s compulsory list, which he has to provide, include all those vehicles that are already on our roads? What about the insurance in relation to foreign cars that are automated? Where will they come into the scheme of things on this?
In respect of automated vehicles, the Bill essentially deals only with insurance, but other key issues will need to be addressed. Clause 4 touches on one of them—the issue of software, and its integrity. It is not just about ensuring that you have updated your software; it is also about the issue of cybersecurity, about data and their use. These cars produce vast amounts of very valuable data. To whom does that data belong? Does it belong to the manufacturer of the car, the manufacturer of the software, or to me? Do I have a right to privacy of my data? Is there a right for me to keep quiet about whether I shop in Sainsbury’s or in Tesco? I am not trivialising this issue; it is a really important one, which I believe needs to be addressed.
Alongside the issue of insurance, those who work in the field have also suggested to me that the current model of car ownership will change, and we are likely to move to fleets of cars that we will not own but will summon up when we need them. That is much more efficient because, currently, the cars we own are parked for 95% of the time and cause a great deal of congestion in that process. Is the model of insurance that this Bill suggests going to be suitable for the ownership of fleets that we simply rent for particular times?
Automation is not going to be an overnight change. It will happen gradually but swiftly—but it will, of course, reduce the number of accidents, because the overwhelming majority of car accidents are due to driver error. The other aspect that the Bill does not deal with is the process of modernising road layout and smart signage and the issue of road safety. What are the Government proposing to do to prepare us for automated cars in that respect?
In Part 2 of the Bill there is a more engaged approach to creating the right infrastructure for electric vehicles. This is a field that is developing very rapidly indeed. It always costs less to run an electric vehicle but it is estimated that, by 2020, it will cost a comparable amount to an ordinary, conventional vehicle to purchase one up front. Range anxiety is still something that is with all of us who own them, and every long journey still needs careful planning. That is ironic, as everyone has electricity, but it does not seem to be available to all of us. The Bill contains some sensible ideas on developing a market, and I welcome in particular Clause 13 and the attempt at standardisation.
As usual, many organisations have been in touch with us, and it has been very informative, but I received one email complaining about Clause 10 and the requirement for large fuel retailers to provide charge points. I wondered whether the organisation sending us that email had considered to whom fuel retailers will be selling fuel in 10 years’ time if not to electric vehicle owners. That is called preparing for the future.
I have a couple of questions. First, on the use of data, it is reasonable applied to public charge points, but are the Government planning to make requirements on the use of my data if I have a charge point on my house, as indeed I do—and what do the Government mean by a charge point? Will the regulations distinguish between the different speeds? You can have standard and fast or you can have rapid, and fast is not as fast as rapid. I am sure that there are other sorts in future in a process of development. Are the Government sensitive to those technicalities, and will the regulations take that into account?
We need a wider approach to the development of charging points. It is not acceptable for electric vehicles to be owned only by people who happen to have drives. We need a very much wider strategy—this Bill does not provide it—to provide additional charge points. The Government should be looking at a planning process to ensure that all new developments provide such charge points. If not, when we look to the future, this Bill will already be out of date. We need to work together to improve it and make it future proof and still useful in 10 years’ time.
Lord Tunnicliffe (Lab)
My Lords, we on the Labour Benches are broadly supportive of this Bill. Our colleagues in the other place supported it the first time round, when it was part of the Vehicle Technology and Aviation Bill. The Government have said that this Bill is about getting ready for the changes that we will see in motoring over the next decades. We are told that 85% of car accidents are in some way due to human error, and automated vehicles have a huge potential to radically improve road safety, reduce human error in incidents, improve traffic flow and combat our air quality and pollution crisis. They could also broaden access to mobility for elderly, disabled and vulnerable people. This is all to be encouraged.
The key provisions in the Bill are welcome, but they seem to be just part of the story when it comes to preparing ourselves for transportation of the future. I wonder if the Government have thought ahead to the impact that automated vehicles might have on our already stretched infrastructure. If the cost, dangers and environmental impact of driving are brought down, how many people might drive their own vehicles, or be driven in their own vehicles, in 20 or 30 years’ time, rather than taking public or other modes of transport? That is something we should think about.
The Bill updates the regulatory regime around motor insurance, removing uncertainty for insurers and manufacturers for claims relating to automated vehicles. It also seeks to address the inhibitors to widespread take-up of electric vehicles. In doing so, it gives the Secretary of State a large number of secondary legislative powers in relation to standards for design of charging points and transmission of data, which I will return to in a minute.
While we broadly support its aims, there are areas of the Bill on which we intend to pose questions and suggest amendments. Clause 1 requires the Secretary of State to keep a list of automated vehicles. The definition is therefore in the hands of the Secretary of State, an issue which remains unaddressed as the Bill reaches your Lordships’ House. The Bill assumes that there is a clear distinction between a vehicle that is automated and one that is not, when the distinction may be more complex. The Government should make sure that they draw on all available expertise and consult before drawing up such a definition. We should not underestimate the size of the task of creating an appropriate regulatory environment for these vehicles. The history of creating a safe regulatory environment in transport is extremely grim. In virtually every mode of transport—aviation, railways or motoring—regulation has caught up with the need to secure safety only after multiple crashes. It is important that a well-resourced and thought-through approach is applied to developing these regulations. We have to recognise that high reliance on digital technology platforms is a very new area. My personal view is that the technology is pubescent: it is full of promise and deeply unreliable.
We welcome the Government’s action to facilitate automated vehicle insurance policies in the future but we need to ensure that changes to insurance processes in the Bill do not result in policyholders being left with additional costs and that there are clear lines of responsibility between manufacturers and insurers. With the introduction of new technology, we must ensure that we have in place cybersecurity measures against hacking. We do not want automated vehicles or charging points to become vulnerable or dangerous. As with other forms of software, automated vehicles will need to be updated and remain so to prevent safety risks. The Government should require automated vehicles to be up to date for the automated function to be used. They should also make clear how the large amounts of data stored in automated vehicles and their charging points will be shared and regulated.
There are currently 11,840 charging points for electric vehicles across the UK and only seven hydrogen filling stations. There are multiple charging point operators, each with their own plugs, software, customer charges and payment methods. If we are to increase the take-up of electric cars, we must make sure that charging points are universally standardised across the country. The Government should ensure that they assess the costs, benefits and feasibility of charging points so that we end up with a national network for both commercial and public use. We are glad that the Government have agreed to publish an updated strategy for promoting the uptake of electric vehicles by the end of March this year and look forward to seeing it in due course.
In making way for the number of electric vehicles on our roads to grow, we need to consider the effect this will have on the current workforce and the potential for a skills gap. Electric and hybrid vehicles need fully trained technicians and a recent study on behalf of the Institute of the Motor Industry showed that 81% of independent garages found it difficult to recruit technicians with the skills to work on such vehicles. Provisions must be put in place for mechanics and small businesses to upskill, so that we may prepare the workforce as we develop this new technology.
As I mentioned, Part 2 of the Bill is full of regulation-making powers for the Secretary of State. Regulations may impose requirements and prohibitions in relation to payments at public charging points, services and facilities available and the transmission of charge point data, to name but a few. We are concerned about the Government’s liberal use of wide-ranging secondary legislation and will examine the Bill more closely to see whether they are using such powers inappropriately. We look forward to hearing the view of the Delegated Powers and Regulatory Reform Committee on this.
We support the Bill but we are disappointed that it is not accompanied by a broader strategy to combat poor air quality and climate change. This is an important opportunity missed. The proportion of renewable transport fuels in the UK fell from 4.93% to 4.23% in 2015 and the Government are in danger of missing their legally binding renewable fuels target of 10% of transport fuel coming from renewable sources by 2020. Electric vehicles are one way for the Government to confront the air quality crisis that they are presiding over, but the Bill could have been a much more ambitious vehicle for tackling pollution and improving public health. We look forward to discussing these and other issues further with the Minister as the Bill progresses through your Lordships’ House. I am particularly looking forward to the many amendments promised by the debate this afternoon.
Baroness Sugg
My Lords, this Bill is an important piece of the Government’s broad programme of work to ensure that the UK continues researching, developing, manufacturing and deploying innovation in order to harness improvements in vehicle technology. I thank all noble Lords for their contributions. I think it is fair to say that there is more concern from noble Lords on the measures related to automated vehicles than electric ones, so I will begin by addressing those.
The noble Lord, Lord Campbell-Savours, and my noble friend Lord Lucas raised the question of legitimate handover. Transferring control of an automated vehicle from a human driver to the automated system will, of course, require a handover process which ensures that the vehicle is always under the control of either the driver or the automated system. We envisage that vehicle manufacturers will design that system so that it provides prompts to the driver, making them aware when it is legitimate for them to hand over control. We will need to ensure that a driver does not undertake a non-legitimate handover and tries to force the vehicle to take control when it is inappropriate or operate the automated system when it is not designed to be operated. If they do so, they may ultimately be liable for the consequences of those actions.
The noble Lord, Lord Campbell-Savours, my noble friend Lord Lucas, the noble Lord, Lord Tunnicliffe, and many other noble Lords raised the complex issue of software. It is not the policy intent or function of the Bill to provide the regulatory framework for safety and security standards of the software. That is being developed with international standards at the level of the United Nations Economic Commission for Europe and, domestically, as part of our ongoing regulatory programme. We are playing a key part in the United Nations Economic Commission and chair a number of its committees. Based on discussions with manufacturers, we expect that they will inform the owners of cars when a safety update to the vehicle software is needed. However, the overwhelming majority of these updates will be made automatically. The wording in the Bill places the onus on the manufacturer to communicate effectively about the need to install updates, but it is a complicated issue. As and when software updates are developed further, we will need to ensure that there is clear guidance on this for both manufacturers and vehicle owners so that it is clear where the responsibilities lie.
There are several factors which could influence the reason why a collision occurred. At this stage, we are keeping the process of determining liability as it is now, with the courts ultimately making judgments based on the facts. Under our proposals, the insurers will compensate the victim and be able to recover from the liable party, which could include the manufacturer or any other party. The three issues of legitimate handover, software and liability are examples of how complicated and complex this area is. I look forward to getting into the detail of it in Committee.
My noble friend Lord Goschen, the noble Lord, Lord Berkeley, and other noble Lords raised the issue of ethics. There are many important questions to be asked about ethics when driving. One of these is how drivers respond when a collision appears unavoidable. Right now, we expect drivers to do the best they can. Given that, as many noble Lords have highlighted, the majority of road collisions involve some form of human error, the advent of automation promises to reduce the number of unavoidable collisions. However, it raises additional question about ethics. As my noble friend Lord Attlee highlighted, with automation we can avoid the risks of novice drivers or someone driving impaired through drink, drugs or tiredness, but reduction is not elimination and at some point automated vehicles will be involved in unavoidable collisions.
We expect the automated vehicle will be able to identify where there is a pedestrian present but may well not be able to identify any more details around the pedestrian’s age or gender. We do not yet know about these details. When faced with such a collision, we imagine that the automated vehicle will be programmed to maximise safety, but, again, this is still being developed. We must address these issues publicly and transparently. Ethical issues were an important focus of the Lords Science and Technology Committee’s report, which calls for further government-commissioned social research. We are taking forward several actions from that report to help in that discussion.
My noble friend Lord Goschen also asked about the wider regulatory framework. I spoke about the Law Commission in my opening remarks. The noble Lord, Lord Berkeley, also mentioned that. I will give a bit more detail on that which may address some of the concerns of the noble Baroness, Lady Randerson, and the noble Lord, Lord Tunnicliffe. The Law Commission is undertaking a three-year programme to review the regulatory framework for road-based automated vehicles with a view to enable their safe deployment. Its task is to provide recommendations for a legal framework which can remain effective in the face of vehicles that may no longer require a human driver, and its work will be part of a national conversation on this important future technology. The commission is likely to consider how automated vehicles could fit within the existing regulation of public transport frameworks and look at on-demand passenger transport provision, a point raised by my noble friend Lord Attlee. Again, where ethical considerations are relevant, the Law Commission will highlight the choices which need to be made regulation-wise. It will avoid judging what may or may not be desirable ethical outcomes but will set out possible approaches to promote consistency and transparency. The review is being undertaken to explore the law relating to the deployment of automated vehicles in the United Kingdom and will consider changes necessary to provide a robust and future-proof legal framework to support the deployment of the vehicles. It will also look at areas such as civil and criminal liability frameworks as they apply in the context of automated vehicles, product liability, sellers’ liability, the law of negligence and criminal sanctions et cetera.
The noble Lord, Lord Berkeley, asked what data will be available from automated vehicles. My noble friend Lord Attlee highlighted the importance of ensuring that this data is available to all those who need it. The noble Baroness, Lady Randerson, and the noble Lord, Lord Tunnicliffe, rightly raised concerns about the safety of sharing this data from automated vehicles. These vehicles will generate a huge amount of data during their day-to-day operation. How this data is shared, and with whom, will have an impact on an individual’s privacy. This, of course, is an issue which the Government take very seriously. It is expected that the data recorders, like most new vehicle technologies, will be regulated at an international level. The international debate on what data needs to be collected beyond who or what was in control of the automated vehicle still needs to take place. As I said, we are actively engaged in the relevant discussions on that at the United Nations Economic Commission for Europe. We have also begun speaking to relevant parts of the industry to build our understanding of who will need to access the data, how it should be shared and how to manage concerns over privacy. We will continue this engagement as the technology develops. As the noble Baroness, Lady Randerson, pointed out, who actually owns that technology is an important question too.
Many noble Lords raised the issue of standards. I take this opportunity to reassure the noble and gallant Lord, Lord Craig, and indeed all noble Lords, that the Government take very seriously the approval process which ensures that all vehicles on our roads are safe for use. As my noble friend Lord Attlee pointed out, the Government already have the power to make regulations under the Road Traffic Act 1988, which could be used for automated and electric vehicles, but we certainly anticipate the need to legislate further to safely facilitate the deployment of automated vehicles. It is too early to legislate for standards at this time. As many noble Lords have pointed out, the development of automated vehicles is in its infancy and legislating too early or unilaterally may hinder our development of the technology and constrain our ability to steer consensus on international standards.
On additional regulation-making powers to cover automated vehicles as suggested by my noble friends Lord Borwick and Lord Lucas, that would indeed allow more flexibility in the future and potentially future-proof this legislation. I am used to being much more defensive when I am asking for Secretary of State powers, so I am very happy to take that suggestion away and consider it further ahead of Committee.
The definitions of “monitoring” and “safely” were raised by the noble Lord, Lord Campbell-Savours, and my noble friends Lord Selborne and Lord Borwick. It is, of course, imperative that we get these words right and that we do our best to avoid complex legal arguments in the future. I will take that issue away for consideration. I am very happy to meet noble Lords to discuss this further ahead of Committee, but look forward to discussing it further then.
My noble friend Lord Lucas makes another convincing case for automated vehicles on rail lines. I was very interested to discuss this issue with him recently and look forward to discussing it further as plans develop.
I turn to electric vehicles and the electricity system. The noble Lord, Lord Birt, and several other noble Lords mentioned managing loads on the system. Of course, more electric vehicles on our roads means that we will need more electricity to power them. Unmanaged, this could add to the pressure on power generation in the grid. However, the measures in the Bill are designed to allow us to manage future demand and control the cost to customers. The national grid predicts only a 10% increase in demand by 2040 from electric vehicles, which is around 6 gigawatts, and is confident that it can cope. In July 2017, the Government launched their smart plan which set out how the system, including new sources of demand from electric vehicles, can be managed more efficiently. The measures in the Bill are designed to relieve the pressure on the grid from electric vehicles charging during peak time. When drivers arrive home in the evening, they will most likely need their car to be charged only for when they leave in the morning. It is not necessary for this charging to take place during the evening peak time. Ideally, it will be shifted to the early hour off-peak times.
As my noble friend Lord Attlee highlighted, smart charging will encourage electric vehicle users to charge their cars at a time when it is most beneficial for both them and the energy system. This should be cheaper for consumers as well as reducing peak loads on the energy system. This is an important area, and I look forward to finding the YouTube clip illustrating this mentioned by my noble friend Lord Goschen. The noble Baroness, Lady Worthington, made a compelling case for smart charging. Clause 3 contains powers to make new charge points capable of monitoring energy consumption and transmitting that data. Clause 12 contains the power to require this data to be sent and made available to relevant third parties, so there is a lot in the Bill on smart charging, but again I look forward to discussing that further.
The noble Lord, Lord Berkeley, asked about freight. We want all road vehicles, not just cars, to be zero-emission vehicles. Personal use cars are perhaps more developed than haulage vehicles in this regard, but this is a key area which we want to support. We have funded £20 million-worth of innovation trials that have put around 500 low-emission vehicles into UK fleets of companies such as Waitrose, DHL and UPS. That funding has included supporting infrastructure. The measures in the Bill cover electric batteries and hydrogen fuel cell trucks as well as cars, but it will be interesting to see whether we can do more on that.
The noble Lord, Lord Brooke, spoke about the importance of extending the availability of charge points, as did many other noble Lords. The Bill provides powers to require the installation of public charging points only at motorway service areas and large fuel retailers. The idea behind that is that these strategic locations are particularly important to address anxiety about range for drivers on longer journeys. However, it is clear that we will need many more charging points across the UK in the future. The recent Budget committed us to place greater emphasis on locating charge points at rail stations. We have enhanced capital allowances to offer tax relief for companies to install recharging equipment. Noble Lords also mentioned golf clubs, which is a very good idea. We are looking at charge points being installed at supermarkets, hotels and retail centres. We shall consider adding the wider provision of charge points to the Bill but, as I said, currently the focus is just on the large fuel retailers.
As the noble Baroness, Lady Worthington, and other noble Lords pointed out, planning policy is an important tool in encouraging both residential and non-residential developments to bring charge point infrastructure into their thinking. Local planning policies are guided by the National Planning Policy Framework, which stipulates that developments should, where practical, incorporate charging facilities. In the Budget we announced additional initiatives. After the Grenfell review, the Government will update the building regulations to mandate that all new residential developments must contain the enabling cabling for charge points. The Government will also update road works guidance for local authorities so that infrastructure is installed when these works are happening anyway. Officials in my department are working on the details of these measures with our colleagues in the Ministry of Housing, Communities and Local Government; the suggestion made by the noble Lord, Lord Brooke, of working together with communities to deliver these charge points is good, and we will take that forward.
Lord Campbell-Savours
My Lords, have the Government ruled out at this stage a differential in the unit price for electricity used by someone to charge their car as against the unit price for electricity consumed in the home for, say, white goods, lighting and heating?
Baroness Sugg
I do not believe that that has been ruled out. I will come on to our strategy, which we will publish shortly; it will look at those kinds of issues.
The noble Baroness, Lady Worthington, made a number of wider and compelling points about transport emissions and how we can better influence investment decisions. I am afraid that I do not have time to go into those now or to begin to address them, but I hope that the noble Baroness will meet me so that we can discuss that further.
The noble Lord, Lord Birt, asked when we will publish our updated strategy, which will look at managing electricity and increasing charging points. We last set out our strategy on electric vehicles in 2013, so it is due an update. While our ambition that nearly all cars and vans should be zero-emissions vehicles by 2050 remains unchanged, obviously the market and technology have developed hugely since then, as the noble Lord, Lord Birt, pointed out. It is therefore right that we review the steps we need to deliver our ambition on this. We plan to publish the strategy by the end of March, and I hope that it will address many of the wider points raised today by the noble Baronesses, Lady Randerson and Lady Worthington, the noble Lord, Lord Tunnicliffe, and other noble Lords.
The noble Lord, Lord Berkeley, made the sensible suggestion that we should have one universal charging point. The shift to electric vehicles is being driven by the global automotive industry. The Bill does not set out precisely which charging connector could be used as the common standard in any regulation. However, it will allow technical specifications to be set so that drivers can be confident that they will be able to plug in and charge when they arrive at public charge points. I am afraid that I do not have the information about how many of these charge points are operational, but I will go back to see whether we can find that out. The noble Lord, Lord Brooke, is quite right that we must ensure that these all function as well.
My noble friend Lord Selborne and the noble Baroness, Lady Randerson, highlighted the importance of skills, and I agree that we must ensure that the UK has a suitably skilled workforce. Motorists with electric vehicles will clearly expect the same level of knowledge and customer service that they have come to expect in connection with conventional vehicles, and, as the noble Baroness, Lady Randerson, points out, it is important that we make sure that those trained in these vehicles are trained safely.
As a professional body for the automotive industry, the Institute of the Motor Industry is well placed to help government understand the challenge of ensuring that maintenance and repair is carried out in a professional and safe manner. There are already some level 1 to 3 qualifications in electric vehicle maintenance and repair, and between 30 and 50 UK colleges and training providers offer these courses. However, we can of course do more, and I will look closely at the suggestion made by the noble Baroness, Lady Randerson, on this. We recognise that this is a potential barrier for the uptake of electric vehicles and we are already taking steps to address this.
On the Parliamentary Estate—I wondered whether this would come up—there are currently only two charging points in the underground car park. A major project is under way to refurbish the car park, and around 80 car charging sockets are planned—10% of the planned car parking spaces—with the capacity to add more in the future. The car park refurbishment project started in the summer of last year and is due to finish in summer 2019.
Baroness Randerson
I add, as a piece of useful information, that in the underground car park there are also a lot of three-pin plug sockets, and you are entitled to park your car overnight and recharge it there using an ordinary plug. So the facility is there, but of course there is nothing in the House of Lords car park.
Baroness Sugg
Absolutely. I hope that the noble Baroness, Lady Deech, will be able to benefit from that and from the new charge points; as a pioneer of the new technology she certainly deserves to. However, I take the point that those are only for the underground car park and I will certainly follow up on whether we can do anything for the House of Lords car park.
The noble Baronesses, Lady Deech and Lady Randerson, and other electric vehicle users all highlighted the need for interoperability and access to these charge points. We recognise this, and the Bill has powers to address the inconvenience to drivers of carrying around lots of different means of access to the services, whether that is multiple memberships, regional memberships, access cards or unique applications. Obligations that the UK agreed to in the European Union alternative fuels infrastructure directive 2014 were implemented nationally in October and go a little way towards rectifying the current problems. That means that memberships or an advanced notice period can no longer be required before charge point access is granted, which should, we hope, assist in removing the necessity for multiple memberships. However, it does not remove the problem of a lack of consistency in the way consumers are expected to access different public charge points. Each operator remains able to determine whether access is by smartphone app, SMS text, phone number or any other method. As there are currently no statutory duties on operators, our only option is to take powers to legislate to ensure that drivers are offered a common method of access, and the Bill gives this power.
My noble friend Lord Borwick and the noble Baroness, Lady Randerson, raised the issue of hydrogen. The use of “public charging points” throughout the Bill includes hydrogen refuelling as per the definition in Clause 8—although, I acknowledge, not particularly clearly. These words are very much designed to cover hydrogen refuelling, but we will consider whether we can do something more on that in the Bill.
On the question of level 3 vehicles, raised by the noble Baroness, Lady Randerson, the Bill does not cover cars which are currently on the road; it is designed to cover only fully automated vehicles, or so-called level 5 vehicles.
My noble friend Lord Borwick and the noble Lord, Lord Tunnicliffe, raised the use of delegated powers. That is of course important. We aim to be as transparent as possible in the Bill as to what will follow in regulations. The Delegated Powers and Regulatory Reform Committee is considering our memorandum and is due to publish before Committee. Policy scoping notes are being prepared, which outline the policy intent, the proposed content, the approach to preparing the regulations and the indicative timings for each power, and we will make sure that these are available to Peers prior to Committee so that they can be properly scrutinised.
Time is running out: if I have not been able to answer all the questions raised today, I will follow up in writing. Noble Lords have highlighted the narrow scope of the Bill, which indeed addresses only specific issues in this area. However, as my noble friend Lord Goschen said, this is a first step but an important one. The Bill will help ensure that the UK is ready for the change coming in vehicles and mobility. I hope that the advent of automated vehicles will not lead to the type of world that the noble Lord, Lord Campbell-Savours, described. To use a term that is popular today, it sounded like a “Mad Max” dystopia.
The powers in the Bill will help us deliver one of the world’s best recharging networks to support the Government’s ambition for almost every car and van to be a zero-emissions vehicle by 2050. Looking to the future, the Bill brings forward an important step by providing an insurance framework for autonomous vehicles which will put the UK at the forefront of automated vehicle ownership and use when this technology becomes available.
As I said, I am grateful for the contributions from all noble Lords this afternoon, and for the knowledge and experience that will help to improve the Bill as it passes through your Lordships’ House. Many interesting points have been raised, and I will consider these carefully before the Bill reaches Committee.
Automated and Electric Vehicles Bill
Wednesday 9th May 2018
(6 years, 6 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 82-I Marshalled list for Committee (PDF, 133KB) - (4 May 2018)
Baroness Randerson
Baroness Randerson (LD)
My Lords, I am very pleased to see that we have, after several weeks’ delay, reached the Committee stage of this Bill. As I said in the previous debate, I welcome it. I was reminded, however, of its very narrow scope when I tried to devise some amendments which seemed to me useful and straightforward but seemed to the clerks, quite rightly, to be out of the scope of the Bill.
I understand the Government’s desire to deal with insurance as the low-hanging fruit of automated vehicles first of all. As we are told, however, that these vehicles will be on our roads in two to three years—and indeed as they are widely being trialled across the world and in parts of Britain—the Government, I fear, are going to have to run very fast to catch up on this issue given the pace of development of technology. I know that the Law Commission is looking at other aspects beyond insurance, at such matters as criminal responsibility and the wider issue of pedestrian and driver behaviour, but there is a serious danger of being overtaken by events. In moving Amendment 1, I want to concentrate our minds on the issue of vehicles manufactured and purchased or simply manufactured outside Britain and the importance of their being properly and fully reflected on the Secretary of State’s list.
The amendment’s intention is to ensure that this list is fully robust. Up to now, our insurance system has coped with imported cars simply because a car is a car. Whether a car is manufactured abroad and imported here prior to sale or manufactured and sold abroad and then imported into this country for use, either temporarily or permanently, this list has to be clear and comprehensive. How do the Government intend to ensure that the list is truly comprehensive? The world is a very big place, and we have a large number of people living in this country with links to other countries who might choose to import cars from abroad. There are also many hundreds of thousands of cars—indeed, millions—being driven on our roads that were manufactured abroad.
Amendment 2 stresses the importance of the Secretary of State’s list being aligned with definitions used in other countries—indeed, that goes for the whole Bill. The insurance industry has produced what it calls the 10 commandments, or 10 points, that a vehicle needs to adhere to in order to be considered automated. The United Nations Economic Commission for Europe, or UNECE, deals with global transport issues in relation to safety and is currently discussing international definitions of automation. I am told that the Department for Transport is taking a leading role in this.
The Society of Motor Manufacturers and Traders is concerned that the Secretary of State’s list should follow the internationally accepted criteria as spelled by UNECE and should not be just a UK-specific definition. For this reason, it is keen that this legislation should use the internationally accepted levels used across the world within the industry. These standards were established by the Society of Automotive Engineers International and are apparently used everywhere across the world.
The Government intend the Bill to apply to levels 4 and 5, but, as written, it could apply to some vehicles at level 3. I want to draw attention to a recent court case in which a man was prosecuted for driving a Tesla S down the M1 near Hemel Hempstead while sitting in the passenger seat—there was no passenger in the driver’s seat. He was on autopilot. That is described by Tesla as a suite of driver assistance features including traffic-aware cruise control, which assists with acceleration and deceleration, and auto-steer. Although the reports I read did not specify it, I imagine that the vehicle also has automated emergency braking, because that is quite common in a range of cars. That is level 3, but it meets the definition in the Bill at Clause 1(1)(b), that vehicles are,
“capable, in at least some circumstances or situations, of safely driving themselves”.
Clearly, the argument here is whether that was safe, but I fear that the Government might find themselves involved in a great deal of protracted court procedure on the definition of “safe” After all, level 3 cars are certainly on our roads.
If I go into a little detail about the difference between the levels, the Committee will see how narrow that difference is and how the Government’s definition in the Bill could be misleading. In level 3, the vehicle controls all monitoring of the environment. The driver’s attention is still needed, but can disengage from safety-critical functions such as braking. Many level 3 cars currently available require no human attention to the road at lower speeds. At level 4, a vehicle tells its driver when it is safe to be automated and when not. The vehicle is capable of steering, braking, accelerating, monitoring other vehicles and the road, and responding to traffic. It can determine when to change lanes and signal but it cannot cope with traffic jams. That is sometimes referred to as the, “mind off” level. At level 5, a steering wheel is optional—there is no need for a steering wheel—no human intervention is required and you do not need brakes or pedals. It is a totally new design of car.
I have gone into that in some detail because I fear that the Government’s definition of automated vehicles as being,
“capable, in at least some circumstances or situations, of safely driving themselves”,
is oversimplified. They need instead to rely on internationally accepted definitions. The reason the Society of Motor Manufacturers and Traders is concerned is that the levels are so well established and widely used across the world and within the industry that even if technology advances further, as it probably will, all they will do is add a level 6. It is rather inconsistent of the Government. I understand that they want some all-embracing definition that is not subject to change, but in the second part of the Bill, for example, which relates to electric vehicles, the Government are happy to refer to “fast and rapid charging”. That is the same kind of technological term currently in use—the current jargon.
I believe, and the Society of Motor Manufacturers and Traders also suggests, that this could lead to a blurring of definitions. It could lead to legal challenge and the Government could spend a lot of time defining what is safe. Amendment 33, in the name of the noble Lord, Lord Tunnicliffe, also deals with the definition of safe driving. I welcome it especially because it touches on the crucial issue of hacking: I am sure we will come back to that in later debates. I beg to move.
Lord Tunnicliffe (Lab)
My Lords, I shall speak to my Amendment 33 and comment briefly on the amendment of the noble Baroness, Lady Randerson. The debate today will cover several areas, but one of them will be safety and I shall speak more about that later. My amendment covers safety, and lights particularly upon hacking. This is not a controversial Bill as I see it: virtually all the amendments are probing amendments and I hate to say it to the Minister but I think the speaking part on this occasion will be principally hers rather than mine.
Clause 7 sets out the terms for when a car is deemed to be driving itself, or in automated mode. However, it makes no mention of what happens if the vehicle is designed or manufactured faultily, or if it is hacked due to a failure by the manufacturer to install adequate software safeguards. While we all welcome the opportunities that this new technology will bring, we also have to recognise that it will bring new risks. A lot of these risks will be around the software used and therefore may be harder to pick up than in a conventional vehicle. This is a good opportunity to put in safeguards to give protection around this area now, rather than later down the line.
The amendment tightens up this area of the Bill by setting out when an automated vehicle is capable of driving itself safely. This would give the driver protection with regard to liability if it was proven that there was a manufacturer’s fault or the vehicle had been hacked. The purpose of the amendment is to get a general debate started in relation to this area, particularly on the hacking element.
Lord Lucas (Con)
My Lords, with regard to Amendment 1, the noble Baroness, Lady Randerson, and I are in complete accord that the Bill is far too narrowly drafted. We have here a sizeable opportunity for the United Kingdom and one that is part of our industrial strategy, yet we are introducing a very narrow Bill for a very fast-moving technology, which will, as the noble Baroness pointed out, likely be outdated within a year or so, when we could be passing something which gives the Government a much broader remit to introduce rules and regulations to enable them to continue promoting this technology for some years to come.
I very much hope that we will manage to get agreement around the Committee that, if the Government do not table their own amendments to broaden the Bill, we will send it back to the other place with some widely agreed amendments which do that. It is enormously important that we take this opportunity because legislative opportunities are few and far between. It is unusual for this House to insist on the Government having more powers than they propose to take, but this is an occasion when we should consider that. I look forward to conversations with the Benches opposite to see if we can agree some way of doing that. I would be even more delighted if the Government were to come forward with their own proposals, but they have not yet shown any signs of doing so.
I hope that the noble Baroness will not press Amendment 2, because I think there is a large opportunity for level 3 vehicles as a replacement for trains on what are currently railway tracks. Let us imagine a large number of vehicles that will fit about eight people each running in place of trains; whether that is on the rails, which has advantages in terms of cost—both the energy cost of running a vehicle and the cost of maintaining the highway—or on a smooth surface on rubber tyres, which has advantages in terms of braking capability, meaning that you can run vehicles more closely together, seems an issue for the technicians.
If you used that space currently occupied by Southern Rail, in my case, on which the Government—because they own it—manage to run infrequent services at an average speed of 45 mph, for automated vehicles travelling at very safe intervals, perhaps two seconds apart, with individual vehicles stopping only at stations that the occupants wanted to stop at, probably travelling at 70 mph or 80 mph between stops, you would get a much better service. We would be able to get the Brighton main line back to the sorts of speeds they were used to in the 19th century; we might even be able to exceed them. For me, stuck down at the end of the Eastbourne branch, the service would be immeasurably better, both locally along the south coast and up into London. You would be able to reopen the second route from Brighton to London; the main route is frequently cut because of the age of the line and the difficulty of maintaining the tunnels—indeed, we are enduring two weeks of complete blackout this summer so that some work gets done on the tunnels.
There are all sorts of reasons why using level 3 vehicles—current technology—on the space currently occupied by Southern Rail would give everybody a much better service. You would not have to go for a scheduled train. There would be a vehicle there when you wanted to leave. There would probably be one leaving every minute. They would be faster and more reliable—because an individual vehicle, particularly if it is on rubber tyres, can just steer round your average cow which is what appears to cause the most frequent problems. You would not have these eternal delays caused by some minor obstruction on the line because that problem would no longer exist.
The advantages of this technology are known to the Government, Network Rail and other authorities. What we have all thought of as the disadvantage of being stuck with Southern Rail suddenly becomes the opportunity to have a really large network of autonomous vehicles, way ahead of anything else in the world and at a scale the rest of the world cannot match. It would provide a much better service than commuters and users get at the moment, probably at a lower cost, and a base for autonomous vehicle technology to work from in this country. I think it would prove enormously attractive to international business since it is very unlikely to be replicated elsewhere.
This is level 3 technology. You do not need anything more. You have a space where humans are not admitted. You do not need the sorts of capabilities a vehicle has to have to travel on the roads. Indeed, you might make these vehicles such that, when they got to a station, a human could take over and drive on. This technology might work. All sorts of things might work because you could try them as little add-ons to a large system. It would be much more efficient than what the Government are having to do at the moment—a whole series of minor experiments in little, confined areas, trying out different bits of technology without being able to integrate them properly. This is a really big opportunity, but it requires that we list and license level 3-capable vehicles because, even at this level, we need a proper amount of control over what is going on.
I like the amendment tabled by the noble Lord, Lord Tunnicliffe. We will have to be really cute in making sure that the software on these vehicles is up to date. One vehicle approaching another will have to know what software the other is using and, therefore, how that vehicle will behave in case of difficulty—such as a wheel falling off—so that they become predictable. To allow random collections of software, randomly updated, is just not going to work in an autonomous world.
As the noble Baroness, Lady Randerson, remarked in the course of her speech on Amendment 1, this Bill needs to be broader so that the Government can have the sort of powers they will need to regulate a fast-expanding industry, using as yet unknown technology. We need to give the Government flexibility. It is important that they have the tools necessary to make this industry succeed. I very much hope that this is something the Government will recognise in this Bill.
Lord Hunt of Chesterton (Lab)
My Lords, I was on the Science and Technology Committee and we discussed automated vehicles. After our session, I met some industrialists—people making and selling cars—in the context of automated vehicles. One of the things it was suggested that the Secretary of State might consider—it would come under Clause 1, referred to earlier—is that people purchasing vehicles, particularly those that are partially or wholly automatic, should understand the properties of the vehicle. There were some examples this year or last year when someone had a blackout and the vehicle took over control and moved them. So it seems that already some of these level 3 properties are not well understood by the people buying the cars. For some people, as I understand it, once you have paid by credit card or hire purchase the car arrives at your front door and off you drive. Even Tesla makes you have 95 minutes of training before you buy and use one of its cars. This is an area covered by subsection (1)(b) that the Secretary of State should be considering very strongly.
Lord Borwick (Con)
My Lords, I should first make an unusual declaration of interest: namely, an investment that does not exist at this moment but which will almost certainly be made in the next few days. I will have an equity interest in the Penso group of companies and become its chairman. Penso is a manufacturer of very high-tech carbon fibre parts for the automotive, aerospace and rail industries, and produces the Vito London taxi for Mercedes in Coventry. The investment is likely to complete in the next few days, making the interest declarable as its product is very relevant to the lightweight future of electric cars. I should explain that none of my amendments seeks to confer exclusive benefits on the company and that I am moving them because I believe them all to be in the public interest.
Unfortunately, the grouping of the amendments in today’s debate is slightly unusual and many groups contain amendments that do not naturally fall together. Some of my later amendments overlap with, and propose different ways of achieving the same ends as, the amendments of the noble Baroness, Lady Randerson. I apologise if the Minister has to repeat the same points in different sections.
Although I support the noble Baroness’s Amendment 1, we may yet hear from the Bill team that Amendment 2 is just not the way in which they wish to go with this definition. I must say that I believe that that is a mistake, because, although the Society of Automotive Engineers standards may change and the Government normally like to be in complete control of the definition, the choice here is between a vague definition that could be interpreted in different ways by different lawyers and an international standard developed by the SAE and adopted worldwide. Chinese vehicle producers will adopt the SAE regulations, as will producers all over the world. There seems therefore to be a great deal of merit in sticking to the worldwide standard rather than inventing our own because we believe that our choice of English will be so elegant that we can achieve it.
There are other ways of achieving the definition from those used in the Bill, and I will come to them in my later amendments. However, were the Government to change their mind and support the noble Baroness’s Amendment 2, I would immediately support it as well.
Lord Berkeley (Lab)
My Lords, I support the first amendment of the noble Baroness, Lady Randerson. It is important that we keep the scope of the Bill as wide as possible. The noble Lord, Lord Borwick, mentioned manufacturing in China. I suspect that by the time many of these cars and technologies have come on to the market, a very large proportion of the equipment will come from China anyway. There has to be some world standard—I am not sure which; we will come to that later—otherwise we will be in dead trouble. I also share the noble Lord’s concern about Amendment 2.
I was interested in the comments from the noble Lord, Lord Lucas, about turning railways into roads. We heard this before, about 30 years ago.
Lord Lucas
It was not about turning railways into roads; it ends up with turning roads into railways. It is just a different method of moving people on railways.
Lord Berkeley
I am grateful for the noble Lord’s explanation. It depends on whether the road is as defined in Clause 1(1)(a),
“roads or in other public places”,
on whether or not it will be a railway.
I want to point out that autonomous railways are happening at the moment. The centre section of the Thameslink railway is effectively driverless. It does not go very far—from Kings Cross St Pancras to Blackfriars—but it does not need a driver. Of course, a driver is there, but that is the state of technology on the mainline railways, and the underground railways and metros have done it for a long time. Whether the same number of passengers could be taken by these autonomous pods up a railway, road or whatever, compared with a 12-car train every two minutes with people standing is a debate we can have. But I am not sure that I would support widening this Bill to get that far.
I have also been studying a few issues related to the content of the Bill, and recently met the author Christian Wolmar who has written a book, Driverless Cars: On A Road To Nowhere. I recommend that the Minister and other speakers to read it; I am not going to give it away today. Without necessarily supporting what he says, there are issues relating to the human reaction to automation that are quite useful to study, including how close a vehicle can get to the one in front, and all the things we spoke about on Second Reading, which I shall not repeat today. It may take rather longer than some noble Lords think for all this to come about. We are certainly right to debate it now and to concentrate on common standards.
I certainly support my noble friend Lord Tunnicliffe. I think he was speaking to Amendment 8, which I did not know was in this group, but he made a good speech and I certainly support it.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, at the outset of this debate today on automated vehicles, I think it is helpful to set out what this Bill is trying to achieve. The provisions within the automated part of the Automated and Electric Vehicles Bill extend compulsory motor vehicle insurance to cover the use of automated vehicles when operating in automated mode, so that victims of an accident caused by an automated vehicle while driving itself will be covered by the compulsory insurance in place on the vehicle. The insurer would be initially liable to pay compensation to any victim, including to the driver who had legitimately handed control to the vehicle. The insurer then would have the right to recover costs from any liable parties under existing UK common law and product liability law.
The Bill therefore requires the Secretary of State to publish a list of automated vehicles which are,
“designed or adapted to be capable, in at least some circumstances or situations, of safely driving themselves”.
The purpose of this power is to allow manufacturers, owners of vehicles and insurers to know if the extension to compulsory motor insurance in this legislation applies to their vehicle. This will provide certainty to the automotive and insurance industries, as well as clarity to the public. The scope of the Bill applies to highly and fully automated vehicles only—that is, vehicles for which, when driving themselves, there is no monitoring or controlling role required of the driver.
This is broadly equivalent, as the noble Baroness, Lady Randerson, said, to levels 4 and 5, as defined by the Society of Automotive Engineers—the SAE—and does not apply to vehicles with lower levels of automated technology or utilising advanced driver assistance systems, no matter how sophisticated. It does not apply to level 3 vehicles, and the Tesla vehicle the noble Baroness mentioned would not be covered. We will come to this point later, but level 3 cars still require monitoring by a driver, so they are not fully automatic and are not covered by the Bill. It also only applies to automated vehicles that are or might lawfully be used on roads or in other public places in Great Britain.
I acknowledge the point made by many noble Lords on the narrow scope of this Bill. It was designed with a specific purpose in mind, and I look forward to hearing the views of noble Lords from across the House on the amendment from my noble friend Lord Borwick introducing more powers for the Government.
Regarding the first amendment of the noble Baroness, Lady Randerson, on the inclusion of vehicles manufactured and purchased outside Great Britain, there is already a long-established process, along with guidance on the GOV.UK website, which covers the permanent use of foreign-registered vehicles in the UK. As part of this process, any vehicle which drives on UK roads must already be type-approved. For temporary use of vehicles on our roads, through the Motor Insurers’ Bureau we operate a Green Card scheme—an international certificate of insurance to make sure that victims of accidents involving foreign-registered vehicles are covered. We think this process would be the same for automated vehicles and, therefore, do not think the amendment is necessary at this stage because all vehicles manufactured and/or purchased outside Great Britain will be covered by the existing text.
The Bill does not define automated vehicles by SAE levels, as proposed by the noble Baroness, Lady Randerson, in Amendment 2. This is because the SAE levels are generalised industry categories describing a broad capability, which could change over time. The type approval of an automated vehicle, the criteria of which have not yet been agreed, will not be carried out according to SAE levels of automation. Noble Lords may find it helpful to note that the UNECE working parties that set the international standards by which vehicles will be type-approved and used have rejected the SAE definitions because they do not meet the level of precision needed for regulation. Instead, they simply set out broad definitions.
The categories set out by the SAE are under continual revision. A direct link to the levels creates problems if the definitions move away from what is needed for the proper functioning of the Bill. I want to be clear: we are not rejecting the SAE levels. They are helpful, but they do not—the UNECE agrees with us here—meet the level of precision needed for type approval and regulation.
Lord Berkeley
Could the noble Baroness explain what she means by “manufactured in Great Britain”? She is aware of all the Brexit debates about certificates of origin, and that bits and pieces and components go right across the world and back again. What exactly do we mean by “manufactured in Great Britain”? Is it just the name on the front?
Baroness Sugg
Happily, the Bill covers vehicles manufactured in Great Britain and abroad: it covers any vehicle. I am afraid I do not have an exact definition, but I imagine that it is when the majority is manufactured in the UK. As I say, the Bill will cover all vehicles, wherever they are manufactured.
On Amendment 33, I am in complete agreement with the noble Lord, Lord Tunnicliffe, that we must ensure that all new automated vehicles are safe and secure for use in Great Britain. We have many amendments to come on that. We are working at the United Nations level to develop international requirements for vehicle manufacturers on both vehicle safety and cybersecurity. These standards, which are still being developed, will then form the basis of the type approval process which automated vehicles, like conventional vehicles today, must pass before they can be sold for safe use on British roads or in other public places, or get on to the Secretary of State’s list for insurance.
Based on the international UNECE standards, which the UK is actively contributing to, and our evolving domestic regulatory programme, we expect it to be very clear which vehicles, including their software, can safely operate in automated mode. We do not think it appropriate at this early stage to set too precise criteria.
Lord Hunt of Chesterton
You are still not explaining how people will understand and be informed of this. Is there no regulation for that? As I understand it, even manufacturers are conscious of this being uncontrolled. When you buy such a car, you do not know what kind of information you will have and how you are going to be taught about it. As I mentioned, British cars are being provided with little information, unlike the Tesla car. Even for that complicated car they apparently need an hour and a half or whatever it is for training. Is anything being done about that?
Baroness Sugg
As the noble Lord rightly says, for level 3 partially automated cars there is a training system in place before the vehicle is used. For levels 4 and 5 that is something we are working on. We have not seen these vehicles yet, but I agree it will be essential to ensure that people who use these vehicles are able to use them safely. That is part of what we will be looking at, as we put together the regulations.
We think that we need to maintain flexibility to ensure that all the vehicles relevant to Clause 1 can be identified and included in the list, so that we can give insurers the clarity over which vehicles require insurance.
On hacking, we are working with the UK security agencies, including the Centre for the Protection of National Infrastructure, and the new National Cyber Security Centre, to engage directly with industry, raising awareness and promoting best practice. Cybersecurity, including for automated vehicles, has been identified as a top priority in the national security strategy. Of course, it is essential that all parties involved in the manufacturing supply chain, from designers and engineers to retailers and executives, are provided with a consistent set of guidelines that support the industry. As part of this work, we developed, consulted with industry, and published in August last year the Principles of Cyber Security for Connected and Automated Vehicles, a guidance document for the automotive industry on good cybersecurity. Those principles are now informing the work that we do at UNECE level on the taskforce on cybersecurity, which is developing standards, practices, directives, and regulations concerning cybersecurity and their applicability to the automotive industry. We have also set up an automotive information exchange to promote sharing of intelligence and best practice for effective cybersecurity.
I very much agree with the intention of the amendment, but we think that both the safety and cybersecurity requirements of automated vehicles will be covered in future regulations, once agreed at this international level. I hope that, given those arguments, the noble Baroness feels able to withdraw her amendment.
Lord Tunnicliffe
The Minister made a very important statement at the beginning, so I want to make sure that I heard it correctly. I think that she said that the responsibility of the Secretary of State would be to list the vehicles that could safely be driven automatically or would safely drive themselves automatically on the roads. Does that mean that the Secretary of State will effectively be certificating these vehicles as being safe?
Baroness Sugg
The vehicles will be certified through the type approval process, following what has been agreed at international levels. That is what will decide whether or not those vehicles are safe. Once that type of approval process has happened, those vehicles will then go on the Secretary of State’s list, which is purely for insurance purposes, so that insurance companies and purchasers of vehicles can understand whether those vehicles require automated vehicle insurance. So it will be a separate process to the list on exactly how those vehicles are certified, which is what is subject to ongoing conversations at international level. We do not yet have those standards, but we are working towards getting them, which will certify whether a vehicle is safe. Given that, I hope that the noble Baroness feels able to withdraw her amendment at this stage.
Baroness Sugg
I am afraid that we do not have a specific timetable. Obviously, technology is developing all the time, and we do not yet have the technology available for type 4 and type 5 vehicles. We are working closely, as I say, at United Nations level, and are also working as part of that with both vehicle and software manufacturers to be able to define those standards. Given that we do not yet have the technology, we are not yet able to define the standards, so I am afraid that it will slightly depend on how things progress. However, we play a leading role in this and, as soon as these international standards are set, we will then be able to use them for our type approval for standards within the UK and declare it legal and safe for those vehicles to be driven in the UK.
Baroness Randerson
I thank noble Lords and the Minister for her comments, and particularly thank the noble Lord, Lord Borwick, for his support on the need for a more precise definition.
In response to the noble Lord, Lord Lucas, I clarify that I have specified levels 4 and 5 because that is what the Government have said that the Bill applies to. If the Government want it to apply to level 3 as well, that is fine. The principle is the need for a clearer definition; the use of levels rather than the definition is what I am suggesting.
The noble Lord, Lord Berkeley, asked how long it would take to get used to automated vehicles. If you drive a minibus, it comes as a bit of a shock to find that you are sort of on top of the car in front of you, in comparison with driving a car, when you expect to have a bonnet in front of you. We are getting used to new ways of driving. As I have mentioned before to noble Lords, I have an electric car, and that is a totally different style of driving. We will get used to it more quickly than perhaps some people think.
Lord Lucas
My Lords, can I argue against crisp definitions? We do not yet know what will happen. Maybe we can evolve a system where the ordinary car we use at home can switch into fully automated mode for, say, travelling around the railways, and then when it is not part of a railway, it will come off. Sometimes it is a car and at other times it is a rail vehicle. If we are to take a lead in this industry, we will need to continuously shape and reshape definitions. We do not want to be hamstrung by what we can think of now. I agree that we ought to share definitions around the world, but they ought to be based on technology as it evolves. It ought to be fast moving. We ought to equip ourselves with legislation which can move as the industry moves.
The noble Lord, Lord Berkeley, asked me whether there would be capacity constraints. No, there would not be; if you transfer to rubber wheels, you can manage much higher traffic densities because you do not have the braking distance problems, and you can fit with the current level of autonomous safety. I am not saying that one could manage high-speed lines, but Southern rail is all low-speed. The fast services on the London to Brighton line manage 45 miles per hour. If, with autonomous vehicles, you are managing to go 70 or 80 miles per hour, just by doing that you are doubling the capacity. Therefore there are no capacity constraints on using these routes for autonomous vehicles. It will probably be managed by Network Rail because you need the consistency, predictability and safety constraints that go with rail services. However, we are talking about much smaller vehicles and different technology—about providing a basis for the whole of autonomous vehicle technology to evolve. Under those circumstances, you have to move definitions to keep up with the technology.
Level 3, as I read the definition, seems to provide a pretty good base: there are times when the vehicle can be autonomous but then it gets to a point where it says: “Hang on, I can’t be autonomous here, I need the driver to take back control”. That seems to be the sort of technology you might well try to put on a rail service so that, without having to get to levels 4 and 5, you can provide room for individual vehicles to travel on the service and provide the connections that people want beyond a railway station. We do not know yet; we have not got there. We have to allow the Government the breadth of definition that will allow us to experiment and to lead the field.
Baroness Randerson
The noble Lord talks about looking at the future and says we have not got there. With all due respect, we have got there. I have been in a driverless car—technologically, they exist. They are being trialled in parts of this country and indeed across the world. However, the noble Lord is right that we are crystal ball gazing over exactly how they will be used. In what circumstances will we use them? Will we all own our own little pod or will we summon up a pod to collect us and take us to work, or whatever, whenever we wish it? There is a great deal of debate here; undoubtedly the initiative has already been taken by taxi companies, for example, in this area.
However, I return briefly to Amendment 1 and the points made about definitions. I am not slavishly devoted to levels 3, 4 and 5—or 4 and 5. If the Minister says this has been rejected, that is contrary to what I was told, but I am happy to go with what has now been accepted. The definition needs to be precise enough for this not to end up in a lot of court cases. I say that because the whole of this part of the Bill is about insurance; we all know that insurance is always mired in legal definitions, so the Government need to be on firm ground. Having said all that, I am happy to withdraw my amendment.
Baroness Randerson
Baroness Randerson
My Lords, removing the two words “or adapted” would mean that the Secretary of State’s list would not include vehicles manufactured for conventional driving and adapted for autonomous mode. Those involved in the motor industry regard the concept of adapting vehicles as extremely dangerous. The technology companies—the people who write and design the software for cars—also regard it as very dangerous. The point they make is that their software is specifically tailored to individual car design. The fact that their technology works safely in one car does not mean that it can be shoe-horned into another model, even a similar model.
The clause as written would include individual adaptations by enthusiasts, which would be a very uncertain path to go down. Indeed, if a car manufacturer decided to adapt a current level 3 model—for example, the Tesla S, to which I referred earlier—to a level 4 car, I am absolutely sure that Tesla, in line with standard motor industry practice, would call it the “Tesla S Elite” or something similar. It would be a different model and therefore it would not be an adaptation in the meaning set out in relation to the Secretary of State’s list. What I am really pointing out here is that the concept of “adapted” vehicles would narrowly include those adapted on a one-off basis by individual enthusiasts, and therefore it would not seem reasonable to expect the Secretary of State and the Department for Transport to have the expertise to know whether that was safe.
I want to refer briefly to Amendment 29, which is in this group and stands in the name of the noble Lord, Lord Tunnicliffe. A big section of it is very similar to the amendment tabled by Labour in the Commons to the Vehicle Technology and Aviation Bill. I congratulate the noble Lord on having managed to get this amendment accepted. I could not think of a way of doing it, but he has done very well.
Amendment 29 addresses crucial issues associated with the proper repair and maintenance of automated vehicles. In particular, it goes into detail on the need to establish properly accredited training schemes for those who repair and maintain them. Rather like the repair of electric vehicles, the process is totally different from traditional vehicle repair. I spoke at Second Reading about the need for a process similar to the old CORGI gas safety scheme. That was a highly respected, universally acknowledged scheme and came about as a result of the Government working with the industry. We need the Government to work with industry in the same way on automated vehicles, and I am very grateful that the noble Lord has raised it in his amendment. I beg to move.
Lord Tunnicliffe
My Lords, I shall speak to Amendment 29 in my name. I accept the noble Baroness’s congratulations on behalf of my staff—which is one quarter of a very able lady—who managed to get this past the Public Bill Office. The proposed new clause would protect insurers against accidents caused by vehicles repaired by unauthorised technicians. It would also require the Government to establish a scheme for the authorised inspection, repair and maintenance of automated vehicles by licensed and accredited technicians.
The automotive industry already relies on hundreds of thousands of individuals who support work on and maintain vehicles. As the technology develops, so too must the skills of those working on them. We are already aware of an existing skills gap in the industry. As the technology develops, that gap may well worsen but, as it stands, the Bill does not address a worsening skills gap. If we do not start planning for this now, we will be left with a huge hole in the support structures for these new vehicles.
I am of the generation where I was privileged at the age of 17 to buy a car for seven pounds and 10 shillings. The car was seven years older than me. It tended to go only about 10 miles before having to have its plugs cleaned and so on—which made courting my wife a bit difficult at times. But we were of a generation when the skill of looking after automotive technology was very straightforward, and widely understood by a large section of the population. Now I drive a Prius, and I would not dare touch anything on it. Not only is it unduly complex, but it could be very dangerous, with the very high voltages involved and so on. There is nothing I could do to that car that would do anything other than worsen its performance.
Lord Berkeley
My Lords, I support Amendment 29 in the name of my noble friend Lord Tunnicliffe. He is right about the need for such an authorised inspection regime, and in his worry about unauthorised repairs. The Committee may or may not be aware that a lot of trucks, and probably many modern trains and other big pieces of plant and equipment, are already remotely monitored. Where I live in Cornwall, outside the front door of the house is a 200-tonne gantry crane that operates on rubber tyres. It was manufactured in Italy and erected in Cornwall, and if the driver does the wrong thing, or the wrong person drives it, the people in Italy know exactly what is happening and they will stop it: they will prevent it operating. If it tries to lift 300 tonnes when it is capable of lifting only 250 tonnes it will be stopped, so that the equipment does not get severely damaged. That is very common, so my noble friend’s amendment is absolutely right. I hope that the Minister will see the need for some kind of scheme to cover at least the specialist equipment that will be in the vehicles.
I worry about Amendment 3 and the suggestion by the noble Baroness, Lady Randerson, about the word “adapted”. She said that adapting a vehicle would probably be done in a back yard somewhere, by somebody who probably would not know what they were doing, and could therefore be dangerous. That is certainly a worry. But the word “adapted” would also cover current vehicles adapted for people with certain disabilities—for example, if someone cannot use a brake pedal so there has to be a brake behind the steering wheel. I know we are talking about a different technology, but the word “adapted” will be difficult. I suggest to the noble Baroness that, if Amendment 29 were accepted, all vehicles, whether specialist, adapted or not, would have to be covered by the authorised “inspection, repair or maintenance”, so it would be better to go down that route rather than inserting the word “adapted”, as she suggests in Amendment 3.
Lord Craig of Radley (CB)
My Lords, I too have some difficulty with the word “adapted”. I understand that modern technology is more difficult to handle than when the noble Lord, Lord Tunnicliffe, and I were pulling our Austin 7, or whatever it was, apart. Nevertheless, you cannot totally slam the door on any form of cottage or other industry which was set up in order to help individuals to produce an adaptation of a particular vehicle. I do not support this amendment in the way in which it is drafted.
Lord Maxton (Lab)
My Lords, I too have some difficulty with this because I drive, I must confess, a Skoda. I am told that a brand new Skoda is built to my specifications when I order it, not before. It is not produced on a line but only when I order it and, therefore, each adaptation is my instruction to the manufacturer. Whether or not that is an adaptation I do not know, but we have to bear it in mind when considering this amendment.
Lord Borwick
My Lords, while I respect the opinions of the noble Baroness, Lady Randerson, the way that the automotive industry works is through a large number of companies of various sizes, some of which believe they have the only solution that makes a positive change to the industry. They may approach a big car company and try to persuade it that their creation of a level 4 vehicle software is better than that produced by Ford or General Motors. I do not think they will succeed, but they will want to try it out—and that process will involve adapting an existing vehicle. That would be much harder than it is at the present stage if the amendment suggested by the noble Baroness were accepted.
It is a reality of life that the world is filled with brilliant engineers who have their own suggestions. Some of them are nutters and some of them are geniuses, and it is only by trying out their suggestions that you can work out which one is which.
Lord Maxton
The noble Lord will remember that, when we were considering this issue in the Science and Technology Committee, it was suggested that one of the first uses of a fully automated vehicle would be in agriculture, with it going up and down a field. A story was told of a van suddenly appearing at the back of a field and the farmer going up to two men and asking, “What are you doing here?”. They said, “We are from Germany, and we are here because the big end on your combine harvester is about to go”.
Lord Borwick
The point is well made. It is an immensely complicated industry and, effectively, prohibiting adaptions would send it backwards.
On the issue of maintenance of these vehicles, there is a host of health and safety regulations which should cover many of the points raised. It is indeed extraordinarily dangerous to start dealing with high-voltage DC cables on the inside if you are not trained to do so. However, because of my interest in electrical vehicles in the past, I have gone through the training, the basic lesson of which is to stay as far away from it as you possibly can. It is extraordinarily dangerous, and I entirely support the training of people as proposed by the noble Lord, Lord Tunnicliffe.
Lord Lucas
My Lords, if we imagine a future with a lot of autonomous vehicles around, one of the things that such a vehicle needs to do is predict how other autonomous vehicles will react in particular circumstances—that is, if faced with a sudden unexpected obstacle, the priority will be to veer to the left, say. That knowledge can come only on the basis of a shared understanding of the software that each of them has and of the capabilities in terms of awareness of the local picture and the wider picture that are built into the vehicle. To allow those things to be tampered with by back-street garages and amateur electricians seems to me to go against the whole advantage of moving towards autonomy. Therefore I very much support what the noble Lord, Lord Tunnicliffe, is aiming at. I think we need really clear control of the quality of maintenance.
I can see what the noble Baroness, Lady Randerson, is aiming at in removing “or adapted”; we do not allow people to adapt Boeing 747s in a random sort of way. They might do it to trial things and have a bit of their own airspace to wander around in while they are doing it, but we should be really cautious in allowing widespread adaptation. Every adaptation introduces another complication that every other autonomous vehicle would have to be aware of. Adaptation should be confined to test areas and test tracks, and what appears on the public scene should be a well-understood, well-documented vehicle—and not too many different kinds, please.
Baroness Sugg
My Lords, I will first address Amendment 3, tabled by the noble Baroness, Lady Randerson, regarding the removal of “or adapted” from Clause 1(1). It may be that in the future vehicles could be adapted to be capable of driving themselves safely. It could also be the case that some future vehicles are designed to be ready for full automation at some point after their sale but not yet fully capable.
I do understand the concern around this, as we have not yet seen such vehicles in the marketplace, but, given that we cannot predict how these vehicles will evolve, it is important to ensure that we do not prematurely preclude such technology—or, as the noble and gallant Lord, Lord Craig of Radley, put it, slam the door on potential innovation. Happily, it would not be up to the Secretary of State or, indeed, the Department for Transport, to decide whether an adapted vehicle was safe. Whether it was a vehicle adapted by an enthusiast in their back yard, or with a software update from Tesla, it would be subject to the same type of approval process before it could be legally used on our roads. So I can reassure noble Lords that a vehicle with any such adaptation would be on the Clause 1 list—and therefore have insurance, and be on our roads legally—only if the adaptation was considered safe.
On Amendment 29, the noble Lord, Lord Tunnicliffe, is of course absolutely right to be concerned that automated vehicles meet appropriate safety standards and that the inspection, repair and maintenance of an automated vehicle is done in an authorised way. Motorists with these new vehicles will clearly expect the same level of knowledge and customer service they have come to expect for conventional vehicles. However, we believe that at this stage it is too early to develop a full training, licensing, and accreditation scheme for automated vehicles, or to legislate on how automated vehicles are inspected, maintained and repaired.
As I have said, the Bill is focused on ensuring a sensible insurance regime, and we do not believe that it is the right time to legislate further on maintenance in the manner outlined by the noble Lord, Lord Tunnicliffe, given that the UNECE harmonised technical safety standards have not yet been agreed for these vehicles. As I said in debate on previous groups, these conversations around safety standards are ongoing, with the UK actively participating in these important discussions.
Lord Tunnicliffe
Might the noble Baroness meet us half way by giving us an assurance that at an appropriate time such a scheme will be developed?
Baroness Sugg
I am happy to give the noble Lord that assurance. I think that, in order for the UK to remain a leader in the development and deployment of AV technology, we will of course need the right skills. If we are to secure an automated future we will need them in ongoing repair and maintenance as well as in design and technology.
We are working with the relevant technology and professional bodies on this issue, alongside the DVSA. We are also working with the Automotive Council on improving skills in the sector by developing new trailblazer apprenticeships and targeting areas where there are skills shortages, as well as co-ordinating work across the sectors. As the professional body for the automotive industry, the Institute of the Motor Industry is well placed to help the Government understand the challenges of ensuring that automated vehicle maintenance and repair is carried out in a professional and safe manner. We hold regular meetings with the IMI, at both official and ministerial level, to discuss the potential models of regulation that we will need for AV skills testing.
As I said, I understand noble Lords’ concern in this area. As the technology develops and matures we will consider such an accreditation scheme and what, if any, government intervention would be needed to ensure that we have enough skills to make sure that the industry can develop. We fully expect there to be other pieces of regulatory and legislative reform in due course as part of our wider programme.
While I can reassure noble Lords that the work on training and accreditation is progressing well, I am afraid—I feel I will be saying this a lot today—that, as the Bill concerns an insurance framework, we do not feel it is an appropriate place to include such an amendment. But I hope that the reassurances I have given on the work that is ongoing in this area, and that in due course we will be looking to implement such a scheme, will allow the noble Baroness to withdraw her amendment.
Baroness Randerson
My Lords, I accept that my Amendment 3 is a very simple and straightforward device. It was an attempt to approach one aspect of the safety issue. Amendment 29 is a much more complex and comprehensive approach. If Amendment 29 or something like it were adopted, there would be no need for Amendment 3.
I was trying to begin to talk about safety and to raise the issue that if you allow adaptations, the Secretary of State will have to devise a way to apply a wide and rigorous range of safety tests. Currently, if you build your own car in a garage you can test it pretty straightforwardly and take it on the road. You could be stopped by a policeman and you could take it to a garage and it would or would not get its MoT on a series of straightforward yes or no tests with no doubt about it. But, if we are talking about adaptations to autonomous vehicles, the danger in these adaptations will almost certainly be in the software, which it is very much more difficult to test. We have only to look back at the Volkswagen scandal. Volkswagen installed the so-called defeat device in the software of its diesel cars that kicked in only when it detected that it was being tested. It was therefore able to mask the true extent of emissions. That is a very complex operation. To test software we would have to go through very lengthy, all-situations style testing to make sure that a vehicle is truly safe. It is not just a case of putting your foot on the brake and saying that it stops quite quickly and it is fine.
Lord Berkeley
Would the noble Baroness be tempted to press the Minister to have a meeting on these issues before Report and come back with a much shorter text than Amendment 29 with the intention of covering these issues? I think that would give many noble Lords who have spoken in the debate quite a lot of comfort.
Baroness Randerson
The noble Lord, Lord Berkeley, puts forward a very good idea. I know that the Minister is always very generous in providing opportunities to discuss issues. We already have two issues that we need further information on. I am sure that there will be other amendments later where we will need a meeting or, at the very least, a fairly lengthy letter—but it would be better to discuss it.
I readily acknowledge that the approach taken by the noble Lord, Lord Tunnicliffe, is a more thorough approach to the issue of safety. With that, I beg leave to withdraw my amendment.
Lord Borwick
Lord Borwick
My Lords, we have here a portmanteau group of about three different subjects which have in common that they are all proposed by me, but that is about it. I will start with Amendments 4, 5, 6 and 7. These address the alternative to using the SAE definitions that the noble Baroness, Lady Randerson, and I think are probably the right solution to the problem.
The first amendment deals with the phrase,
“in at least some circumstances or situations”.
As has been mentioned, the Science and Technology Committee did a very good study on autonomous vehicles, let down, in my mind, only by the fact that we were not allowed to entitle it “Goodbye, Mr Toad”. This was supported by a large number of people because the phrase encapsulates one of the greatest advantages of autonomous vehicles: bypassing bad driving. In the future automated vehicles will drive better than human beings.
The phrase,
“in at least some circumstances or situations”,
will certainly open discussions as to whether some downright unusual vehicles such as agricultural autonomous vehicles will fall under that description. I fear that in the Secretary of State’s opinion, they will not, and somebody will undertake a judicial review as to whether the Secretary of State was right. The net result will be wealthier lawyers rather than a clear definition.
Similarly, the meaning of the word “safely” is very unclear. One man’s “safely” is another man’s “dangerously”. Putting such ambiguous words into legislation opens up the possibility of somebody’s saying, “That autonomous vehicle was involved in an accident; it therefore cannot have been driving safely. If it was not driving safely, it should not have been on the list, and is therefore not covered by the insurance that it was thought to be covered by”. I hesitate to say that putting in the word “safely” is dangerous, but it opens the possibility of a bunch of litigation which is unnecessary because the clause works without it.
I know that the word “safely” is part of the Government’s attempt to differentiate between what we would call level 3 and levels 4 and 5. It comes from the Government’s determination not to use those terms. If the Government were to change their mind on that, the need for subjective words such as “safely” would disappear.
Amendments 31, 32 and 34 deal with the meanings in Clause 7 of “being controlled” and “driving itself”. The Bill states that,
“a vehicle is ‘driving itself’ if it is operating in a mode in which it is not being controlled, and does not need to be monitored, by an individual”.
There is a lot of uncertainty as to what phrases such as “be monitored” mean. Amendment 34 tries to identify that more clearly. On Amendment 32, there is again some uncertainty as to what “an individual” means. Does it mean an individual who is licensed to drive that vehicle? Does it mean an individual who is capable of driving, with a driving licence, or one who is not drunk or fast asleep? There is a lot of uncertainty in these words. The Minister may say that the wording will be sorted out in the detailed regulations, but it could be changed to deal with such problems at the start.
On Amendment 35, “roads” has not been defined in the Bill and could easily be defined to tie up with the Road Traffic Act 1988 so that a creative lawyer does not come up with an alternative definition for their own benefit. I hope that all the amendments are helpful in clarifying the meaning of these phrases. I beg to move.
Baroness Randerson
My Lords, I went through the process of devising amendments with a lean approach to the wording. Once again, the amendments take a more comprehensive approach to the same issue I raised regarding the definitions. I understand the point made earlier by the noble Lord, Lord Borwick, about there being some overlap in the grouping of amendments. That is because this is a highly technical Bill and the aim of the amendments is not always obvious. In this case, the aim is clearly the same as the one I was approaching, and it underlines the point I made when speaking to my first group of amendments: that definitions will be central.
Many years ago, I was a justice of the peace. I sat through many motoring cases at a basic level in the magistrates’ court where clever lawyers spent ages examining the definitions of simple words. There were many cases where people avoided apparently obvious judicial process because of a definition. The Government need to look again at the definitions used in the Bill.
Lord Rees of Ludlow (CB)
My Lords, we should welcome these attempts to clarify the wording of the Bill, but I suspect that it is a more or less hopeless task to agree on it. I am surprised that the noble Lord, Lord Borwick, did not want to change,
“does not need to be monitored”,
because that is a subjective question. For example, if you are in a taxi, are you happy if no driver is there? If you are flying in a plane, it will be on autopilot most of the time, but are you happy if there is no pilot there who can take over and is monitoring? The question whether one feels the need to have someone there monitoring is ambiguous. To say that there is no need for someone to be monitoring is going to be very subjective. For that reason, I suspect it will be a very long time before level 4 or level 5 automation will be perfectly acceptable.
Lord Berkeley
My Lords, I want to speak briefly to Amendment 35. Having a definition of “road”, as suggested by the noble Lord, Lord Borwick, is essential. I know there are lots of different definitions of roads within the various road traffic Acts, but I happened to come across a case a few years ago where somebody who was driving a 4x4 on a road which did not appear to be a road within the definition of the road traffic Acts was arrested and charged with drink-driving. He was convicted in the end and it is quite clear, which I did not understand before, that that offence can occur anywhere—in a field, a factory, or anywhere else—because it is not particularly a road traffic offence: it is being drunk in charge of a vehicle. I do not know whether that will be reflected when we get to who is in charge of these vehicles, but it demonstrates the importance of having a definition of “road” where such legislation will apply.
Lord Lucas
My Lords, I think there is a difficulty with what my noble friend’s Amendment 4 proposes. There is no reason to suppose that we will not have vehicles that are dual-capable—capable of being driven by people and driven autonomously—maybe as part of the evolution to a fully autonomous system. I do not suspect that a farmer will want their Land Rover to be autonomous for a long time in the future, except when it is on a roadway and switching between two modes may become quite important. Therefore, a vehicle that is capable of switching between the two modes, and is therefore not always autonomous, will be an important part of the evolution to autonomous vehicles.
I also suspect that once a vehicle is autonomous, it will not ever be truly not in someone’s charge. If you have a set of vehicles which are essentially public vehicles—small buses, which are just picked up on the street and you take one to wherever you are going—some kind of alarm system will be necessary. There will probably be some oversight in case of a known problem: you will want to say, “Right, all vehicles within a particular radius shall slow down or stop because there appears to be some problem developing here”. Defining who is in charge of a vehicle where those capabilities exist will be quite problematic. This comes back to my wanting the Government to give themselves the flexibility to adapt the regulations as circumstances change, our knowledge improves and systems move.
The picture the Government paint of a Bill every year is just not feasible: government does not work that way. This sort of backwater gets a Bill every four years if we are lucky. We absolutely have to reckon that this Bill has to last the rest of this Parliament and probably the first year or two of the next. There is not the space in a Government’s life for off-centre Bills on a regular basis. The Bill is underpowered for the mission it sets out to achieve.
Baroness Sugg
My Lords, as I mentioned in the debate on the first group of amendments, the scope of the Bill applies only to highly and fully automated vehicles; that is, vehicles for which, when driving themselves, there is no monitoring or controlling role required of the driver. I appreciate my noble friend’s efforts to clarify the language in the Bill in this series of amendments. I will try to help with the definitions, although, as the noble Lord, Lord Rees, said, these terms are highly subjective.
On Amendment 4, it is anticipated that the first automated vehicles to reach the UK market will be able to be used in automated mode only in specific circumstances or situations. These could include instances where vehicles have been geo-fenced, and are therefore able to operate only in specific, defined areas, or systems that would operate only on motorways and other high-speed roads, or indeed in the way my noble friend Lord Lucas described earlier. These vehicles may not be capable of driving safely in all situations, so we believe it is essential that the wording,
“in … some circumstances or situations”,
remains within the Bill so that such vehicles can get on the Secretary of State’s list and get insurance.
Lord Maxton
The Minister keeps talking about “vehicles” and not “cars”. Vehicles are already being used in agriculture. They do have to go on roads, however; for example, to go from one field to another. Is that part of the definition?
Baroness Sugg
I know that this issue came up in the noble Lord’s committee. It is something we are looking at. Again, we will probably equate it to the existing situation with agricultural machinery: only if it needs to be lawfully insured at the moment will it need to be lawfully insured as an automated vehicle.
On Amendment 5 and the proposal to remove “safely” and Amendment 34 to define “monitoring”, as my noble friend said, the Bill uses “safely” to distinguish between vehicles with high or full automation, which are covered by the Bill, and conditionally automated vehicles, which are not. Conditionally automated vehicles need the human user to monitor their driving at all times. Highly and fully automated vehicles do not need such monitoring in automated mode: they can operate safely without it.
That is why we think we need “safely” in the definition in Clause 1 that highly and fully automated vehicles are,
“capable, in at least some circumstances or situations, of safely driving themselves”.
The definition of “driving itself”, given in Clause 7, is,
“in a mode in which it is not being controlled, and does not need to be monitored, by an individual”.
So the Bill covers vehicles that have been designed to be able to drive themselves—safely, with no monitoring needed, in at least some situations. Without “safely”, we think that the Bill would cover—incorrectly—vehicles in which the driving tasks are shared conditionally. However, I have listened to the arguments made in this and earlier debates and will look at the definition in the Bill and see if there is anything we can to do clarify it further.
On Amendment 6, it is certainly our intention that only vehicles that are considered safe at the time at which the list is made or updated are included. I will consider the arguments made today and see whether we can make a clarification here.
On my noble friend’s Amendments 7, 31 and 32 regarding control, we think there are risks in using more specific terms at this stage, given that we cannot predict how the technology will evolve. I ask noble Lords to take account of this point throughout today’s debate. It is important to utilise broad language at this stage. We have used general terms to reflect the policy intent in establishing the compulsory insurance framework. As the scope of the Bill applies to vehicles for which, when driving themselves, there is no monitoring or controlling role required of the driver, we do not feel that we need to further define “control” at this stage.
On the subject of roads, my noble friend Lord Borwick raised an interesting point in Amendment 35 —he was backed up by the noble Lord, Lord Berkeley—regarding the definition of “road” in the context of Section 192 of the Road Traffic Act. I think we can clarify this further to make it explicit in the Bill. I will look at tabling an amendment on that ahead of Report.
I have attempted to clarify the definitions here, but following the points made in this and earlier debates, I will look at the definition in Clause 1 to ensure it is clear that only vehicles that can be lawfully used in self-driving mode will be included in the list.
In response to the point made by the noble Baroness, Lady Randerson, in the previous debate, I will follow up this session with a detailed letter, as well as a meeting ahead of Report to discuss the issues further. Given these reassurances, I hope that my noble friend feels able to withdraw his amendment.
Lord Borwick
My Lords, I thank my noble friend the Minister for her comments. Clearly, a lot of conversations should take place between now and Report, and they should include a wide variety of Peers who have expressed an interest in the Bill. I look forward to those discussions. In the meantime, I beg leave to withdraw the amendment.
Lord Tunnicliffe
“(1A) The Secretary of State must consult on and publish the criteria that they will use to determine whether, in their opinion, a motor vehicle is designed or adapted to be capable, in at least some circumstances or situations, of safely driving itself without having to be monitored by an individual.(1B) The Secretary of State may not change the criteria under subsection (1A) until they have consulted vehicle manufacturers, insurers and other such persons as the Secretary of State considers appropriate.”
Lord Tunnicliffe
My Lords, before moving Amendment 8, I would like to reflect on the comment made by the noble Lord, Lord Lucas, that this backwater of transport gets a Bill only every two or three years. I think the Minister and I are locked in our fourth transport Bill in as many months. If you extrapolate from that, we will be here for ever.
Amendment 8 improves the Bill because it requires the Government to consult on and publish criteria for the definition of “automated vehicles” that will be used by the Secretary of State. The current drafting of Clause 1 puts the onus on the Secretary of State to define, in his or her opinion, what constitutes an automated vehicle without having to consult the sector. The Bill will be vastly improved if there is a requirement to consult and publish the criteria by which an automated vehicle is defined. It would also prevent the Secretary of State changing the criteria without consulting vehicle manufacturers, insurers and other such persons as the Secretary of State considers appropriate.
It is crucial for manufacturers, vehicle owners and insurers to know whether they are making, buying, loaning on or insuring an automated vehicle, and whether the scope of the legislation applies to their vehicle. There are concerns that the Bill, as currently drafted, leaves the Secretary of State with total discretion as to what is an automated vehicle. The amendment therefore provides greater clarity and will help the Government by ensuring that relevant persons and organisations would be sufficiently involved, allowing that to inform the Secretary of State’s list of automated vehicles. The additional clarity provided by the amendment would help create a more reassuring environment which encourages the development and uptake of automated vehicles.
I will just touch on the whole area of safety. I have spent a life in safety-critical environments. The first thing that does is give one an aversion to the word “safe” because it is used in a binary sense: things are either safe or unsafe. In practice, nothing is absolutely safe. In my experience, most regimes are developed by one of two routes. One is the “crash and regulate” route, which has served aviation quite well. Hundreds of aeroplanes crashed in the early days, and we have now got to a situation where regulation refined by those experiences has produced the safest aviation environment in history. The motor industry has also essentially been a “crash and regulate” environment. Crashes have occurred, other incidents have occurred, regulations have been developed and safety has generally improved decade on decade. But in other areas the Health and Safety at Work etc. Act 1974 criteria have been used; that is, pursuing the objective of reducing risk to as low as is reasonably practical. That is a much more philosophical approach.
I hope that in developing these criteria the department, in its participation in international discussions, looks at both approaches, particularly the philosophical, proportional approach. When we move into this automated phase, it will be like the beginning of motoring all over again. We will be in an entirely different environment. For decades, we have relied on eyes and ears to be our interface senses; in this situation, we will be trusting a whole new series of senses, and the possibility of multiple interface failures has to be very high. I hope the department will take this seriously and actively develop its skills in looking at this whole safety environment so that we can play an important role in getting the right regulatory regime for automated vehicles. I beg to move.
Lord Lucas
My Lords, I shall speak to Amendment 10. This amendment follows on nicely from Amendment 29 in the name of the noble Lord, Lord Tunnicliffe. We had a useful discussion on that. The noble Lord, Lord Tunnicliffe, made an excellent case for why we need a properly organised maintenance regime. My noble friend the Minister agreed and said that we would commit to legislate in due course. Why do we not legislate now? When we legislate for something such as a maintenance regime in a fast-moving area—as this will continue to be—we give the Government powers to create one under regulations. We do not specify it or try to pin it down with a lot of detail, because it is too fast-moving an area, too new and too unknown.
The only way we can ever legislate for something such as an Amendment 29 regime is by giving the Government the ability to create regulations. I do not see any reason why we cannot do that now. When the Government get to the point where they consider a maintenance regime is needed, there could be other primary legislation in the queue. It may take a year or two to get a slot, a year to get the Bill through Parliament, and then there is the whole process of producing and consulting on the draft regulations. It may take the Government two or three years to get to the point where they have a maintenance regime in place. If we give them the power in this Bill to create a maintenance regime if and when they think it is needed, the whole process will be much shorter.
This is an industry where we ought to be caring enough about the economy and the future of this country to be giving the Government a lot of flexibility in what they do. If we get to the point of autonomous vehicles being on our roads, we can anticipate that we will need to say something about their ability to deal with level crossings. I do not think that we would ever try to deal with that sort of thing in primary legislation. If we are going to give the Government that sort of power in secondary legislation, why not do it now?
It is absolutely clear that we are going to have to deal extensively with the way in which data is handled and shared. Again, whenever we choose to legislate, it will be in a fast-moving, fast-changing, unpredictable set of circumstances. We will give the Government reasonably broad powers to keep updating the regulations without primary legislation being required at each turn. I believe that we can frame those regulations now.
We are going to have to produce regulations that restrict the ability of autonomous vehicles to drive in particular ways in particular circumstances. Those will keep changing as the capabilities of autonomous vehicles improve, as our experience of them improves, and as the way in which we as a society choose to deal with them improves. We are never going to try to deal with that sort of thing through primary legislation. Let us make this a fast-moving, adaptable Government, in a crucial area for the economy, by giving them the power now. We know that we want up-to-date software. We have already covered that today. Let us give the Government the ability to make sure that that is the case.
We know that we have to provide for human/autonomous changeover. It is unclear what that will look like. It will continue to change and adapt as technology moves. Let us give the Government the power now to deal with those things. When we look at our practice in this House, we know that we are not going to pin the Government down with primary legislation. We know that we are going to give them a sensible set of powers to create secondary legislation. There is nothing we need to know more than we do now in order to draft the required legislation. I hope that the Government will take these powers voluntarily—but, if not, I think we should be prepared to insist that they have them. The Government will then be much more responsive to the needs of the economy in terms of pushing this forward and putting ourselves into a position where international companies choose to do part of their autonomous vehicle development here because the environment is right and adaptable.
I understand—and one can judge from the admirable brevity of the Minister’s replies—that this is not in current contemplation by the department. That is why we may need to insist on an amendment or two. In conversations between Committee and Report, I hope that we may be able to agree what such an amendment might look like. We must put ourselves in a position where we are seen internationally not as an environment where change is slow and difficult because it requires primary legislation but rather as one which is quick and adaptable because we have already made the necessary provisions.
Lord Craig of Radley
My Lords, I am speaking to my Amendment 11 is in this group—a probing amendment, again on the subject of safety. I noticed that the Delegated Powers and Regulatory Reform Committee considered a Department for Transport memorandum which stated that,
“the Secretary of State will need to have regard to whether vehicles or types of vehicles have met international or domestic standards on the safe functioning of automated vehicles that will need to be met before the vehicles can lawfully be used on the roads”.
It went on to say about safety requirements that they were,
“likely to be recorded in a vehicle’s registration document”,
and,
“could therefore be identified either by type … or by reference to information in the registration document”.
Does that not overlook other essential safety requirements, such as the one I mention in my amendment—an MoT of the vehicle after so many years since new? Will the addition of greater and greater computer control and software mean that the current three years since new and yearly MoT thereafter will still be sufficient?
My amendment, and the much more comprehensive considerations mentioned by the noble Lord, Lord Lucas, and by other noble Lords about safety requirements, suggest that, for a vehicle that is included on an approved list, there will be additional safeguards to consider before it can be legally insured for on-road use. I instanced an MoT as just one example of a safety issue that may have to be considered for the vehicle to be listed. Alternatively, can the Minister confirm whether existing or additional safety regulations may be required and are to be introduced in parallel with the Bill before a fully automated vehicle is insured for on-road use?
It is perhaps worth mentioning at this point that some test of competence might be required of the owner-occupant of a driverless vehicle. How might this bear on the issue of insurance cover for the individual in or in charge of the vehicle? I noted that a recent report, which the noble Baroness, Lady Randerson, mentioned, suggested that, even if the vehicle is travelling under automated lane control, for example, as is possible today, the driver’s seat has to be occupied and the occupant is responsible for retaining ultimate control of the vehicle, maybe without even briefly letting go of the steering wheel. From the Minister’s opening remarks, though, I now understand that this level of vehicle automation is not to be covered by the Bill. How then are the insurance arrangements for these types of vehicle to be taken care of—or are they already taken care of by existing legislation?
The departmental memorandum that I mentioned says that the Secretary of State’s decision is administrative in nature and so could be open to judicial review. In respect of introducing new technology, this could be a troublesome legal minefield, as the noble Lord, Lord Borwick, has already mentioned. So I should be grateful to hear from the Minister about her department’s thinking on these safety issues.
Baroness Worthington (CB)
My Lords, I support Amendments 8 and 10 and the associated Amendment 22. I feel that I need to declare my interest as I am an employed member of the Environmental Defense Fund Europe, an advocacy group that promotes solutions to climate change and air quality.
While I am speaking to this part of the Bill, it is fair to say that my interest lies in Part 2, but I feel that the Bill ought to be seen in its entirety as a tool that the Government can use to reach their aspirations to see a huge transformation in the transport sector. We are anticipating and looking forward to the publication of the government strategy, Road to Zero. We hope it is a road to zero, not a road to nowhere; I hope it contains ambition. We hope the narrow parts of the Bill are stepping stones and that additional policies and consultation will be launched with the document, which we hope we will see before Report.
Amendment 8 in the name of the noble Lord, Lord Tunnicliffe, covers a very important aspect. I hope and suspect that the Minister will be able to reassure us that the consultation will indeed be forthcoming in the documents that we expect from the department. It is really important that we have that debate about how we are helping the Secretary of State to ensure that he or she is drawing on the very best information available, as this is quite a complex and technical area. There must be wide consultation on definitions in order for this list to be relevant and useful for every part of the community, including the insurers but also the users of the cars.
On Amendment 10 and the associated Amendment 22, many of us have been playing a game with the clerks in order to enable us to have a debate that is broader than the clauses before us. The short title of the Bill appears very wide but when it comes to it we are allowed only a very narrowed-down debate. I have put my name to Amendment 10 just to be able to talk about standards for autonomous vehicles. I understand that the nature of our debate, because it is linked to insurance, means that it has been mainly about the fear of accidents and safety, but there is an important additional element to autonomous vehicles, which is their environmental value. If we do not consider this at the outset then there is a chance that, no matter how well meaning we are in encouraging the use of autonomous vehicles and transport as a service more generally, we could see a period when these vehicles are overlapping with existing vehicles and we see more congestion, higher quality impacts and indeed greater impact on climate change.
I have a question for the Minister. Clause 1 of the Bill says:
“The list may identify vehicles … in some other way”.
When considering the list, could we interpret that as meaning we will have additional information about the environmental impact of these vehicles? There is an assumption that autonomous vehicles will be cleaner—and indeed that they will be electric, which would speak to both parts of the Bill—but there is no requirement or necessity for that to be the case. In the setting of and consulting on standards for these vehicles, could we include from the outset environmental standards that mean we do not have unintended consequences? Through our efforts to boost this industry, see inward investment and create jobs and financial flows, we do not want inadvertently to encourage lots of highly polluting vehicles using as many cheating devices as software engineers could come up with, in delivering the service through autonomous vehicles. We saw this in our drive to try to increase the efficiency of vehicles that has led to a big push to diesel.
Lord Borwick
My Lords, I have been surprised by the Bill and the discussions on it because it is fairly unusual to find circumstances where there is the kind of debate that will happen on the next set of amendments about “must” and “may” regarding what the Government can do. Normally the Government suggest that the wording should be that they “may” do something while Back-Benchers push for it to be that they “must” do something. Here we have entirely the reverse of that problem. Similarly, when my noble friend Lord Lucas proposes that the Government should have the right to regulate on safety standards—I have a similar amendment coming much later—normally it is a matter of the Government wanting to have the powers to regulate and the Back-Benchers suggesting that they should not. Here again we have the reverse of that standard, but this is a new industry and perhaps we have new ways of legislating for it.
The points that my noble friend Lord Lucas and the noble Baroness, Lady Worthington, make are entirely right: we need standards. However, I think so many things are happening with this that the power to make regulations should be wider than just in respect of standards. That is why I have tabled Amendment 30, which will be dealt with towards the end of our debate today. I support my noble friend’s amendment as far as it goes. I think my amendment is slightly better than his but we can deal with that problem later.
Baroness Sugg
My Lords, I fully appreciate that we will see fast-moving technological developments in this area in future. With that in mind, I understand the intent behind noble Lords’ amendments on safety criteria and standards. It is going to be critical to ensure that automated vehicles are safe for effective deployment on UK roads. As the noble and gallant Lord, Lord Craig, rightly points out, their safety will also need to be maintained throughout the vehicle’s lifespan, as is the case for conventional vehicles today.
There is a long-established process in place for setting vehicle standards, which we have touched on before. The UNECE’s World Forum for Harmonization of Vehicle Regulations is tasked with creating a uniform system of regulations for vehicle design in order to deliver high levels of vehicle safety and environmental protection and facilitate international trade. These UN regulations, of which there are over 140 in number, contain the provisions for vehicles, their systems, their parts, their equipment related to safety and environmental aspects. So they provide the legal framework, allowing member countries such as the UK to establish harmonised international-level UNECE regulatory instruments concerning motor vehicles and motor vehicle equipment. They include performance-oriented test requirements as well as the administrative procedures. The latter address the type approval of vehicle systems, parts and equipment, the conformity of production and the mutual recognition of the type approvals granted by member countries.
The standards by which automated vehicles will be approved safe for sale and use are still being discussed internationally at this UNECE working group, where the UK plays a leading role. We expect them to follow the way in which conventional vehicles have been judged safe to use. I will certainly look carefully at the words of the noble Lord, Lord Tunnicliffe, to help inform our approach in those negotiations. We work with bodies such as the International Organization of Motor Vehicle Manufacturers, which participates in these discussions in a consultative capacity. We think that this is likely to form the basis of the type approval process which automated vehicles, like conventional vehicles today, must pass to be sold for safe use on UK roads.
Based on international standards and our evolving domestic regulatory programme, we expect it to be very clear which vehicles, including their software, can safely operate. The vehicles approved as safe by type approval will then go on to the list, so that our domestic insurance framework is clear which vehicles need which insurance products. The Clause 1 list of automated vehicles will not be the mechanism by which automated vehicles are regulated in relation to safety and security. That will be governed by future laws and technical standards, which we expect to be developed with the appropriate level of scrutiny and consultation, just as current road traffic laws and vehicle standards are developed.
On the important point raised by the noble Lord, Lord Tunnicliffe, about consultation, these changes to domestic legislation, including road traffic laws and vehicle requirements, will generally undergo public consultation and have impact assessments carried out. They are subject to parliamentary scrutiny when amending legislation is laid in the House. Throughout the development of our policy in this area, we have consulted closely with industry. Given the understandable interest in this new area, we fully expect there to be full consultation when we see the regulations appear for automated vehicles. So I agree with the intention of the noble Lord, Lord Tunnicliffe, to consult on the standards that will be set for automated vehicles. That is something that we plan to do, but I am again afraid that I cannot agree that this Bill, which relates to insurance provision only, is the right place for it.
I fully expect that future regulations for automated vehicles will cover many of the points in Amendment 10, including environmental issues, but we think that legislating in any way further, in the absence of the more detailed knowledge of the ultimate international design standards, risks us regulating ineffectively, potentially creating barriers to the use of this technology in the UK and therefore impeding innovation.
As the new technologies reach the point of market readiness, we will be able to set and define the standards, both internationally at a UNECE level and, depending on the outcome of the international discussions, domestically as part of our ongoing regulatory programme. As I have said, we fully expect this to be subject to full consultation.
Baroness Worthington
I wanted to ask the Minister whether she thought there was value. I understand that there will be lots of ongoing discussion, but there may be value in taking some enabling powers now so that we can move forward quickly. This is quite a competition among many nations, and it would be a great shame if we were to lose this parliamentary opportunity to take some enabling powers now.
Baroness Sugg
I agree with the noble Baroness that this is a fast-moving industry, and we absolutely want to position ourselves at the front of it. As my noble friend pointed out, I am in an unusual situation of being offered powers to Government. This is a narrow Bill, which I acknowledged at the beginning. We have been trying to ask only for powers which we know how we will use in the future. We have an amendment from my noble friend coming up on that, and it has been interesting to hear people’s views. At the moment, the Bill is focused entirely on insurance, but I will be interested to hear views from everybody around the House ahead of Report.
In Amendment 11, the noble and gallant Lord, Lord Craig, is right to be concerned that vehicles must meet the appropriate safety standards, both before they are sold and to ensure their ongoing roadworthiness. They are important issues that will require attention from the Government, and we certainly expect safety throughout the vehicle’s life to form the basis of future regulation. We do not yet know, because of the technology, the timescale to expect for regular vehicle checks. As the standards have not yet been set, I am afraid that we are unable to introduce those detailed regulations at this time and in this Bill.
Lord Craig of Radley
On that point, the Minister says that the Government cannot introduce regulations at this time. Will it be primary legislation to do that, or does existing legislation give them the opportunity to produce regulations as and when required?
Baroness Sugg
Under the construction UNECE regulations, which are how we deal with conventional vehicles, we are able to introduce regulations, which is a potential future for automated vehicles. We have asked the Law Commission to do a far-reaching review on our regulatory framework for automated vehicles. That is designed to promote the safe development and use of automated vehicles, identify areas in the law that may be barriers to the use of automated vehicles, and propose potential solutions. One of those barriers was that we did not have an insurance framework, and those vehicles could not be insured. That is the purpose of the Bill. We are working with the Law Commission to understand where we need to make further primary or secondary legislation. As and when appropriate, the Government will come forward with legislative and regulatory proposals, and will absolutely consult on the detail.
I turn to the role of the insurer and my noble friend Lord Lucas’s Amendment 22. It is the policy intent of the Bill that it mirrors existing processes as closely as possible without making complex legislative changes to the existing framework. A vehicle is insured if there is in force, in relation to the use of the vehicle on a road or other public place in Great Britain, a policy of insurance that satisfies the conditions in Section 145 of the Road Traffic Act 1988. It is the contractual obligation of the insured person to provide accurate information to the insurer. Failure to do so may result in the policy being voided.
I understand that there is concern that we are proposing an insurance framework before we have agreed the safety standards, and before we are sure how we will regulate for those, but as I said, the Bill is designed to enable insurers to begin developing new insurance products, in response to a request from the insurance industry. We want those insurance products to be developed now so that it will encourage further investment and research in automated vehicles in the country—something I am sure noble Lords are in favour of.
I hope that these words have assured noble Lords that there will be comprehensive safety standards, which will be informed by consultation, to ensure that only automated vehicles that can be used safely will be placed on the list. Again, I am afraid, as the Bill is solely considering a list in relation to the insurance framework and not these safety standards at this stage, I hope the noble Lord feels able to withdraw his amendment.
Lord Lucas
My Lords, before the noble Lord deals with his amendment, may I say that I am sad that I was right that the Government are determined to keep the Bill within its current scope? They are missing considerable opportunities in regard to my noble friend’s description of what the Bill would do: enable the insurance industry to develop new products, and enable us in this aspect to be ahead of the game and part of the international conversation. She talks about the advantage of legislating now, but the Government will not legislate now in other areas where they could simply and where I think the House would be inclined to give them quite wide powers to get on in this area. I am disappointed that the Government are taking this action. If I find opportunities beyond today to do something about it, I look forward to taking them.
Lord Tunnicliffe
I thank all noble Lords who have taken part in this debate. I shall study the Minister’s response with great care, and I look forward to possible contacts between now and Report, and will decide whether to table further amendments then. In the meantime, I beg leave to withdraw my amendment.
Lord Borwick
Lord Borwick
My Lords, as I mentioned a moment ago, in tabling these amendments, I felt that the legislation imposes an unnecessary and potentially damaging duty on the Secretary of State that he or she “must” produce a list. Governments hate being told that they must do something. It is normally a case of taxpayers “must” do something, but rarely Governments.
It seems ironic that Back-Benchers are offering amendments to say the Government “may” do something, but the Government themselves are insisting that they must. What if, through some administrative or IT failure, the Secretary of State did not produce a new list every time there was a single addition? I am assured by the Bill team that the mechanics of this list are such that there will be automatic updates with subsequent publication, and that the DVLA will act on behalf of the Secretary of State to ensure that it is not the imposition I suggest it might be. However, I still believe it important to note that, if lists are produced, they should include the vehicle registration. This is why I propose a detailed new clause in Amendment 12.
Lord Berkeley
My Lords, I entirely agree with the noble Lord, Lord Borwick, about “must” and “may”. It is interesting that the Government like to put “must” on its own. I am sure the Minister will have a view on that.
I have a short comment on Amendment 12, which is in this group. I support it. The Minister may say it is too early but, if you are going to have a written notice under proposed new subsection (2), surely the documentation, certificates or anything relating to not only the vehicle but the software, control system and everything else should be included.
Baroness Sugg
My Lords, I am sorry to disappoint my noble friend on further regulatory powers in the Bill. As I said, I would be interested to hear views from noble Lords from across the House on further regulatory powers later but, at this stage, we are just not ready to make further regulation. That is why we have not asked for the powers.
The purpose of the list in Clause 1 is to allow manufacturers, owners of vehicles and insurers to know if the extension of the compulsory motor insurance in this legislation applies to their vehicle. The aim is to provide certainty to the automotive and insurance industries, as well as clarity to the public. As I have said, the list itself is not a mechanism to approve which vehicles are safe to use. This will be determined by future regulation, most likely based on international standards. The list in Clause 1 is simply to inform the insurance industry which vehicles require automated vehicle insurance.
My noble friend Lord Borwick’s Amendment 9, which replaces “must” with “may”, would imply that preparing, updating or publishing this list might be at the Secretary of State’s discretion. We believe it is right that the Bill imposes a duty on the Secretary of State, who “must” ensure that the list, comprising any vehicle that may lawfully be used when driving itself on roads or other public places in Great Britain, is published and kept up to date. If the list is not updated, people may obtain the wrong type of insurance, leading to difficulties for victims in securing compensation quickly and easily. As I said, this aims to provide certainty.
In order for the Bill to deliver the insurance framework that it is intended to—this is after consultation with the insurance industry—it is important to maintain the list as a duty on the Secretary of State. Perhaps this is something we can discuss further before Report.
Amendment 12 concerns the duty of a manufacturer to notify the Secretary of State. I understand my noble friend’s intention but, at this stage, it is not appropriate to legislate in this regard. There are already existing processes in place when registering a vehicle or notifying changes regarding a status of the vehicle, and we are working with the DVLA on how to replicate these processes for automated vehicles. We have yet to complete that work, so we do not feel it is the right time to legislate in this regard. I hope that, given this explanation, my noble friend is able to withdraw his amendment.
Lord Borwick
“(a) damage is caused by an automated vehicle when driving itself,(b) the vehicle that caused the damage is insured at the time of the accident, and”
Lord Borwick
My Lords, we have reached halfway through the list before us today. This is a discussion about the difference between accidents and damage. I feel that, sometimes, the legislation as drafted moves fluently between the words “accident” and “damage”. I fear that that is open to misinterpretation, as an opportunity, by lawyers in the future.
It is critical that “caused” be defined in this Bill. A lack of a test of cause of an accident or damage to a person or vehicle will lead to years on end of appeals in cases. The Bill therefore has the opportunity to provide for a measure against a reasonable standard. The focus should be on what or who caused the damage, rather than the accident causing the damage. By doing this, the Bill could be a world leader in clarifying such a test, as has never been done before. We must accept that the public are nervous about this new technology, and the Bill should clarify what happens before, during and after an accident. It will clearly demonstrate that we have the citizen at the forefront of our minds.
The problem of leaving “caused” undefined is that, in so many processes, the Ministry of Justice is trying to reduce the amount of litigation. As has been mentioned by the noble Baroness, Lady Randerson, the magistrates’ courts are filled with motoring cases of liability for damage caused by somebody’s unreasonable behaviour. If we are careful with the drafting, we could help reduce that litigation in future. Therefore, I beg to move these amendments.
Baroness Randerson
My Lords, I wish to speak to my Amendment 17. I am grateful for the support of the noble Lord, Lord Borwick, on this. The key issue is what sort of standards we can expect from automated vehicles. We are told, as has already been said, to expect far higher standards and few accidents. The estimate is an 80% reduction in the number of road traffic accidents once automated vehicles are fully established. After all, we know as humans that even very good drivers sometimes have a bad day, and we are not all very good drivers, but automated vehicles should always be on the ball. However, undoubtedly there will still be accidents, especially during the lengthy transition period, when some cars have drivers and others do not. There are even worrying tales of some pedestrians, in areas where automated vehicles are being trialled, playing chicken by testing how close you can get to the cars by stepping out in front of them, to see how quickly they will stop.
Legal advice we have received indicates that under the Bill as drafted, the insurer would be liable when an accident happens, even if damage is not caused or the damage caused is not the fault of the automated vehicle. My Amendment 17 would lower the standard by which the automated vehicle is judged to that of a reasonable driver. This, of course, removes the double standard the Bill would create—that an automatic vehicle is always safer than a manually driven car. It would therefore lower the burden on insurers.
I am not entirely sure about the term “reasonable” driver; I wondered whether “competent” might be a better word, but I was assured that “reasonable” is an accepted legal term and would be understood. I have tabled this simply as a probing amendment because we need clarity from the Government. After all, millions of insurance policies will rely on this Bill and the structure it creates. The Government have written the Bill expressly to prepare the insurance market for AVs, so it is vital that we have clarity on how the Government view the system they plan to create.
The amendments proposed by the noble Lord, Lord Borwick, in this group, replace “accident” with “damage”. This is an issue of technical legal terms, on which I would welcome clarification as well. I am very pleased to see that he has tabled his amendments.
Lord Borwick
I should perhaps earlier have declared my interest as chairman of the advisory board for the Gateway autonomous vehicle in Greenwich project, which has done a lot of work on the subject that the noble Baroness, Lady Randerson, mentioned—the habit of pedestrians testing autonomous vehicles. They found that in time, that habit reduces, not because the relevant pedestrians are squashed by the autonomous vehicle but because they get bored with the test. They might try it once, as a teenager, but they do not bother to try it again: it is a boring process. Boring a teenager is not something we should use as the basis of a safety standard, but it is a powerful factor in this matter. I very much support the amendments in the names of the noble Baroness, Lady Randerson, and myself.
Baroness Sugg
My Lords, my noble friend’s Amendments 13, 14, 15, 16, 18 and 24 seek to clarify the definitions of “damage” and “accident”, terms which are already in common use in road traffic legislation and case law. It may help if I set out how we have intended the provisions in this Bill to work. They are intended to mirror the existing conventional vehicle compulsory third-party insurance framework, found in the Road Traffic Act 1988, for automated vehicles. However, the Bill’s read-across with the Road Traffic Act has to be adjusted at times to allow for the lack of a driver when an automated vehicle operates in automated mode, which means that the Bill makes use of the word “accident” as a way of introducing the word “damage”, which in turn is defined in the Bill in a way that mirrors the meaning of “damage” in the Road Traffic Act 1988. Again, as I said, the aim of the Bill is to provide consistency with conventional vehicles in the 1988 Act.
“Damage” is defined within Clause 2 as,
“death or personal injury, and any damage to property other than … the automated vehicle … goods carried for hire or reward in or on that vehicle or in or on any trailer (whether or not coupled) drawn by it, or … property in the custody, or under the control, of … the insured person … or … the person in charge of the automated vehicle at the time of the accident”.
As I highlighted earlier, the policy intent of the Bill is that it mirror existing processes as closely as possible without making complex legislative changes to the existing framework. I appreciate the challenge from my noble friend in testing the Bill’s wording, but we believe that the task of mirroring the existing processes in the 1988 Act is best done by the wording as it currently stands.
Lord Borwick
Lord Borwick
My Lords, Amendment 19 addresses the problem at the back-end of subsection (2), where it says,
“allowing the vehicle to begin driving itself when it was not appropriate to do so”.
The problem may be that it might have been right for the vehicle to start off on a nice sunny day in London, and it then drives to Scotland, where it is snowing, and it is no longer appropriate. However, it was appropriate at the start of the journey, and it would certainly be right for the driver to allow the vehicle to begin driving itself at that time—but not right for him to allow it to continue to drive. That would be a simple change in the wording, which I have put in Amendment 19.
In Amendment 20, I address the question of what “not appropriate” means, when we could use the phrase “avoidable and unreasonable”, which I think is much more in keeping with legal custom than the word “appropriate”, because it can be argued as to what it means. Those are my two amendments in this group, and I leave to the noble Lord, Lord Tunnicliffe, Amendment 21. I beg to move.
Lord Tunnicliffe
My Lords, I will speak to my Amendment 21 in this group. The Bill as currently drafted means that the insurer or owner of an automated vehicle is not liable where the event was caused by a person allowing the vehicle to drive itself where it was not appropriate to do so. However, it does not define when it is or is not appropriate to do so. This amendment requires the Government to provide regulatory guidance for when it is and is not appropriate for a person to allow an automated vehicle to drive itself.
It would clearly not be appropriate in some circumstances for vehicles to drive themselves: for example, early automated vehicles might be deemed safe to use only on motorways and not on some urban roads. Another example would be that a software issue might arise so that using the automated function at that point would be inappropriate. Clause 3(2) is not clear enough in its intentions. Does it even apply to fully automated vehicles or bimodal vehicles? We need more clarity on this.
One of the primary purposes of Part 1 is to provide a framework to give insurers, manufacturers and potential users greater clarity, providing confidence and encouraging progress on automated vehicles. However, it is still not clear from the Bill what the Government have in mind about when their use would be appropriate. We are asking for regulations to be brought forward to better define those circumstances, because we cannot afford to have confusion here. People must be clear about where their obligations lie. If we are to see the growth in the industry we all wish for, we do not want to leave this issue hanging over it.
Lord Berkeley
My Lords, I will make what I hope is a helpful suggestion to my noble friend in connection with Amendment 21. The most appropriate authority to make these regulations would be the Office of Rail and Road. It is responsible for safety on the railway; it should be responsible for road safety, but we have not got there yet. Maybe the noble Lord, Lord Lucas, would support me on that one. However, I hope that is a helpful suggestion.
Lord Lucas
My Lords, given Network Rail’s safety record over the last 10 years, I would absolutely support that recommendation.
Lord Young of Cookham (Con)
My Lords, as we deal with a set of amendments dealing with handover, it is perhaps appropriate to give my noble friend a break, and I move over from the passenger seat. However, I assure the Committee that my noble friend remains in control.
The transferring of control of an automated vehicle between a human driver and the automated vehicle’s system will be an important factor in ascertaining how a vehicle safely and appropriately operates on UK roads. Straightaway I reassure the noble Lord, Lord Tunnicliffe, who spoke to his Amendment 21, that of course we recognise the need to put in place a proper regulatory framework to ensure both the safe deployment and safe use of automated vehicles—I will say a bit more about that in a moment.
It is likely that the first automated vehicles to reach the market will be able to be used in automated mode only in specific circumstances or situations, with vehicles capable of full automation arriving further into the future. My noble friend Lady Sugg said a little more about that when we debated Amendment 4. For example, she said that these circumstances could refer to vehicles that have been geo-fenced—able to operate only in a very specific, defined area—or to systems that would operate only on motorways and other high-speed roads. It is likely that these vehicles will be designed to allow handover only in these very specific circumstances: for example, from the driver to the vehicle when the vehicle enters that geo-fenced area, and from the vehicle to the driver when it leaves, in a safe manner and when appropriate to do so.
It is anticipated that the relevant international regulations at UNECE level will reflect these limited use cases and handover process. It is possible that these regulations will contain requirements for the vehicle to be able to detect where it is so that the system cannot be used in other situations. These standards and regulations will be likely to form the basis of the type approval process which automated vehicles, like conventional vehicles today, must pass to be sold for safe use on UK roads or in other public places. They would then be covered by Clause 1.
At the moment, the powers we have are sufficient. We can use existing powers in the Road Traffic Act 1988 to revise existing, or create new, road vehicle construction and use regulations to transpose or reinforce new iterations of the global regulations as they appear. However—I repeat what we have said before during this debate—global regulations for automated vehicles have not yet been decided, and so it is not clear what changes in our domestic framework would be needed at the present time. It would be premature to ask for primary powers in a Bill that is just about automated vehicle insurance without more detailed knowledge of the ultimate design standards to which these vehicles will be held, or without knowing the outcome of the Law Commission review of the existing legal framework —which, again, my noble friend mentioned.
As regards handover of the driving to an automated vehicle, my noble friend Lord Borwick has proposed a different test from that in the Bill: that the handover must not be “avoidable and unreasonable”. These two words would be applied conjunctively by the courts, and the result would be that a person could be found to be negligent only provided “avoidability” and “unreasonableness” were both shown to be present. The Bill’s test makes for a lower threshold on the insurer by placing a stricter burden on the driver not to hand over in situations when it would be inappropriate to do so. While the technological and wider regulatory framework here is still very new and developing, it would be prudent to set a strict standard and relax it if appropriate once more is known. Therefore, in the Government’s view, the original text of the Bill should stand.
To insert “or continue” into Clause 3, as proposed in Amendment 19, would in effect legislate for the possibility of the user having some residual role in the driving task after the handover to self-driving mode is completed. When a vehicle leaves a geo-fenced area or comes off the motorway, it is anticipated that there will be a safe handover back to the driver, and the details of this will be covered by international safety standards. However, my noble friend’s amendment does not fit with the Bill’s definition of an automated vehicle, because this requires no monitoring while the vehicle is driving itself. I hope this explanation reassures him that his amendment is not necessary.
While, as I have already said, I am sympathetic to the intent of the noble Lord, Lord Tunnicliffe, in Amendment 21, we think that we do not need these powers, as the definition of when it is appropriate for the vehicle to drive itself will be covered elsewhere in regulations. I hope that, given that assurance, the noble Lord will feel able not to press his amendment.
Lord Tunnicliffe
Can the Minister expand on where else in regulations these powers will be available?
Lord Young of Cookham
I think I said when I was speaking to the amendments that at the moment the powers we have are sufficient. We can use existing powers in the Road Traffic Act 1988 to revise existing, or create new, road vehicle construction and use regulations to transpose or reinforce new iterations of the global regulations as they appear. However, as has been the case with other regulations we have debated, on safety and other issues the Government will bring forward the appropriate legislative framework in due course if we do not already have powers under existing primary legislation.
Lord Berkeley
My Lords, the Minister has mentioned the Law Commission report several times. Can he give any timetable for when the Law Commission will report on various issues? I am not just thinking about this one. One report on railway level crossings was completed about five years ago. I know that you are supposed to wait two years after a report has been produced before it is introduced into legislation. However, if one waits three, four or five years, the report’s conclusions may get out of date. I remember threatening the last coalition Government with putting the whole Law Commission report on level crossings down as amendments to a suitable Bill—it would have been about 50 pages long, but that was not the problem—in order to get the coalition Government to do something. My impression is that, because of all the Brexit legislation, everything has come to a grinding halt. I am not necessarily suggesting that the Minister will be able to answer my detailed question, but if he or a colleague could write to me on that, I think it would be a useful subject for discussion later.
Lord Young of Cookham
I understand that the Law Commission work on the issue that we are debating now is a three-year programme. I am not sighted on the level crossing review, but either I shall write to the noble Lord or, perhaps later on, during one of our debates, we can update the exact timescale of the Law Commission review of the existing legal framework for automated vehicles. Obviously, automated control is not in operation.
Lord Borwick
I thank my noble friend the Minister for his comments. I think it would be useful between this stage and Report to talk more about the nature of “continue”. There will still be a duty, either on the vehicle to monitor itself, or on the passenger to monitor it; that person will be aware of conditions changing, and there will undoubtedly be differences as a result of a snowstorm occurring. I think the drafting could use some improvement—I am not sure mine is exactly the right phrasing—but I look forward to discussing it with my noble friend. In the meantime, I beg leave to withdraw the amendment.
Automated and Electric Vehicles Bill
Wednesday 9th May 2018
(6 years, 6 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 82-I Marshalled list for Committee (PDF, 133KB) - (4 May 2018)
Lord Borwick
“(b) the manufacturer of the automated vehicle (or owner or registered keeper retrofitting or modifying the vehicle to become an automated vehicle) failing to ensure that latest safety-critical software was automatically installed before that vehicle was moved from a parked and deactivated position.”
Lord Borwick (Con)
My Lords, as we go through this Bill, it is remarkable how many amendments overlap each other. It was not necessarily apparent at Second Reading, but we have all from our different directions come out with the same answers. One of them is in the update of safety-critical software.
This Bill seems to have taken some time to go through another place and then to arrive here. Since we first heard about it, it has changed its name on various occasions. It has had aviation included and then taken out. During this period—which I have variously heard has been two or five years—things have changed. The Bill is written as if it is the job of the insured person to update the software. That might have been true five years ago, but nowadays the software is updated automatically. We are, after all, talking about an automated vehicle—the software should be updated automatically.
I believe that the drafting, as we have it, of Clause 4(1)(b) should be changed to the wording in Amendment 23. It is perfectly easy to programme the software so that the vehicle will demand itself to be updated and will not move unless it is done. Given that this is safety-critical software, we ought to make certain that this vehicle itself has enough ability to know whether it is up to date. It can easily do that with modern software systems. So making certain that the vehicle updates itself before it moves from wherever it is in a parked and deactivated position will be perfectly easy. Nowadays, with the design of the Tesla vehicle, all the updating is done automatically—sometimes without the knowledge of the owner or driver. It is easy for the manufacturers to do and a much more modern way of looking at it than the drafted wording in this Bill. I beg to move.
Lord Tunnicliffe (Lab)
My Lords, I rise to move Amendment 25 in my name and—
The Deputy Chairman of Committees (Lord Geddes) (Con)
The noble Lord should speak to the amendments.
Lord Tunnicliffe
You are quite right. I am a pedant as well, and proud of it. I shall start again.
I rise to speak to Amendments 25 and 28 in my name. The first concerns insurance, which is what the Bill is supposed to be about. As the noble Lord, Lord Borwick, has said, because of the time this Bill has been in gestation, the language is not perhaps as we should like. It has effectively defeated me. If you look at Clause 4, for instance, we have:
“an insured person … an insured person who is not the holder of the policy …someone who is not insured under the policy in question”,
and then we have, simply, “that person”. I got lost working my way through it.
What this amendment tries to do is to protect the innocent party. What we need from this Bill is that, when an innocent party is injured or their property is damaged by an automated vehicle, they get the money without quibble and all the legal battles take place between the insurance company and whomever may be responsible for the event. It may be that the Bill, as drafted, achieves this. I shall be happy if the Minister tells me that, provided she accompanies it with a plain language explanation as to how the clauses and subsections get us to that point. I do not think this Bill is going to win a crystal mark for clear English.
The purpose of this amendment is to protect the victim or damaged party. We must be clear that the insurance system put in place for automated vehicles is designed in such a way that it does not cause any delay or question over the payment of compensation to the victim, if there is any dispute between the insured person and the insurance company over responsibility for the accident. As the technology becomes more complex, so too could the decision about who is to be held responsible. I understand that this Bill aims to set out the liability of insurers for automated vehicles. So I am seeking clarity from the Minister on this point to ensure that the victim of any potential accident is at the front of our minds when we are discussing these issues.
I shall now speak to Amendment 28. Under the current drafting of the Bill, people would be able to drive their automated vehicle on the roads without having the latest updated software, which could lead to safety risks. The clause would require the Government to introduce regulations requiring automated vehicles to be up to date in order for their automated functions to be used. If a vehicle had a serious mechanical fault that could endanger the driver and others, we would not allow it on our roads. It makes sense that an automated vehicle would similarly present an increased safety risk if its operating system were not updated.
Without the new clause, people would be able to take an un-updated vehicle on to our roads, either by accident or on purpose. Insurance companies could surely factor the increased risk into premiums, which would be higher as a consequence. Most people with smartphones or computers are likely to have software that prevents them from being used until it is updated. There does not seem to be any reason why a similar mechanism could not be included in automated vehicles. By preventing un-updated vehicles from being used, we would achieve safer roads and cheaper insurance.
The primary benefit of AVs is that they reduce the likelihood of human error, yet one of the few areas where scope for human error remains—the responsibility for ensuring that software is updated—would not be addressed even though it would not be difficult to do so. The new clause would address that.
Baroness Randerson (LD)
My Lords, it seems that the Government have not thought widely enough about the issue of how software operates these days. Certainly, as the noble Lord, Lord Borwick, said, there is an element here of the concepts being slightly out of date.
My car’s software is automatically downloaded. We became aware a few months ago that it had been updated and now, no matter where we went, it told us that we did not have enough electricity to get there—which is taking range anxiety to its extreme. The problem is that, two visits to the repair shop later, they still have not been able to fix the problem. I would be pretty upset if this were an automated car and people said it was my fault when clearly I had faulty software.
It is also important to remember that, even though software might be automatically downloaded, individuals still have a responsibility, and that responsibility is not to interfere with it. It is not beyond imagination that software on automated cars might impose a maximum speed of 90 miles per hour so that you could not go any faster. It would not be impossible for someone who was pretty clever at interfering with software and writing their own to override this. Clearly there needs to be something in the Bill that expresses the fact that owners, drivers and users of these vehicles should not interfere with the software.
My point is that the Government need to rethink this, about a year or 18 months on from when it was originally thought about, and look at it from the modern perspective of the issues that we are all aware of now in relation to software.
Lord Berkeley (Lab)
My Lords, these are interesting amendments. When my noble friend Lord Tunnicliffe was speaking to Amendment 25 and mentioned the word “victim”, I began to think, “Well, who is a victim? Can a car be a victim, or only a person?” I think it is too late tonight to start a long debate on that, but perhaps the Minister could think about that some time.
I turn to Amendments 23 and 28. My worry about Amendment 23 is: what happens if the manufacturer has gone bust? In other words, the manufacturer does not actually have to be the person who supplies updates; it can be anyone. My gut feeling is that my noble friend Lord Tunnicliffe’s Amendment 28 is better because it just says that the vehicle may not be operated unless the application software relating to the vehicle’s automated function is up to date. I think that would cover what Amendment 23 covers but in a better way.
What nobody has mentioned tonight, which the noble Baroness touched on, is what happens if the software does not work and you are stuck on a motorway or in a one-way street and cannot move the car? Again, I think that is a debate for another day, but I hope the Minister will have some response to the points made by many noble Lords, particularly about who updates the software.
Lord Lucas (Con)
My Lords, I entirely agree with my noble friend Lord Borwick that software updates should be the responsibility of the manufacturer. They are capable of updating it, and of making it automatic that it is updated. I agree with the noble Baroness, Lady Randerson, that systems need to be better than they are at the moment. I note that my iPhone issued by this House is automatically updated with software. About two weeks ago it deleted all my telephone contacts and it resists all efforts by all our excellent people in this House to restore it to normality, because Apple takes no responsibility for this, of course. It just produces the update and there is no recourse to make the thing work properly.
In the case of automated vehicles we absolutely need to have recourse to the manufacturers, and they need to know that that is where liability for these things rests. It is their responsibility to make sure that their fleet of vehicles on the roads is up to date and functioning as expected. This reflects back into other aspects of the Bill that we have already discussed, as to who should be allowed to make modifications and how the whole fleet of autonomous vehicles should communicate with each other.
I am also happy with Amendment 25; it is an excellent thing. I would only point out in the drafting of Amendment 28 that it refers to “public roads” whereas the Bill refers to “public spaces”. With reference to a conversation I had earlier with the noble Earl, Lord Lytton, that presumably includes the airspace above public spaces, so the Bill includes your future Amazon drone wandering along six feet above the pavement to drop your parcel over your gate. I see nothing in the Bill that excludes airborne vehicles—or indeed waterborne vehicles—so I presume that both are included in that definition of public spaces. I do not know which definition of public spaces is being referred to. The ones I can find in legislation are pretty vague and not really related to this subject, but I would assume that at the same time as thinking we are dealing with road vehicles, we are also dealing with ones that could be airborne—at least within reasonable reach of the ground.
Lord Borwick
My Lords, I think I rather agree with the noble Lord, Lord Berkeley, about Amendment 28, tabled by the noble Lord, Lord Tunnicliffe, being better than my Amendment 23. It is better because the point about manufacturers going bust had not occurred to me—so putting it into the passive is a much better way of doing it.
Amendment 25 seems to be approaching a sort of strict liability basis, with the automated vehicle’s insurer responsible even if that vehicle was not responsible in any way for the accident. I refer him to the accident that was reported a couple of days ago with a Waymo vehicle in which another car went into it. It was absolutely not the fault of the automated vehicle; it was hit by a manually controlled car. In that case it would seem to be particularly unfair that the insurer of the automated car had to pay out and then recover from somebody else. That was an entirely innocent case where the automated vehicle was totally not responsible for the accident.
A lot of this will come out in due course as we learn more. It is a problem at this stage that we have to legislate to get the insurance right in an industry that is developing.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, the provisions in the Bill will ensure that victims of an accident caused by an automated vehicle that is driving itself will be covered by the compulsory insurance in place on the vehicle. It is the intent that the victims of such accidents will get quick and appropriate compensation.
In Amendments 23 and 28 my noble friend Lord Borwick and the noble Lord, Lord Tunnicliffe, raise the important issue of safety-critical updates to vehicles. It is not the function of the Bill to provide software standards or requirements for automated vehicles. The Bill provides an insurance framework so that victims have quick access to compensation in line with existing practices, and is just one element of a wider regulatory programme to ensure that people and businesses in this country can benefit from the safe introduction of automated vehicles.
The purpose of Clause 4 is to deal with the relationship between the insurer and the insured person in certain circumstances. This addresses the point of the noble Baroness, Lady Randerson. It exists specifically to deal with the insurer’s freedom to exclude liability in the small number of potential situations where the owner needs to act to install a safety-critical software update and knowingly chooses not to install it, or the owner makes unauthorised software alterations, thus putting themselves and others in harm’s way. The clause is designed specifically to deal with that. It mirrors the situation for the compulsory insurance of conventional vehicles, where a driver would not be protected if they drove a vehicle that they knew was unsafe or not roadworthy.
Lord Tunnicliffe
Perhaps the Minister could help me a little here. If a vehicle is not insured today, and a pedestrian is harmed, say, who had no responsibility at all, my understanding is that they will get an instant payout from some sort of collective fund. Is that correct? If it is, is it the intention of the Bill to have a similar situation, including possibly defective software?
Baroness Sugg
I am pleased that the noble Lord has allowed me to address this point, because it goes to defective software. As the noble Lord said, it would be a legal requirement that all automated vehicles must be insured, but there will be instances when vehicles are driven illegally, as we see today. I will take this opportunity to clarify that the Motor Insurers’ Bureau will continue to play the same role as it does now with uninsured and untraced drivers, so that victims involved in collisions with uninsured automated vehicles will have quick and fair access to compensation, in line with conventional insurance practice. This arrangement is not currently covered in legislation nor included in this legislation; it is covered through an agreement between the Secretary of State and the Motor Insurers’ Bureau. We are discussing what changes are needed to that agreement to sufficiently and appropriately incorporate automated vehicles within the existing process.
On software updates, Clause 4 anticipates that vehicle manufacturers will want to ensure that their vehicle systems are as safe as possible for consumers. As my noble friend Lord Borwick said, we expect that most updates will be done automatically and will be the responsibility of manufacturers. This is something that manufacturers acknowledge. Vehicle safety standards, which include software, as I have mentioned before, are still being discussed at the UNECE level. The requirements for system updates form part of the international discussions on the standards that will ultimately form the basis of the type-approval process that the vehicles must pass before they are sold in the UK.
There will be robust standards in place before these vehicles arrive to market, which will include the updating of safety-critical software. I can reassure noble Lords that vehicles will have to meet these standards before they are made available on the market. I fully appreciate the noble Lords’ intention to ensure that automated vehicles’ software is up to date, so that they are functioning safely—but, as with our previous debate on standards, we do not think it is right to act unilaterally at this time.
All noble Lords, including myself, are in the same place on this. We expect that vehicles will not be deemed safe to use, and therefore will not be placed on the list and covered by insurance, unless the safety-critical software is in place. It is a complex issue; we still do not know exactly how the software is going to work. We see some good examples from Tesla and Apple, but this is part of extensive conversations at an international level, with manufacturers and other countries, to understand how best to deal with this.
Amendment 25, tabled by the noble Lord, Lord Tunnicliffe, requires the insurer to pay out first and then recover from the liable party. I hope that I can say this in plain English. Subsections (3) and (4) of Clause 4 already work with Clause 2, where the insurer has a first-instance liability to pay the injured party. I believe that Clause 2 is clear on that, and where the liabilities of insurers are when the accident is caused by an automated vehicle. I think that the current wording fulfils the intention behind the noble Lord’s amendment.
Lord Lucas
“Right of insurer to data and control
(1) An insurer may require, as a condition of insurance, that an automated vehicle transmits to the insurer when requested, at specified intervals or in real time, such data as the insurer may specify.(2) An insurer may require, as a condition of insurance, that an automated vehicle behaves in a fashion specified by the insurer on receipt of electronic instructions from the insurer.”
Lord Lucas
My Lords, I beg to move Amendment 26, which has at its heart the flow of data between a driver and the insurer—but, more particularly, between an automated vehicle and the insurer. It suggests that the insurer should have the right to require data flows to be made in ways that are specified by them to support the contract for insurance. I am particularly thinking of data that might flow at the time of an accident so that the insurer can capture the full dataset at that point rather than risking it being destroyed, perhaps by a later fire or some other consequence of the accident. But we might also get a situation in which insurance flexes with the state and use of the vehicle. To go back to an aspect of my earlier Amendment 10, data flows are an important part of how we consider our relationship with automated vehicles.
Lord Borwick
My Lords, Amendment 27 is a probing amendment, triggered when I first read this Bill, which happened at about the same time as the very first fatal accident in America from a Tesla vehicle, when it was it was speculated in the press that Tesla would not release the data from the vehicle because it had proprietary value to Tesla. In fact, as I understand it, Tesla released the data in due course. However, I could imagine circumstances in which the owner or manufacturer of an automated vehicle believed that the less which was found out about this accident, the better for them.
One of the greatest advantages to the insurance industry of the automated vehicles is the enormous quantity of data that will be available from them. Not only will there be the product of six or more cameras facing every single direction but all the other information picked up about speeds can and will be stored in the vehicle as it goes by. Maybe the industry would be grateful if the Minister could confirm that to delete such data would be the offence of perverting the course of justice. However, in the meantime I wanted to propose the amendment.
Amendment 30, the next one in this group, is on the question of regulations, which has already been touched on in earlier debates about standards. However, I believe that the range of aspects of automated vehicles that we have discussed this evening is very great, and there is clearly a lack of knowledge on the part of noble Lords such as myself, not just about the sheer detail of this but about the industry and what is coming on. So many different things are happening, and each of them is an outstanding opportunity for the country. We need a legislative background that can cope with completely new circumstances, not only prohibiting things that are brand new and thoroughly bad but permitting things which are brand new and have not been invented yet.
On the suggestion that we can revert to new primary legislation, given the number of years it has taken to develop this legislation and the constant pressure on legislative time in both Houses, it would be wise for the Government to take regulatory powers to come up with new regulations to deal with new matters. Therefore, these limited new regulatory powers are proposed in Amendment 30.
Baroness Randerson
My Lords, I take this opportunity to ask the noble Lord, Lord Lucas, for a little more information about his intention with regard to this amendment on transmission of data. One can see advantages to that flow of data, and one knows that it would naturally take place, because technically it can take place. However, there are huge issues about privacy. I am not entirely sure that I would want—to grasp an example from the air—information to be in someone else’s hands about the fact that I go swimming every week, so that suddenly a department store starts trying to sell me swimsuits every day of the week. I do not want that unnecessary invasion of my privacy. There could be very much more sensitive issues. I could be visiting a hospital and wanting to keep my medical condition private—that kind of thing. There have to be rules about what this data is used for, how it is kept, and so on. Is it the Minister’s view that current legislation on data and privacy going through this House would cover that sort of issue, or will we need other legislation to cover it? Does the noble Lord, Lord Lucas, envisage a sort of situation akin to the black box that some drivers use now to reassure their insurance company that they are driving safely and within speed limits, and so on, which, in return, keeps their insurance premiums down? I am interested in that point.
Finally, I will make a comment about Amendment 30. I am not usually keen on giving the Government delegated powers but there are some sensible limits on this here. I understand that we are envisaging a future; we cannot predict every requirement accurately and we cannot wait around on every occasion for primary legislation—so, as far as that goes, it seems a sensible proposal to me.
Lord Lucas
I share the noble Baroness’s admiration for my noble friend’s Amendment 30, which puts things in a very simple and clear way and is well worth having in the Bill. As far as the insurance amendment is concerned, I was looking for a way within the narrow confines of the Bill of illustrating the need for the Government to go further now. Even dealing with the subject of insurance, there are matters that need to be discussed now which we may need to bring into secondary legislation to enable things to operate properly. We should make provision for these things to be done in the Bill. I do not have answers to the questions that the noble Baroness has asked. I imagine that, in an automated world, having a dump of the data for the quarter of an hour before an accident and through as far as the machine keeps recording would be a useful way of establishing what happens during an accident; it really ought to be something we are thinking about, even in the narrow confines of this Bill.
I turn to what my noble friend said about motor vehicles. I presume the Bill will somehow, through the atmosphere of legislation, pick up the definition of motor vehicle from Section 185(1)(c) of the Road Traffic Act 1988:
“a mechanically propelled vehicle, intended or adapted for use on roads”.
However, I think the Bill uses motor vehicle in a slightly different sense, as vehicles that,
“are or might be used on roads”—
that is okay so far—
“or in other public places”.
Clearly, we have a different definition of motor vehicle here from the one in the Road Traffic Act. Therefore, we are somewhat adrift; we are dealing with things that might be used in public spaces and therefore presumably might interact with footpaths, crossing all sorts of land; they could include the sort of thing that mows golf courses too, which might very well go automatic, or the farming equipment my noble friend was referring to. If you have a footpath across the land and one of these vehicles is trundling across it, it is occupying a public space at that point; we are encompassing a wide range of vehicles beyond the definition in the 1988 Act. This might be something worth resolving at some stage.
Lord Young of Cookham (Con)
My Lords, the co-pilot is in charge of this group of amendments. As my noble friend Lord Lucas said, our transport networks are becoming increasingly digital. The regulation of the collection, sharing, use and deletion of data will be vital. Several stakeholders, including the insurance industry, have highlighted the need to ensure access to automated vehicle data, not least because it will help determine who is liable in the event of an accident, as my noble friend has just said.
While we certainly recognise the potential value and use of data, especially for vehicle insurers—and the need to look at the subject of data generated from automated vehicles—as with many previous amendments we do not consider that now is the correct time to start making provision for access for insurers, as suggested by my noble friend in Amendment 26. Nor do we believe that this is the right time to consider new offences regarding the deletion of data, as suggested by my noble friend Lord Borwick in Amendment 27. However, I shall seek to give both noble Lords some reassurance.
It is likely that the international UNECE regulations underpinning the type approval system, which allows vehicles to be sold in the UK, will require the use of a data collection and storage system in automated vehicles. In response to my noble friend’s Amendment 26, it is of course important that insurers have access to the data they need in order to establish liability for any accident. I hope that he finds that reassuring. However, to balance the needs of industry and consumers, we still require detailed engagement on which parties will require access to this data and how it should be shared. It is clear that some data collected by automated vehicles, such as location information, may constitute personal data and will therefore need to be handled appropriately—a point made by the noble Baroness, Lady Randerson. Therefore, there is a need to balance the personal privacy of automated vehicle users with the public good, and this is an area that will most likely need to be resolved internationally to help ensure consistent standards.
Lord Lucas
My Lords, I am grateful to my noble friend for that reply. I will assume that included in it, but not vocalised, was a promise to write to me about the definition of motor vehicles. I like my moments of pedantry as well as the next man, and I would be interested in pursuing that subject in correspondence.
On the main points, I am delighted that my noble friend found at least half a warm word for my noble friend Lord Borwick. I think there is a real opportunity here that, with a little persuasion and some crafting of the amendment, we might, unusually, find ourselves supporting the Government in giving themselves some powers that they do not yet know how to use, within this limited area, because it would have such a potentially positive effect on the economy of the UK. I beg leave—
Baroness Randerson
Before the noble Lord sits down, is he aware that there are now reasonably big drones delivering goods? They trundle along pavements and across level crossings and so on, appearing to behave a bit like pedestrians. I have been thinking about what the noble Lord is saying, and he is raising a good point. What is the difference between a drone delivering an Amazon parcel and a driverless van delivering an Amazon parcel? The only difference is probably the size, so there will have to be some definition of a cut-off point—unless we are going to insist that drones are insured, in the same way as vehicles.
Lord Berkeley
Before the noble Baroness sits down, may I ask her whether she really thinks that drones trundle along pavements?
Baroness Randerson
I have indeed seen them. There are experimental systems that are wheeling along pavements.
Baroness Randerson
Not in Wales, no—in London. We are not that advanced in Wales.
Lord Lucas
The noble Baroness raises a very valid point. What we seek to regulate is autonomous automated vehicles that are likely to interact with people. That will include delivery drones, whether they are flying or trundling on the pavement. It would be quite useful in parts of London to be able to go amphibious and drop into the Thames for a bit, run up the river and then back on to the bank. We are talking about things that will interact with the public. I hope we are looking at a wide definition here and not just talking about things that are supposed to confine themselves to the road. One of the virtues of automated vehicles is that they do not have the same need to do that as other things, and they might well turn out to be quite versatile. I look forward to learning in correspondence where we are on the definition, and I beg leave to withdraw the amendment.
Lord Tunnicliffe
“Review of Part 1
(1) By September 2019, the Secretary of State must lay a report before Parliament assessing the effectiveness of the system for defining and insuring automated vehicles introduced by Part 1 of this Act.(2) The report must consider—(a) the impact on the insurance industry,(b) the impact on the cost of insurance premiums for automated vehicles,(c) the impact on the uptake of automated vehicles, and(d) the levels of disagreement between manufacturers and insurers on liability.”
Lord Tunnicliffe
My Lords, we all agree that in the future automated vehicles have the potential to improve personal transport arrangements as well as air quality, which is crucial given the dire state of the environment and its impact on health. Solving questions of how automated vehicles can be insured is essential and we welcome the fact that the Government are setting out how to do that. However, it is important to assess how measures work in practice, not only in legislation. It is particularly important that the Government should ensure that regulations are working as intended and should monitor unexpected impacts, which are always there, before attitudes and practices become entrenched and before automated vehicles become common on our roads.
Although the list in the amendment is not exhaustive, given the focus of Part 1 of the Bill it makes sense for a report to consider the impact that measures have on the insurance industry, on the cost of premiums for policyholders, on the uptake of automated vehicles and on disagreements between insurers and manufacturers on liability. This will be a fast-moving area and—who knows?—we may have to revisit areas of this Bill in the future as advances in technology take place and the advances impact on how these vehicles are insured.
It is important that Parliament is kept informed of the effectiveness and impact of the legislation to make sure that we keep it up to date as new technologies in this area are developed. I beg to move.
Baroness Sugg
My Lords, the Government are taking a step-by-step approach to our regulatory programme in relation to automated vehicles. Where the evidence base exists for regulatory change, we will act so that the UK public and businesses can benefit from innovative new vehicle technologies as soon as they arrive to market. As we noted when we initially consulted with the public and industry in 2016, each of these steps, taken through either primary legislation, secondary legislation or guidance, will be subject to a process of scrutiny and ongoing review.
On the automated vehicle insurance measures, as part of this regulatory programme we will continue to engage with the DVLA and other motoring agencies, the insurance industry and other relevant stakeholders to make sure that the system works effectively as the new insurance framework is implemented, and that we are still meeting our intended policy objectives to provide a compulsory insurance framework for automated vehicles.
As noble Lords will be aware, we have produced a detailed impact assessment looking at the potential direct economic effect on the insurance industry from introducing these measures. As my noble friend has just explained, the Centre for Connected and Autonomous Vehicles has asked the Law Commission to undertake a far-reaching review of the UK’s legal framework for automated vehicles. This may consider a wide variety of areas of law, including the liability and the insurance provisions set out in the Bill.
Unlike with many other amendments we have discussed today, I will not be arguing that the Bill is the wrong place for this amendment. However, it asks for a report by September 2019, which would be too early to consider whether the scheme is effective. It is not anticipated that there will be many—or even any—vehicles to which the insurance provisions apply. However, I understand and share the noble Lord’s intention to ensure that the system that is in place is working effectively, and ahead of Report I will consider whether there is anything further we can do in this area. With that in mind, I hope that the noble Lord will feel able to withdraw his amendment at this stage.
Lord Tunnicliffe
My Lords, I thank the Minister for her response. There is a wider point, which perhaps I should have made before—though I think she is erring towards agreeing with me—which is that it seems possible that the first fully automated vehicles could be ferrying children to school in, say, five, 10 or 15 years’ time, without this issue coming back to this House at all, by virtue of the wide powers that many of the road traffic and other Acts have to do things by order, for example. Therefore I hope that we will be able to find some sort of reporting compromise that ensures that this House and, ideally, Parliament in general are kept informed of developments in this exciting and innovative area. I beg leave to withdraw my amendment.
Automated and Electric Vehicles Bill
Thursday 17th May 2018
(6 years, 6 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 82-II Second marshalled list for Committee (PDF, 108KB) - (15 May 2018)
Baroness Randerson
Baroness Randerson (LD)
My Lords, this is a large group of amendments, all of which are connected with hydrogen as a form of fuel for cars and other vehicles. Many of these amendments are simple and straightforward, and I thank the noble Baroness, Lady Worthington, for subscribing to some of them.
The Government are in danger of choosing electricity and electric cars and vehicles by default simply because hydrogen is not mentioned except at one point in the Bill, yet hydrogen is a viable alternative fuel, albeit at an earlier stage of development. The fact that it is not in the Title of the Bill is crucial and that is the point behind Amendment 108. The fact that hydrogen does not feature properly in the Bill was the subject of much criticism in the other place, but shoe-horning the word “hydrogen” into just one place in the Bill is totally inadequate. It certainly does not send the right signals to the industry, potential purchasers or manufacturers.
As noble Lords will know, creating hydrogen for powering cars and other vehicles is a water-to-water process via electrolysis, and most hydrogen cars are fuel cell. The only output is water. Therefore, it does not have emissions problems. Moreover, hydrogen has advantages over electricity, and here I declare an interest as the owner of an electric car. It takes only five minutes to refuel a hydrogen vehicle and it has a range of around 400 miles so you do not have range anxiety in the same way. The market model for hydrogen, however, is likely to be much closer to that for petrol and diesel in that electric charging points can be put on every street corner or even into every lamp-post—something that we will come to later—or in the driveway if you have one, but it is not possible to have hydrogen pumps in those situations. Hydrogen would be provided on a large scale in specific fuelling stations, possibly even alongside petrol and diesel, although suitably separate for safety reasons.
There is another issue, which is that a hydrogen pump costs around £500,000 to install, so it is heaps more expensive. That is a very important factor to hold on to when thinking about the development of this market. It is the lack of infrastructure that is currently holding back sales. Those cars that exist are mainly in fleets with a pump installed on sites where dozens or perhaps hundreds of cars are parked overnight. We have the example of the Minister Jo Johnson supporting the concept of the development of hydrogen trains, which already exist in Germany. Buses are becoming a viable option, and I believe London is purchasing hydrogen vehicles, while HGVs are also a possibility. There are some refuelling pumps already. For example, there is one on the M25 next to a Shell station, and around 10 stations in the UK. It is therefore clear that the fuel is not yet viable.
Most of my amendments would simply add the word “refuelling” wherever the Bill refers to charging points. The aim behind doing this is that those working in the sector have said to me that you do not charge a hydrogen car any more than you would charge a petrol car; you refuel it. The Bill needs to acknowledge this by using the term “refuelling” to describe the process. This might seem minor, but it would send a signal to investors and to the markets, although the impression that the Bill appears to give is that the Government have chosen electricity and are ignoring hydrogen and, indeed, all the other varied technologies. Without really meaning to, the language of the Bill could, I believe, entrench an already difficult situation in relation to the development of the infrastructure.
It is far too simplistic simply to add “refuelling” to “recharging” everywhere in the Bill, but I have tabled these probing amendments because what is needed is a totally separate strategy. As I have said, you cannot make hydrogen pumps available in the same locations as electricity charging points, so the Government need to develop a separate strategy. What we need is a whole separate clause in the Bill, and I would ask the Minister whether the Government will now do this. I personally did not feel up to writing an additional clause, but I am sure that the noble Baroness has officials who will be only too pleased to oblige.
Do the Government have a strategy for the development of hydrogen vehicles? My Amendment 56, which proposes a report on the issue, is an attempt to encourage the Government to develop a strategy if they do not have one. A strategy is needed urgently because the technology is there but the infrastructure is failing the development of these vehicles. The Government talk all the time; every new initiative is accompanied by the words, “We want to be world leaders”. Of course, we are all ambitious for our country, but we are already behind on this issue. China and Japan are well ahead of us. Germany is ahead of us on trains. We need to catch up; to do so, the Government need a properly formed strategy. I am told that Toyota, Hyundai, Honda and Daimler have already committed to developing this market. Now, they need the Government to provide the legislative framework that will create the infrastructure they need to succeed.
Baroness Worthington (CB)
My Lords, I shall speak to the amendments to which I have lent my name, particularly Amendment 39. I begin by declaring my interest as an employee of the charity Environmental Defense Fund Europe, which works to find solutions for environmental issues including climate change and air quality.
Today, we turn to Part 2 of the Bill. We must begin by considering the important issue of whether the Bill, as drafted, is fit for purpose. The latest figures show that the UK is failing to get a grip on transport and emissions and is in danger of missing key climate and air quality targets. Meanwhile, we are spending public money and valuable parliamentary resource on debating a narrow and essentially toothless transport Bill. Transport now accounts for the biggest proportion of greenhouse gases in the UK at 26%, according to 2016 figures. While other sectors, such as the power sector, have been successfully decarbonising—spurring new investment, new supply chains, new jobs and more export potential—the transport sector is stuck in a time warp, seemingly oblivious to the fact that it needs to change to meet society’s needs in the 21st century. Those needs include cities free of pollution and a world not exposed to the existential risk of climate change.
Attempts have been made to get the vehicle manufacturing industry to change course. EU standards were imposed on emissions of greenhouse gases and air pollutants. However, rather than responding with investment in new zero-emission vehicles, manufacturers chose instead to sell us diesel cars and install cheating devices. Having been caught once, there is no real sign that, left to their own devices, they are prepared to make a fundamental change. New, innovative zero-emission models are prototyped and were announced with great fanfare, but there is almost no effort to market them and customers find themselves frustrated by long waiting lists as demand outstrips supply. Only strict new policies, introduced in China, have caused the OEMs to rethink their investment and marketing plans—but only for the Chinese market. In Europe, as people are ditching their diesel cars, the only option available to many is to return to petrol cars. That exacerbates climate change and fails to address other sources of air pollution associated with petrol, such as benzine.
Recent analysis of monthly car sales in the UK shows that although petrol and diesel sales have been roughly equal for much of this decade, petrol sales jumped up last month by around 20% while diesel sales fell by around the same amount. Zero-emission vehicles, in the form of battery electric vehicles, were just 0.5% of sales. Hydrogen-fuelled vehicle sales remained so low as to not feature in the analysis, which brings me to today’s amendments. It is abundantly clear that the Government do not yet have a cohesive strategy to bring about a clean transition in transport. There has been talk of a ban on the sale of internal combustion engines in 2040, but I am afraid that that is simply not good enough. Children and old people in our cities are regularly exposed to dangerous levels of air pollution and transport continues to use far too high a proportion of our carbon budgets; that threatens to further worsen our ability to meet our legally binding greenhouse gas targets, which the CCC—the Committee on Climate Change—has already said we are in danger of missing.
Here in London, where pollution is routinely the worst in the country, zero-emission vehicle sales are failing to keep pace with the rest of the country. They were at 38% of all sales in 2011, but have fallen to just 10% in 2017. We need action now, not in 22 years’ time. The Bill, which began life as the modern transport Bill and has been reincarnated as the Automated and Electric Vehicles Bill, addresses a far too narrow set of issues. With just enabling powers, it is an empty vessel with little to no impact, which the lightweight impact assessment makes abundantly clear.
The noble Baroness, Lady Randerson, has sought to address one of the Bill’s clear failings by rightly pointing out that the Government’s approach to providing infrastructure for zero-emission vehicles needs to take into account hydrogen fuel cell electric vehicles, which are mentioned in the Bill, but then there are no further references throughout. This is a potentially important category of vehicles that combines the efficiency of electric motors with hydrogen fuel to extend the range to hundreds of miles per journey. The Bill acknowledges that these are intended to be included under the definition of electric vehicles but fails to take the next step, which is to address the need to consider hydrogen refuelling infrastructure alongside electric charging infrastructure. We strongly support the noble Baroness’s amendments to address the issue and believe that if the Government cannot accept them then they should come forward with their own amendments to address the omissions in the Bill relating to hydrogen fuel vehicles.
Of course, what is really required is an entirely new clause devoted to other forms of zero-emission vehicles, including hydrogen—something that it is impossible to achieve with amendments alone. My Amendment 39, which would add a definition of zero-emissions vehicles to the Bill, relates to Amendment 98 on reporting requirements, which we will come on to. My purpose in tabling Amendment 39 is to try to link the Bill to the Government’s own manifesto commitment that by 2050 almost all cars and vans will be zero-emission vehicles. Achieving that goal will not happen by magic. It will not happen by stating that there could be a ban on internal combustion engines by 2040. It will happen only with a comprehensive policy framework that causes significant change to be delivered in the sector. The private sector must still be in charge of how that change is delivered, but it has shown itself to be incapable of driving the necessary change on its own. Government intervention will be needed. A comprehensive strategy and policy framework is sorely missing.
In the accompanying Explanatory Notes to the Bill there is a sentence that reads:
“The Bill … sets out the regulatory framework to enable new transport technology to be invented, designed, made and used in the United Kingdom”.
As it stands, there is absolutely nothing in the Bill that concretely contributes to the meeting of that goal. I and others in the House have sought to address the Bill’s manifold shortcomings but the narrow drafting has prevented us from tabling all but the most limited of amendments. Nevertheless, in the course of today’s debate I hope we can present our case to the Minister that the Bill is sadly a missed opportunity. There is a very real and urgent need for a much more complex approach to transport technologies. We need to see zero-emission fuels properly addressed, including hydrogen. We hope that the Government will be persuaded to come forward with their own amendments.
Lord Campbell-Savours (Lab)
My Lords, I will intervene briefly to make what I can only describe as a very trivial point. The Industry and Parliament Trust wrote to me and a number of my colleagues in the last few weeks telling us that there would be a breakfast meeting in the House on 1 May. I do not think that it realises that some of us simply cannot turn up for breakfast meetings on this extremely important issue. I raise this in the Chamber because it is important that it realises that these are problems for some Members. I would have attended because it is a fascinating area of development.
In particular, my interest is in the possibility of applying this kind of technology to lorries, which is what has happened in America. There have been tests. In so far as commercial vehicles are the major polluters, we should be doing everything possible to ensure that they are in the front line of the shift to this technology. As I said, I hope that the Industry and Parliament Trust has that in mind when it arranges these meetings in the future, because it means that some of us are denied the opportunity of the very excellent work that it does on many issues that come before Parliament.
Lord Tunnicliffe (Lab)
My Lords, I did go to that breakfast, so I have heard the hydrogen manifesto, as it were. I also attended a dinner last night arranged by ChargePoint and witnessed my first outbreak of range anxiety among electric car owners, who explained at some length and some volume that 120 miles with the lights on meant about 50 miles. The battery electric formula has still a long way to go. There are many areas where hydrogen might be used, the classic example being buses in London. Hydrogen needs greater emphasis in the Bill. I hope that the Minister will be able to bring forward amendments to produce a little more balance in the Bill so that it does not so blatantly presume a battery solution.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, as I stated at Second Reading, it is this Government’s ambition that every car and van will be zero-emission by 2050. The Government are using a range of tools, including tax incentives and grant schemes alongside regulation and legislation. I acknowledge the point made by the noble Baroness, Lady Worthington, on the narrow scope of the Bill. The Bill focuses specifically on areas that we have identified as needing the regulatory tools available to intervene in the market so that we might ensure that the UK’s charging infrastructure is easy to use for consumers and that charging is “smart” to reduce impacts to the grid. I agree that we need a much wider strategy. That is exactly what we are working on—although, I am afraid, not in this Bill.
The Government’s upcoming strategy will set out their approach to the transition to zero-emission road transport and drive down emissions from conventional vehicles during the transition. It will include hydrogen vehicles. I apologise that the strategy has not yet been published. We are working hard with other departments and the industry to ensure that the strategy is as strong and ambitious as possible.
Our commitment to zero-emission vehicles is technology neutral. This means that we want to drive forward the development and deployment of any technologies that can deliver a zero-emissions future. At the moment, that capability is limited to battery electric and hydrogen fuel cell electric vehicles, although we do not want to rule out other innovations.
The level of support provided to these technologies is dictated by the maturity of their respective markets. There are very few hydrogen fuel cell vehicles currently being manufactured globally—I believe that some 6,500 such vehicles were sold last year.
As noble Lords have said, refuelling infrastructure availability is a key potential barrier to rollout of hydrogen fuel cell electric vehicles, which is why they are included in the Bill. Despite that, the UK has secured the position as one of the world-leading, but still embryonic, markets. We believe that hydrogen fuel cell electric vehicles are an important technology, alongside battery electric vehicles, for decarbonising road transport.
This is why, since 2014, we have provided £5 million to fund 12 new hydrogen refuelling stations and £2 million for public and private sector fleets to become early adopters of the vehicles—as the noble Lord, Lord Campbell-Savours, said, commercial vehicles can contribute disproportionately highly to pollution, so that is something we are working on. It is also why we announced an additional £23 million in March last year to leverage a ramp-up in investments from industry in refuelling infrastructure and vehicle deployment out to 2020.
It has always been the intent of the Bill to include both hydrogen fuel cell and battery electric vehicles. That is explained in Clause 8(1)(c), which makes it clear that hydrogen refuelling points are included in the definition of “public charging point”, but I take the point made by the noble Baroness, Lady Randerson, on charging versus refuelling.
The powers relating to infrastructure provision in motorway service areas and large fuel retailers in Clauses 9, 10 and 11 therefore cover the provision of hydrogen refuelling points. As we have said, the infrastructure around hydrogen will be incredibly important. Having points at those key positions is one thing we will act on. Draft regulations will include hydrogen refuelling points as well as electric battery charging points.
On Amendment 39 and the definitions of “electric vehicle” and “zero-emission vehicle”, as we have said, this part of the Bill is focused on charging or refuelling infrastructure for vehicles. Such infrastructure is defined by reference to its capacity to recharge either battery or hydrogen-propelled vehicles. We think that the Bill includes the relevant definitions necessary in relation to refuelling points. In addition, there is a definition of “electric vehicle” in legislation already, as the definition contained in the Alternative Fuels Infrastructure Regulations made last year mirrors the definition proposed by the noble Baroness, Lady Worthington. Given that the definitions in the Bill already work as intended, we do not think there is a need to duplicate the definition of “electric vehicle” within the Bill.
Baroness Randerson
I thank the Minister for her response, but I emphasise that this Government are very keen on extremely narrow Bills. What we end up with is a transport policy with little dots of policy and great gaps in between, and hydrogen is falling through that gap, if I can put it that way. The Minister started with the ambition for 2050. That is a very distant date. It is so distant as to be meaningless as a spur to action. We need a much nearer date and possibly a different target to spur a change in people’s way of buying vehicles, vehicle manufacture and the way vehicles are owned and operated.
The Minister said that the Bill is intended to be technology neutral, but if you have a Title that talks about electric cars and does not mention hydrogen cars, then by definition you are not technology neutral. The message is out there in the industry that the Government’s preferred option is electric cars and that they are not interested in hydrogen. I think something pretty remedial needs to be done with the Bill to put that right. I was pleased to hear that the Government are developing a hydrogen strategy and that it will in due course be published, but will the Minister, either now or in a letter, clarify whether we can expect a separate Bill on other forms of zero and ultra low emission vehicles?
Once again, “world-leading” has been repeated. I say to the Minister that we are not world-leading in this market. Potential and actual investors regret that we are not world-leading. To change this, the Title needs to be changed and there needs to be a separate section, because it is very difficult for somebody looking for the law on hydrogen vehicles to know that they should look for it in a piece of legislation about electric vehicles. That is not logical. Really, the Government should look at legislation that will stimulate as well as regulate the market, and this does not do that for hydrogen. However, I am very pleased that the Minister has said she will consider these things before Report and therefore I beg leave to withdraw my amendment.
Baroness Worthington
Baroness Worthington
My Lords, the amendments in this group do two things. They change the word “may” to “must” throughout the Bill and they seek to introduce a time limit against which the Government must produce the regulations mentioned in the Bill. As I hope I was able to convey in my opening remarks, we feel that the Bill has not represented a judicious use of parliamentary time. It is incredibly lightweight. Even the things we are debating today are purely enabling powers: there is nothing in the Bill that compels anybody to do anything at any time. I would hate anyone to leave this process thinking that this is in some way a step forward in our becoming world leaders in energy transition; it is anything but. It could be accused of being simply window dressing.
It would be lovely for this Government to end this parliamentary Session by saying, “We have passed a Bill on autonomous, automatic or electric vehicles; aren’t we great?” Anyone who does not then look at the detail might think, “That’s very progressive of them; that sounds very green”, but in reality this is merely a collection of incredibly small, narrow measures which “may” be enacted, should the Secretary of State wish to do so: nothing in the Bill compels anyone to do anything. The intent of these amendments is to at least say that these regulations will be passed; otherwise, why are we here? What are we doing? We have no sight, at the moment, of any draft regulations. That is regrettable, given that the Bill started life as a modern transport Bill several years ago, possibly—I am losing track—yet we still have no detail from the department as to what the regulations will contain. It is simply not good enough, given the amount of money and resource that this is taking at a time when time is so scarce. Given the preoccupation with Brexit, it is, frankly, a dereliction of duty.
So we are seeking to add something to the Bill, otherwise it really is quite a pointless exercise. With Amendment 101 we are saying that the regulations really must be published within a year of the passing of the Bill. I hope there will then be a consultation process on the regulations and a year should be enough time for the Government to conduct that consultation and issue the regulations so that the industry knows where it stands and is able to move forward and make investments. I am sure it will not have gone unnoticed by many in this House that industry is having a rather tough time at the moment making investment decisions in Great Britain. The reasons are fairly obvious, but one thing we can do is give it some certainty around our leadership on green measures and the fact that we are intent on transforming our energy sector, including transport. That would, I hope, unlock further investment, as we have seen in Sunderland with Nissan, in the future of transport, not yesterday’s technologies. This is an important issue to discuss. I look forward to hearing the Minister’s response. I would really like to hear when we can expect draft regulations to be published and when we can see the detail. I would like to hear some reassurances that these are not just enabling powers but there is an intent to use them and to bring those regulations forward. I would like a sense of the timeframe.
It was stated in response to the previous debate that the legal advice is that there is sufficient clarity in the Bill for us to assume that hydrogen vehicles and hydrogen charging are included. Frankly, as with the rest of the Bill, I am not persuaded that that will pass muster. Investors do not have clarity from the Bill. If the enabling powers on the large fuel retailers are to be taken and enacted and we are going to require them to put in electric charging, are we also going to require them to put in hydrogen charging? Is this just an exercise in signalling or are we seriously going to do this? If we are, we need to see those regulations and they need to be changed to “must” rather than “may”, and we need to see a timeline; otherwise, nobody has any certainty and the industry will see investment drying up, as it is already. I look forward to hearing the Minister’s response. I beg to move.
Lord Campbell-Savours
My Lords, this is an extremely important amendment. I say that as a result of going to that dinner last night in the House of Commons which my noble friend on the Front Bench referred to. It was quite an extraordinary occasion. I did not realise how utterly disorganised this whole sector is. We had all the leaders from the industry around that dining table explaining to us what their problems were and in some cases being quite defensive about how they were able to handle those problems. I was shocked because I had never been to a parliamentary dinner where people had become so angry. There was one lady there from the Commons who was so angry that she could hardly contain herself. She had bought an electric-powered vehicle and wanted to sell it off because she was so dissatisfied with the service.
As I watched what was happening, it dawned on me that the people round the table were in two groups. There were those who wanted fiercer regulation, the backing of the law and help in ensuring that a structure was put in place. Others around the table were the deregulators, who did not want any sense of regulation and thought it could be left to the market. My conclusion after two and a half hours at this dinner was that the regulators were winning the discussion because it became obvious that unless there was greater regulation—and, I might say, real regulation, not guidance; there was even a fierce argument at the table about guidance versus regulation—very little would happen and, indeed, the industry could potentially be destroyed.
I went to that meeting last night thinking, “I’m going to have an electric vehicle in two or three years’ time”. I will not now, not after what I heard last night. Anyone listening to that discussion would have drawn the same conclusion. I have great hopes for the future of electric power. I spoke at Second Reading on this matter and strongly advocated the case. I passionately believe that we have to go down that route. But the state has to be prepared to intervene.
The noble Baroness, Lady Worthington, is concerned that it is all “may”—it may not happen, we do not know what will happen at what stage and there is no timetable. Ministers have to be much clearer and stronger in their resolution. It might well be that the discussions with the industry to date have been rather loose. They have not really tried to tie down Ministers in taking decisions on the way forward. Real decisions have to be taken soon; for example, on charging points. In the consultation document there was reference to inter- operability, easy public access, 24-hour service and maintenance, accountability of information on charging points, and standardisation of equipment. All these matters need dealing with now. We do not need delay. I say to the Minister, and I am not exaggerating: this industry could be gravely damaged unless there is a far more open discussion and real intervention by the Government to support it at an early stage.
Lord Young of Cookham (Con)
My Lords, the co-pilot is in charge of this group of amendments. Like other noble Lords, I start by declaring my interest as we approach Part 2 of the Bill. Two and a half years ago I bought an all-electric vehicle with the assistance of a government grant, and with the assistance of a government grant I had a charge point installed on the outside of my home. I say to the noble Lord, Lord Campbell-Savours, that I drive past where he lives in my electric car and in so doing I avoid polluting the atmosphere he absorbs in his Thames-side residence. I am sorry that my noble friend and I were not at the dinner last night, which sounds very interesting and one where a range of views were expressed. I reassure the noble Lord, Lord Campbell-Savours, that I am delighted with the all-electric vehicle that I have and I hope it will not be two and a half years before he considers joining me and others in your Lordships’ House in owning one.
The whole Bill is about giving the Government powers. It is essentially an interventionist Bill. I will explain why we are cautious about this group of amendments, which would change the regulations in this part of the Bill from ones that “may” be introduced to ones that “must” be introduced. I am grateful to the noble Baroness, Lady Worthington, for the opportunity to discuss this matter and I hope to explain why removing flexibility in this way would weaken the Government’s ability to respond to the rapidly developing markets and technology for electric vehicle infra- structure—objectives which I think are widely shared.
Using “may” rather than “must” is quite usual for this type of legislation. A recent and relevant example is the Energy Act 2016, which contains powers to make regulations but not an obligation to do so. The clauses in this part of the Bill are designed to address particular issues in particular ways. In general, the Government want to regulate only if they have to, in particular where there is market failure. We are taking the powers because we might need them and we want to send out the right signals, but we hope it will not be necessary in every case. Removing flexibility by requiring that regulations are introduced could increase the risk of the Government intervening in a way that is unhelpful and at the wrong time. This is particularly important where, as in this case, the market and technology are at early stages of development.
Noble Lords may be aware that the Delegated Powers and Regulatory Reform Committee had the following to say about the Government’s approach:
“We consider that, on this occasion, the Department has provided convincing reasons for Part 2 of the Bill to consist solely of enabling powers. According to the Department, because of the relative newness of electric vehicle charging technology, the factors affecting the installation and operation of charging points are at an early stage of development, and the market for supporting the charging infrastructure is also developing. Accordingly it is not yet clear what areas of regulation covered by the Bill may be required or (if required) what the nature of the regulation should be”.
The Competition and Markets Authority has also shared its view that the nascence of this market is reason to be cautious when introducing secondary legislation in this area, because of the fast-moving nature of technological advances and the need to ensure the healthy development of competition. It advised the Government to be flexible in their approach to implementing regulations so as to be able to react to future market changes, and to be careful not to restrict the ability of markets to adapt.
I hope the noble Baroness, Lady Worthington, was reassured by the policy scoping notes circulated by my noble friend on 3 May, which explain in more detail the conditions in which we would look to introduce regulations. These notes also explain that we intend to introduce regulations under Clause 13 on smart charge points shortly after Royal Assent. However, even in that case, flexibility is still important. We want to ensure thorough consultation prior to introducing regulations and this will be an important process which we do not want to pre-empt. We would not want to close down the possibility that by the end of this process the Government decide that regulations under this clause should not be introduced or that only some should be introduced.
Amendment 101 is about requiring draft legislation for all regulations under this part within 12 months of the passing of the Bill. As I have just explained, the introduction of regulations will depend on the precise circumstances at the time. Producing draft regulations prematurely could be an unhelpful signal to markets, with various unintended consequences, and could stifle innovation.
While I understand and am grateful that the noble Baroness, Lady Worthington, is seeking ways of strengthening the Bill, I hope she might agree that these amendments would in fact reduce its flexibility, which could in turn have a significant impact on the Government’s ability to react appropriately to this rapidly developing market and technology. On that basis, I hope the noble Baroness might feel able to withdraw her amendment.
Baroness Worthington
My Lords, I am grateful to the Minister for his response. I am afraid that I am not at all reassured. This is obviously a new aspect of transport but it certainly did not arrive just yesterday. We have had electric vehicles on our roads for a number of years, with plenty of time for users of those vehicles to tell us that some significant problems need to be addressed if they are to be taken up wholesale.
I am left with the impression that I was correct: this is merely a Bill about signalling. It could be described as greenwash if one was being unkind. In fact, the Minister referred to signals. I feel that there should be a duty on the Government to assess whether they need legislation or not. If they need the legislation, let us pass it; if they do not, we can save ourselves a lot of time, effort and money in assembling here to debate what purports to be a Bill but is in fact simply a set of statements. It will probably be no more impactful on the industry than the Secretary of State’s statements that we are going to ban all internal combustion engines by 2040, which again is, frankly, simply not good enough.
This is a serious issue. Air quality and climate change should be taken as seriously as all things which harm people and are outside their control—their ability to effect change. The Government have a duty to do something about these critical issues for people who cannot act themselves. They must stand up to the car manufacturers and sweep away the problems that are preventing people moving to cleaner and zero-emission vehicles of all kinds. I am afraid that I am not reassured. Nothing has given me any sense of reassurance, other than Clause 13. The Government could have written a Bill with just Clause 13 in it, although that would have looked rather ridiculous. But by the sound of things, that is exactly what we are doing: passing a Bill with merely one clause in it.
I am sorry to say that I am not reassured. I hope that there will be a meeting forthcoming after Committee, where perhaps we can discuss this further, but at this stage I am happy to withdraw the amendment.
Baroness Randerson
“( ) performance standards for public charging points;( ) procedures to be put in place to repair faulty public charging points.”
Baroness Randerson
I am pleased to move Amendment 44. The dinner that the noble Lord, Lord Campbell-Savours, referred to was indeed a lively occasion—much livelier than the average dinner in this place, I believe, in its conversation and opinions. The noble Baroness, Lady Worthington, is correct to say that the Bill lacks a spine. It is a collection of good ideas, probably, but it is not a strategy.
Addressing range anxiety among electric car owners is fundamental to the Government having a flawless strategy for encouraging people to buy these vehicles, and therefore for them to be manufactured. The whole population benefits from some of us buying electric vehicles. The amendments in this group relate to the availability of charging points and their ease of use, which is really the crux of the issue. Where they are placed is something we will come to in other groups of amendments, but this is a simple provision.
When you drive along and see on your in-car computer screen that there will be a charge point in 10 miles, it is at the very least supremely frustrating to find when you get there that it is not working. It can be a huge issue if you go on a long journey. I have told before in this House of the occasion when I went from one motorway services to another and another before I found a rapid charge point. I got a fast charge in the second and third ones, which was enough to send me to the next motorway services, but that is not the way to encourage people to own electric cars. It can be worse than really annoying. It can be a fairly dangerous situation to find yourself without any electricity in a lonely public car park, where there should be a charge point but it is not working. Charge points are almost always somewhere quite lonely. They are usually badly lit and, unlike getting petrol or diesel, you do not have a nice warm roof over your head. Standing out there in the rain and wind can be a pretty dispiriting process. When you get there, you therefore need the confidence that it will work.
This matter is easily addressed and I urge the Government to take these amendments seriously. I hope the Minister will accept them, or accept their principle and bring forward her own amendments. It is stating the blindingly obvious to say that you need some kind of measure in place so that when contracts are let, there is an obligation for these charge points to be working for a certain specified percentage of time, so that there is a commitment to repair them when they break.
The other side of trying to use a charge point is that almost all of them require you to have an app or be a member of a group. I think I have six or seven such apps on my phone, to be ready for all eventualities. If there are that number of apps on your phone, you do not use any one of them that often. This means that often, you turn up somewhere, only for the phone to tell you that you need to renew the app because you have not updated it and it will not work. My Amendment 46, which deals with,
“the use of contactless payment”,
seems the simple way to ensure that you have a straightforward way of paying that would be available to virtually everyone. We all know the effectiveness of contactless payment, which has worked brilliantly in beginning to replace Oyster cards in London. It has a simplicity about it.
I am not suggesting that these groups we join up to should not exist or that the apps could not be used. There could even be a financial or some other incentive for joining these groups, rather than having contactless payment. However, I am suggesting that there should be an obligation to make the charging points easy to use by ensuring that you have the fallback position, at the very least, of contactless payment. I will leave it there for now, and I beg to move.
Lord Campbell-Savours
My Lords, I listened carefully to the Minister’s previous response. His argument seemed essentially to be based on the need to ensure that we do not move too fast because there may be technological developments, which would mean that we had perhaps taken the wrong decision in the regulations. This is in the event that they were—in his view, obviously—prematurely introduced.
Let us go through the amendment. It mentions:
“performance standards for public charging points”.
Why can we not set those minimum standards on the basis of the technology that applies now—not what may apply in future, but what applies now? Standards will not go down in future; they will go up. The next thing the amendment requires is,
“procedures to be put in place to repair faulty public charging points”.
What is wrong with that? We have charging points, and there is a problem with repair. Why can we not have regulations requiring the suppliers of such equipment to ensure that it is maintained properly? That does not require technological developments.
Baroness Worthington
My Lords, I shall speak to the amendments in the group to which I have lent my name. The noble Baroness, Lady Randerson, has eloquently explained what it is like to be an electric car user in Britain today. It is certainly not always a pleasurable experience, and a number of serious issues need to be addressed—not least that of faulty charging points.
One of the reasons why we have a problem is that the demand for electric vehicles is not being met by the manufacturers, so there are lengthy queues and waiting lists, but people are hoping that this will be a big market. They are therefore fitting charging infrastructure, but it is operating at a loss: there is no financial benefit for anyone fitting charging points at the moment, because there are insufficient users, as insufficient numbers of cars are sold. That means that expensive infrastructure is put in—sometimes subsidised, sometimes not—and then there is no incentive to keep it operating.
This morning my assistant and I did a spot check on Zap-Map—one of the multiple apps you need on your phone to know where charging points are. Within a three-mile radius of here there are around 100 charging points, but of those, 13 are non-operational. That is just not good enough. What is the point of putting in all this effort to create a network, only for those expensive pieces of kit not to be maintained? If the Bill has any purpose, it is to ensure that at least we can get rid of that irritant. It causes people considerable harm and anxiety not to know, when they turn up in their car with the charge running down, that they are guaranteed to be able to recharge it. That is a big impediment to people taking up this technology.
The Minister said that we might see some regulations under Clause 13 some time soon, so let us also say that we will definitely, and quickly, see some regulations under Clause 9. This is not new technology; there is no risk of it becoming outdated. The charging points are there. People are putting them in, but they are not making money because there are insufficient users, and the points are not being maintained. This is no way to set about meeting the goal that the Government put in their manifesto—that nearly all cars will be zero-emission by 2050. Let us think more about what is happening today, and use this legislative opportunity to sort out the problems that people are experiencing now. I fully support the amendments in the group, particularly the one about a requirement to maintain standards and to take steps to repair faulty charging points.
Lord Tunnicliffe
My Lords, I do not want to be too repetitive, but I have been persuaded by the speakers in the debate so far—and, of course, at last night’s notorious dinner. Again, I hope that the Minister will be able not only to give us warm words but to see whether she can make some progress in tabling amendments that at least partly support the general direction of the debate.
Baroness Sugg
My Lords, I am very sorry that my noble friend and I missed that wonderful dinner, to which I think all noble Lords were invited last night; our invitations must have been lost in the post. The Government’s aim is to develop our infrastructure so that current and future drivers of electric vehicles can locate charging infrastructure that is affordable, efficient, reliable and easily accessible. The amendments, understandably, seek to improve availability and reliability.
Most government-funded charge points started out as being free to access, but payments have been gradually introduced over the years. Taking a payment in exchange for charging is a crucial step in the development of a long-term sustainable business model for charge point operators that will in turn lead to greater choice and improved future reliability of the network. Of course I agree that reliability is a critical issue, but we think that the market is developing to meet consumer expectations about charge point reliability. We welcome the fact that a number of charge point owners currently report on their level of reliability. The noble Baroness, Lady Randerson, mentioned Zap-Map.com, which incorporates a real-time feed that drivers can use to report on their recent charging experiences and report out-of-action charge points. As this market continues to develop, it is clear that operators will want their charge points to be functioning and accessible to attract customers, and indeed to receive payment.
Some operators are already providing information voluntarily, and as the market develops all may do so. However, should the Government need to intervene in this area, powers can be introduced under Clause 11. As currently proposed, this could require charge point operators to make reliability information available in open-source formats, which could be used to improve the consumer experience. Clause 11 also specifically mentions,
“whether the point is in working order”,
and making this information available will help to incentivise charge point operators to maintain working charge points and to ensure that they can be held to account by customers. I agree with the noble Baroness that for the infrastructure to work, the charge points have to work, and people need to feel confident that they will be able to charge their car—so I agree with the intent behind the amendments.
The noble Baroness also proposes an amendment on contactless card payments. Again, we absolutely recognise the importance of having easily available payment options to encourage the uptake of these vehicles. We have seen progress in this area. Since 2017 regulations have been in place for new charge points to ensure that they are available without the need for any form of membership. This applies to all new charge points from last November, and all existing charge points will need to meet that requirement by November this year. In the policy scoping notes contactless payment is one of a number of potential access or payment solutions, but we are not sure about mandating for this in primary legislation, which could risk forcing charge point operators to overhaul their entire network for a specific access method that may not be the preferred solution by drivers or industry, and may well be succeeded by another form of access. We want to consult on that. In advance of introducing any secondary legislation we will consult drivers and operators before proposing a minimum defined access method. If the preferred option is through contactless payment—which, I acknowledge, it may well be, so that people can easily pay for charging—that would be included in the regulations.
Amendment 50, proposed by the noble Lord, Lord Berkeley, which was mentioned by the noble Lord, Lord Campbell-Savours, rightly seeks to ensure that the Secretary of State has regard to innovation, customer choice and competition when bringing forward regulations under this clause. Those three things should always be at the heart of the Government’s policy-making, and will underpin any regulations brought forward under this, and indeed any other, clause.
As I have said, I agree with the intent behind all the amendments, and I will consider them further.
Lord Campbell-Savours
Before the Minister sits down, Clause 11 refers only to the provision of information. What we want is action. If no action is taken as a result of the provision of information, it is a waste of space. Why cannot some of the amendments be taken away by the Minister to her departmental officials before Report—at least those which are in no way affected by technological development—to see whether it might be possible to accept one or two of them? That would immediately affect people’s ability to secure the service that they expect when they call at one of these charge points.
Baroness Worthington
I reiterate that we must at least acknowledge that it is not good enough to have nearly one in 10 of these charge points in the vicinity of this House non-operational. Surely the Government should be doing more to investigate why that is the case and to ensure that regulatory powers are introduced to insist that they are maintained. It is just not good enough. We would not expect that to be allowed in any other form of public infrastructure. We are not asking for it to be in primary legislation, we are asking simply for power to be taken to make regulations to require that they be maintained. Given the Government’s apparent love of these enabling powers, I cannot see why they would not take one to require that the charge points are maintained. They are expensive and people rely on them.
Baroness Sugg
Clause 11 refers to information, as the noble Lord says, and covers reliability. I take the point that it is only information. We think that as people will be paying for access, it will be in the charge point operators’ interest to ensure that the charge points are operational. I absolutely agree that we need to ensure that charge points are reliable and are fixed when they are broken.
Lord Redesdale (LD)
I apologise for intervening and I am sorry that I was not at Second Reading. I had this problem yesterday: turning up with a vehicle but someone else with a non-electric vehicle had parked in the space. Will the Government consider fines or enabling powers to ensure that when they work—sometimes they do not—someone else does not park in the space?
Baroness Sugg
The noble Lord raises a common issue. We have seen development in this area with overstay charges, and we are investigating them. As I was about to say, I understand the correct desire for us to consider the amendments again, and I will go back to do so. We want to ensure that the Bill enables improvement in our infrastructure for electric vehicles.
Baroness Randerson
My Lords, the Minister has given us a lot of information. I will of course read the record carefully and probably seek to rearrange my amendment in a different format for next time if she does not feel able to address these issues. I urge her to look at this again.
My noble friend referred to an issue which I believe is addressed in Amendment 48 in the name of the noble Lord, Lord Lucas. This is something the French have dealt with by a pricing regime which means that if you lurk around on a charging point ages after your car is recharged, it becomes a very expensive way to find a parking space. It is perfectly easily solved.
The issues we are addressing are not ones that we have dreamed up from nowhere. It is well known that in London, the pressure on the rollout of charging points for the introduction of electric cars meant that the whole process wobbled and stalled at one point. All the charging points were put in but they were not maintained, so the system fell into disrepute. A new contractor and a new contract appear to have addressed quite a lot of that problem, but the Government need to take this seriously. Otherwise, public confidence will be undermined and electric cars will not take up the position that diesel cars have had in the past.
Automated and Electric Vehicles Bill
Thursday 17th May 2018
(6 years, 6 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 82-II Second marshalled list for Committee (PDF, 108KB) - (15 May 2018)
Lord Tunnicliffe
“( ) Before making regulations under subsection (1)(b), the Secretary of State must consult charge point operators and vehicle manufacturers on the prescribed requirements for connecting components.”
Lord Tunnicliffe (Lab)
My Lords, in moving Amendment 52 I shall speak also to three other amendments in this group. The Bill as currently drafted gives the Secretary of State the power to make regulations in relation to the components of charging points. What the Bill does not do is define what criteria will be used or who the Government will consult when making this decision.
The Bill presents a significant opportunity for the United Kingdom to lead globally on encouraging the uptake of electric vehicles. Making the most of that opportunity will require action in a number of areas, one of which is availability and interoperability of charging points. There is some concern about differing design standards for charging points. It is important to avoid a situation in which vehicles have a wide range of different connecting components, because they will have to be reflected on forecourts; such a range will be impractical and create confusion on forecourts. The amendment would require the Government to consult charge operators and vehicle manufacturers on these vital infrastructure decisions. The amendment’s purpose is to ensure that the Government consult properly and widely, specifically with recharge point operators, on the final form and implementation of those connecting components.
Amendment 67 would require the Secretary of State to consult on and publish the criteria to be used for the definition of “large fuel retailers” and “service area operators”. This will make clear to the industry which companies are covered by the regulations.
Amendment 87 focuses on the collection and use of data from electric charging points. As with the data collected by automated vehicles, charging points and electric vehicles will also hold important and useful information which, if it were to fall into the wrong hands, could be damaging. It is important that we get this side of the legislation right because, as the technology advances, it is likely that more information will be held. Some of this information will be personal and sensitive, which is why it is important that the Government ensure that the gathered data is secure and private. It is important that the legislation addresses who is responsible for collecting this data, how the data is then shared between different parties and any limitations on such data. In the amendment, we ask Ministers to properly consult with the relevant stakeholders in this area and make sure that the correct safeguards are put in place.
Finally, Amendment 102 would require the Government to consult widely before regulations were implemented. One significant area that our proposals would deal with is the impact that the expansion of charging points may have on the national grid, which the Bill barely addresses. There is a fear that sudden huge spikes in demand could easily damage the network and, in extreme cases, lead to power outages. For it to work, this policy requires serious planning and consultation between the Government, the grid and charge point operators. I appreciate that the Government are trying to address some of that with smart charging, but the risk is still there, particularly if rapid charging is used at charge points during peak rush hour times. Those concerns need to be considered carefully and the impact must be monitored in the rollout of the infrastructure changes. The Government will have to consider a great many things that they do not know yet, such as what regulations they want to bring in, who they will affect and how they will be affected. That underlines why it is important that the Government consult stakeholders, as this amendment asks them to do.
I am not opposed to the use of secondary legislation because it will be necessary to future-proof the Bill, but it is important that the Minister comes back to Parliament with more detail and specific proposals for regulations—particularly for something that, as it stands, is not included in much detail. I beg to move.
Baroness Randerson (LD)
My Lords, I rise to speak to the amendments in this group in my name. I cannot see much of a theme between them so I will deal with them separately.
Amendment 95 addresses the issue of smart meters. We all know that smart meters are in the Bill because the Government believe, or have reason to believe, that there could be issues with pressure on the national grid. They are dealing with, or planning to deal with, that pressure through the use of smart meters. My amendment intends to ensure that smart meters really are smart, and very sophisticated. When we have talked about them before, people have said, “It’s really important to charge at night when there is not great pressure on the grid”. In fact—my amendment deals with this—specific groups of people have very good reasons for not charging at night. Some people cannot charge then because they are out at work and have taken their car with them, and some people, such as people with solar panels—I declare an interest because I have them on my house—have a good reason to charge during the day. I am keen to charge my car during the day, whenever possible, because that is when my panels are generating electricity.
I am probing the Minister to find out the Government’s view on this and whether the concept of smart meters can now take that kind of thing into account. It would be frightfully unfair if night shift workers, such as NHS workers, had to pay a higher price for their electricity just because they have to charge their cars during the day. I would hope that we had moved on a long way, technologically, from the days when night storage heaters imposed a blanket situation where you charged at night, dispelled your heat during the day—whether you were there or not—and had no control.
The national grid has assured us that there is enough overall capacity, but I fear that it is similar to the mobile phone companies saying that 95% of the population has a good signal. We all know that 5% of the population lives in a large geographical area known as the countryside, so there are great swathes of the country where mobile phone signal is very poor. Already, the national grid is overreaching full capacity in some areas such as south-east England and many rural areas because there are no links with the grid.
Amendment 103 is intended simply to make sure that the regulations that spring from the Bill are dealt with in the appropriate manner. I have tried to reflect the views of the DPRRC that there should be some affirmative resolutions.
Amendment 68 refers to the need for consultation with fuel retailers. Here, I am probing the issue of the definition, and how the Government will reach a definition, of “large fuel retailers”. The Association of Convenience Stores was rather worried that it would be forced to have electric charge points in inappropriate places. My view is that fuel retailers need to look 10 years ahead. If this revolution has taken place, they will not be selling loads of diesel in even five years’ time, nor loads of petrol. They need to think about how they will diversify. Consultation would help not just to produce good regulations, but to raise awareness among fuel retailers that they will need to consider the future.
When the consultation takes place it will also be important to consider the capacity of the grid. We have talked a lot about motorway service stations. They generally have an electric charging point. In the great and glorious future we hope they will have several electric charging points, but they are usually in the countryside. It might be that the grid does not have the capacity for that in that area. Things such as consultation would help to unravel that spectrum of things and make it clearer for the Government, as well as for those who have to supply the electricity.
Very briefly, Amendment 87, which I have added my name to, relates to data. I will leave the issue of data largely to the noble Baroness, Lady Worthington, as the noble Lord, Lord Tunnicliffe, has spoken already, but I am seriously concerned that this is yet another gaping hole in the Bill. We dealt with it in Part 1 on automated vehicles, but electric vehicles have the same data-collection capacity. There are serious issues that the Government need to grapple with to reassure the public that the data being collected about their movements is dealt with responsibly and not used just as an easy marketing gambit.
Baroness Worthington (CB)
My Lords, I will briefly speak to the amendments in my name in this group. Consulting the sector, particularly the charge point providers and operators, is essential to ensure that the regulations we pass are fit for purpose. I am sure that that will be a component of the Government’s strategy, which we wait to see published. I look forward to hearing more about that from the Minister.
Amendment 87, which the noble Baroness, Lady Randerson, mentioned, concerns a huge topic on data from electric vehicles. It is correct that we touched on it under the part of the Bill on automatic vehicles, but it is not present in this part. It would be good if the Government took this away and had a think about it. As a driver of an electric vehicle I often override the question at the start that says, “Do you want to send your data to the company that owns the car?”, simply because I think, “Why should I share it?”. However, there might be very good reasons why you want to share anonymised data to facilitate completely different ways of taxing people’s use of the vehicles.
In the Bill and certainly in the Government’s strategy we have to think about what will happen to the public purse when we move away from a transport system fed by fossil fuels, which generate huge amounts of revenue to the Treasury. As we come off that and go on to electricity we will not see the same revenues at all. Yet there might well be embedded into these technologies a new data source that would enable a different form of taxation based on road use. If we can come up with a taxation system that uses this data, perhaps on an annualised basis rather than the Government tracking your every move, we would be able to use it to inform a new form of taxation similar to the way we do an MoT at the end of the year, so you can pay taxes on that basis. There is an enabling aspect of the data as much as there is concern about privacy and use of data for purposes we were not aware of when we signed on the dotted line for different services.
This is a big topic. We probably cannot do it justice with just this amendment, but I will genuinely listen to and be very interested to hear from the Government about this topic and what they plan to do about it in the protective sense, but also in the use of it in creative ways to ensure we still collect revenue to fund our public services.
Lord Campbell-Savours (Lab)
My Lords, the noble Baroness, Lady Worthington, just referred to the issue that I wanted to raise and which I raised earlier in Committee. There will potentially be a substantial drop in revenue. It is important that the Bill goes a little bit further than it does in Clause 12, which refers to a,
“prescribed person or to persons of a prescribed description”.
Why can the Government not be a little more frank? We basically mean the excise authorities—they are the people who want this information. Ultimately, that is the way the tax will be raised, unless we go down the route of satellite observation of your vehicle running along the motorway counting up how many miles you have done and where you went, which might worry a lot of people in a world of arguments over privacy.
I hope the noble Baroness’s comments will be followed up by the Minister. The Government might be prepared to go a little further on Report than the wording in Clause 12 and be absolutely frank. This is how it is being read outside: “This is the way we intend to raise taxes”, against the argument, when it starts, of whether to use something like satellites. Could Ministers be a little more frank and give us an undertaking that they might reconsider that position and the wording in Clause 12(1) on Report?
Lord Young of Cookham (Con)
My Lords, I am grateful to all noble Lords for raising the importance of consultation prior to regulations being made using the powers covered by the Bill. It would of course be sensible, and indeed essential, for us to engage with a wide range of stakeholders to ensure that any regulations brought forward under the Bill are fair and proportionate while delivering the changes that will meet the needs of users and greatly improve the charging experience. It will be particularly important to consult those stakeholders that will be directly impacted by any of these regulations.
The Government have a set of good consultation principles—for example, that consultations should be targeted, clear and concise. They were published in 2016 and a copy was placed in the parliamentary Library. These principles were followed when consulting on primary legislation for the Bill and we will continue to follow them. They were updated in 2018 and can be accessed on the government website, GOV.UK.
Prior to introducing any regulations in this part of the Bill, we will engage with all appropriate stakeholders. This is already a requirement under Clause 16(3). Amendment 52, moved by the noble Lord, Lord Tunnicliffe, calls for consultation specifically with charge point operators and vehicle manufacturers. As we explained in the policy scoping notes, under Clause 9 the Government would consult widely with stakeholders on the issue of connection before introducing regulations. This consultation would of course include charge point manufacturers and operators, and vehicle manufacturers.
Amendment 67 in the name of the noble Lord, Lord Tunnicliffe, also seeks to require the Secretary of State to publish draft criteria and definitions of large fuel retailers and service area operators at least six months before making the regulation. Any regulations brought forward under Clause 10 would be informed by consultation with industry, including fuel retailers, motorway service area operators, EV infrastructure providers and operators, and EV manufacturers and drivers, a point insisted on by the noble Baroness, Lady Randerson. She made a valid point that those currently in the petrol retailing business will want to ensure that they have a future. Their business is basically supplying energy to motorists. They will need to react if motorists start using a different form of energy. It would be in their interests to move in this direction.
The noble Baroness, Lady Worthington, raised the point that this might have implications for the Treasury. I will not go there. She also mentioned the possibility of road pricing—another sensitive political issue. I am not going to go there either, but they were valid points.
As explained in the policy scoping notes, the purpose of the consultation would be to seek industry’s views on the definitions of large fuel retailers and service area operators and any criteria for the locations at which fuel retailers will have to make specified provision.
Lord Deben (Con)
Will that consultation include not just regulation but facilitation? Many providers collect their fuel by road and then dispense it. They have a serious problem connecting with the grid and fitting in with the electricity supply. I do not understand why the Government do not apply here the same arrangements as they applied in respect of telephonic connections, which did something about the problems of wayleaves.
Lord Young of Cookham
My noble friend is absolutely right. Some fuel retailers may be in remote locations where the necessary electricity supply is not immediately available. Therefore, it would not make sense to oblige them to have charge points if they could not get the power. We have taken that on board. When we consult, we will look specifically at the availability of power supply before deciding whether to make progress.
Clause 16(4) would require the Secretary of State to lay the draft regulations in Parliament and their approval by each House before they are made. I understand the intent of the amendment: to ensure there is enough time for stakeholders to consider and comment, and make their views known to parliamentarians, before the regulations are discussed in the House. However we believe that, given the commitment to full consultation and the use of the affirmative procedure, it is not necessary or proportionate to publish the regulations six months before they are made. There will be many opportunities to comment on what should be included in the regulations throughout the consultation, and a delay of six months from the final draft to a vote in Parliament could adversely affect the delivery of the policy. Regarding Amendment 68, I hope this also reassures the noble Baroness, Lady Randerson, of our commitment to consult fuel retailers about the appropriateness of regulations before they are introduced.
I turn to Amendment 87 and the important issue of data. The collection and use of data from charge points is increasingly important to those who help manage the electricity system. We will need carefully to consider how that data is used and how to ensure data privacy. We are already statutorily obliged to consult on the regulations through Clause 16(3). The consultation will cover the issues referred to in the amendments: who is responsible for collecting the data, how the data is shared, and any limitations on the use of such data. Therefore, we do not believe that a specific amendment on data is necessary. Data security and privacy are essential. Data would be anonymised and aggregated and it could be handled in a similar way to how smart meter data is treated. The noble Lord, Lord Campbell-Savours, suggested that one of the prescribed persons might be the Treasury, so that it could get this information in order to charge motorists. I do not think that is the intention, but I will take advice before I commit myself on it. It is an ingenious thought, which the Treasury may follow up now that the noble Lord has mentioned it.
Amendment 95 is proposed by the noble Baroness, Lady Randerson. She must have a very small carbon footprint if she generates through solar panels the power for her car. The amendment would require night-shift workers and households with solar panels to be taken into account for regulations under Clause 13, about smart charge points. I would hope that night-shift workers might be able to charge at work and therefore benefit from the lower rates, but off-peak is not only at night; lowest demand can now be in the afternoon because of solar power, so it could be the new off-peak—I understand that this happened for the first time in the UK in 2017. We will of course look to ensure that the introduction of smart charge points does not have adverse effects on any groups of consumers. However, we do not believe it is appropriate to specify, and implicitly prioritise, a small selection of people, however important, as the noble Baroness’s amendment seeks. I understand that it is important to take into account different groups of consumers, but as the clause is about the requirements for smart charge points rather than the pricing structures, I am not sure that it is the right place.
On smart charging pricing structures, I hope noble Lords will be reassured that the regulator for the electricity system, Ofgem, has an explicit responsibility to make the system fair for all energy consumers. Amendment 102 in the name of the noble Lord, Lord Tunnicliffe, would extend the consulting requirement for this part of the Bill to ensure that the Secretary of State included the National Grid, large fuel retailers and service area operators. I agree that it is important to consult widely and of course that includes such stakeholders, but we do not think it appropriate to specify in the Bill a small proportion of the organisations that should be consulted.
Amendment 103 in the name of the noble Baroness, Lady Randerson, is about requiring draft regulations in this part to be approved in both Houses of Parliament every time they provide or amend a definition in this Act. Clause 16(4) already requires the Secretary of State to do this for the first time regulations are laid, with exceptions for technical regulations under Clause 9(3) and Clause 13. This is a rapidly evolving market and may require the Government to act quickly. The initial regulations will be subject, quite rightly, to the affirmative procedure, but it may not be appropriate to extend this to every provision or amendment of a definition.
I am grateful to noble Lords for raising important issues. I hope they are reassured that we intend to fulfil existing duties in respect of secondary legislation, that we will consult widely and thoroughly before any regulations are brought forward, and that the statutory obligation to consultation in Clause 16(3) will ensure that we do so. I recognise the importance of proper parliamentary scrutiny when defining terms used in the Bill, as the Delegated Powers and Regulatory Reform Committee noted in its report. My noble friend is considering its recommendations and will respond to the committee before Report and copy this response to all noble Lords who have taken part in today’s debate. On that basis, I hope that the noble Lord might withdraw his amendment at this stage.
Lord Tunnicliffe
My Lords, I shall not delay the Committee unnecessarily. I will study the response with some care. I suspect that we will bring forward an amendment on Report unless the Minister does so for us, because there is something rather special about the timescales. The standard consultation is 12 weeks. The six months that we propose recognises the considerable work that will be required if a fuel retailer or service operator is caught unawares. Either such a provision is needed or the regulations have to be sensitive about time. I hope for a perhaps more in-depth response—I do not want to be rude—which recognises these timescales. Perhaps we can put that on record on Report, even if the Minister is unable to suggest some useful words to add to the Bill.
Before I withdraw the amendment, can I assume that when Amendment 53 is called, we will commence discussion on the original group without Amendment 51? I see nodding from the Whips; therefore, we are all on the same page. I beg leave to withdraw the amendment.
Baroness Randerson
“( ) Regulations may prohibit the removal of public charging or refuelling points unless the appropriate permission is obtained from the relevant local authority.”
Baroness Randerson
This group of amendments relates once again to the provision of charging points. Amendment 53 relates specifically to a situation I came across in my local area. A developer had built a car park associated with a shopping centre and had probably received a grant to put in a charging point. About two years later, they decided that, to reconfigure the car park, they would take out the charging point. There will always be a group of people who find a way round these things. Amendment 53 is designed to ensure that we look ahead and work to alleviate the problems that such people might cause us.
Amendment 71 is a further attempt to future-proof. That means that buildings built in the future will either need charging points to be built in or, as suggested by the similar Amendment 76, ducting should be put in even if you do not go the whole hog and put charging points there from the start. Nowadays, we expect all our houses—all our buildings, whatever they are—to have electricity and mains drainage. Very frequently, planning authorities require a property, whether it is for employment purposes or residential—to have car parking spaces. My amendment suggests that we should simply take that one step further and use the planning regulations to ensure that, in future, houses and any other kind of buildings are built with an anticipation that electric car drivers will live there, or use the building, and therefore need to be provided for. I beg to move.
Lord Borwick (Con)
My Lords, I shall put Amendment 54 into context by mentioning the reasons for this Bill. The first half is to get Great Britain into the front row of one of the most exciting brand-new industries in the world, although the department seems determined to make sure that the Bill addresses insurance only. However, this half, on charging points, is trying to help solve one of the serious problems of our cities: air pollution. People are dying out there. People are suffering with every breath of air they take, their damaged lungs strangling them.
I should declare that for 12 years, ending some time ago, I was a trustee of the British Lung Foundation, and I am presently a trustee of the Royal Brompton and Harefield Hospital charity. The hospital is doing great work treating patients crippled by air pollution. These patients are predominantly poor people—people who live beside roads and in dense cities—and their under-researched diseases need more attention. We know some of the causes, including the PM2.5 particles that go right into the lungs and probably even into the brains of sufferers. The consumers know the situation, as is shown in the graph distributed by the noble Baroness, Lady Worthington. I would have preferred to see the graph separate hybrids from electric vehicles, as there are a host of mild hybrids that are certainly better than nothing but not nearly as good as a pure electric vehicle.
The message is clear: in the last year consumers have stopped buying diesels and increased their purchase of petrol cars. Why not electric? Because of the absence of rapid charging points. We do not even have a rapid charging point on the Parliamentary Estate. We should be ashamed of that fact. I know we are working hard to correct it, but the complexity of the rules of heritage and the planning permission for the yellow lines all have to be dealt with. I would rather install it first and sort out the problems later, which is why I would be a rotten choice to be put in charge of it.
Baroness Randerson
To be fair to the Parliamentary Estate, there are two fast charging points in the underground car park at the other end of the Building. There is not one in the Lords, but there is one in the other place.
Lord Borwick
I thank the noble Baroness for that. I was told that there were two charging points at the other end but not rapid charging points.
Lord Borwick
The distinction between rapid and fast may be in the eye of the tortoise but is terribly important. There is a lot of difference between charging points and rapid charging points. The table distributed by that doughty fighter for clean air, Stephanie Jarvis of TfL, shows that the number of rapid chargers installed on borough highways in London, “as part of TfL network”—whatever that means—is nil: absolutely none at all. To tease and adapt the witty words and tortured French accent of my excellent and noble friend Lord Young, I think that the score for the department is “nul points”.
Baroness Worthington
My Lords, the amendments in my name in this group include Amendments 57—a rather lengthy amendment, I apologise for that— 74 and 76. Amendment 57 is an attempt to introduce some permitted development and infrastructure rights for the rolling out of charging infrastructure.
Subsections (1) to (3) deal with amendments to the town and country planning order to expand the permitted development rights that apply to charging points being installed off-street. They would remove the restrictions in the order that require that upstanding charging points must not exceed 1.6 metres in height and must be within 2 metres of a highway, and that wall-mounted electrical outlets must be within 2 metres of a highway. Obviously, these regulations were brought in to try to set parameters for the development of the sector. However, we feel that they are unnecessarily restrictive. In the spirit of the Government’s intent that we should not be regulating because it is a fast-moving environment, we should deregulate where we are actively holding back innovation. So we think that subsections (1) and (3) are essential and we would like to work with the Government on addressing them.
Subsections (3) to (10) relate to powers that the London mayor is seeking to address the fact that, as the noble Lord, Lord Borwick, mentioned, the installation of fast—sorry, rapid—chargers on borough-controlled land is falling well behind that on TfL-run land and highways. The table is very interesting. Not only does it show that out of 103 rapid chargers installed, merely four are on borough-controlled land, it gives a fantastic insight into who is moving forward on rapid chargers. I note that the City of London, Kensington and Chelsea, Newham, Lambeth, Bromley and Barking have installed precisely zero, on either TfL or borough land. There is obviously some patchy deployment here in London.
The reason we have taken the GLA and TfL briefings on this issue very seriously is that cities are really significant. Not only are they having to deal with the air-quality impacts of the current use of combustion engines, they do and should have oversight of how this can be rolled out in a strategically planned way. But at the moment, although they are working relatively well with boroughs on the slow and fast chargers, on the rapid chargers they tell us that there is up to 10 weeks of delay before they can get permission to install. Looking at the table, they are simply not succeeding in some places.
The reason I think cities are so significant—I just saw this today on Twitter—is that 21% of global sales of EVs can be accounted for by six Chinese cities. If we think we are in any way leading this, we have to take a long, hard look and be honest about the fact that we are not in the lead. We are trailing well behind China on this issue. Of course, it was air quality and climate change that spurred China into action. It has, through a series of very successful policies—layers of policies—managed to clean up the air of its major cities. There is a lot we can learn from there.
Proposed new Subsections (11) to (14) of this rather lengthy amendment seek to introduce a concept of charging infrastructure rights—wayleaves, essentially—that is intended to mirror those granted under the Digital Economy Act 2017 for telecommunications. This is a significant issue for the country. We need to get this right. As we recognised when we granted these wayleaves for telecoms, this is the sort of thing the Government should be doing to ease this new investment in infra- structure. We look forward to hearing from the Minister on that concept. We have drafted these subsections drawing on the example of the Digital Economy Act, so they are probably not perfectly drafted. I would very much welcome sitting down with the Minister and officials to discuss this further.
The noble Lord, Lord Lucas, is unable to attend so I have agreed to speak to Amendment 74 on his behalf. This is an interesting and important issue. I have read somewhere that on average a car spends about 80% of its time parked at home. If you happen to be lucky enough to have a garage or off-street parking, you can move to an electric vehicle relatively straightforwardly, but not all of us live in that situation. Certainly in urban environments it is less common. You may well be in a leased environment or a block of flats and wish to have infrastructure installed to enable you to move to an electric vehicle, but it is very difficult. Even if leaseholders say that they will pay for the full cost of installing a charge point, and even if it is a simple plug, they often find that their landlords are unwilling to do it—why would they? It is an extra hassle and they are not required to meet that need.
In Amsterdam, I think, they have found that a demand-led rollout of this infrastructure has really helped speed it along. That means that if a customer has a car on order, they write to request that the charging infrastructure be fitted and it is then a requirement that that demand be met. That ensures a linking up of infrastructure with cars to use that infrastructure. This is a really important issue, and I would certainly welcome more thoughts and further consultation on how this can be made to work.
Similarly, Amendment 76 is about making the Bill future-proof, enabling us to take powers to require future residential and non-residential buildings with a defined number of parking spaces to have the necessary charge points or pre-cabling to allow for the installation of charge points. This is anticipating that we will get to the numbers the Government say they wish to get to. The Committee on Climate Change says that 60% of all car sales in 2030 need to be electric or plug-in hybrid, so it will not be too long before we get there, and we need to be planning for this now. We hope this will ensure that new and refurbished buildings are EV-ready. If a car spends 80% of its time parked at home, as has been said, it really is important that we do this. A car spends a further 16% of the time parked at another destination, so having the ability to put this into non-residential buildings is equally important. I hope that that covers everything.
Lord Campbell-Savours
My Lords, I wonder if I might take the Committee back to some elementary aspects here. Under my apartment in London, there is a garage and in the bay next to me there is a plug in the wall, with a wire leading into a motor car. It is an electric car being charged. On the previous amendment, I argued the need for the Government to be far more open about the question of taxation in future, in substitute for the revenue loss arising from less reliance on the fuels of today. We cannot raise revenue in conditions where people simply stick a plug in the wall. There has to be a meter.
Amendment 76 goes on to refer to regulations. I presume it is implied that these are building regulations. I am not sure but I think that is the suggestion. Perhaps in placing this requirement in the building regulations, we should set a requirement to fit a meter even though it will not be raising revenue in the early years. The reason I say that is only because of my experience over smart meters. Are we not changing the rules in some ways on those, because we have learned? We are almost in a period of regret, as we have been discussing in Committee in recent weeks. We think, “If only we’d known that a few years ago, we might have done it in a different way”.
All I am suggesting is that in the event that we were to introduce regulations—building regulations, I presume—we should be thinking at that stage in terms of a meter. You would not just have your plug and socket; you would have a plug, a meter and a socket, but in the early stages the meter would be registering only for your information. The other advantage of it is this. In the event that you have a meter of that nature, with a particular socket, you can be sure that you can raise the revenue by charging a higher rate for the metered electricity than the rate charged for electricity going generally into the residence. There would have to be a differential rate to ensure that you could raise the revenue and you would have to have the equipment. I say: let us go from our experience with smart meters in another context.
Perhaps I may move on to Amendment 74, which has just been spoken to by the noble Baroness, Lady Worthington. Can I express a reservation, since she asked for comments, on subsection (2) of that proposed new clause? It says:
“Any leaseholder who pays for a charge point to be installed as in subsection (1) retains ownership of the charge point”—
they retain ownership of it—
“and all the associated works that the leaseholder has paid for when the lease ends, but the landlord may acquire ownership of them by paying the leaseholder one sixtieth of their cost for each month that remains of the five years since they were installed”.
What happens if you are in a small block with a shared freehold, and someone puts in a meter? Are we saying that the balance of the freeholders have to pay to the person who installed a meter money to compensate them for the fact that they have left the lease at an earlier stage? That would be an unfair imposition on the balance of the leaseholders—if they have a share of the freehold, they are basically leaseholders. They might have 99-year leases but they are leaseholders. If I might say so, that provision is wrong. I think that if you have put in the equipment, you do so at your risk and if you leave, you lose.
I have a suspicion about what would happen. In the flat that I own near to the property of the noble Lord, Lord Young, we have a committee arrangement and I can imagine circumstances in which some members of that committee might say, “I’m sorry but we don’t want to pay to compensate you when you leave for equipment you’ve put in”. I do not know whether it might cost hundreds or thousands of pounds. All I am saying is: let us be a little careful about that provision. I do not want to rubbish the noble Baroness’s amendment because the rest of it is excellent but I would enter that minor concern.
Lord Tope (LD)
My Lords, as this is my first contribution to the Bill, I should say that my knowledge of, and interest in, electric vehicles is more limited than most of the Committee here. However, I suspect that I might have been the first to drive an electric vehicle when I drove from this House back to the London Borough of Sutton, at least 20 or 25 years ago, and came last in a race with our two MPs. One was riding a bicycle and the other was travelling by public transport. The reason for that was nothing to do with electric vehicles; it was to do with traffic on a Friday, which affects electric vehicles as much as every other car. Nevertheless I caused great amusement by arriving some time after our two Members of Parliament.
I am here to speak, in particular, to Amendments 54 and 57. I agree with much of what the noble Lord, Lord Borwick, said about his amendment, and very much with the sentiments behind the amendment spoken to by the noble Baroness, Lady Worthington. My interest in this—and, indeed, the reason why I was driving the electric car—is that for the 13 years that London was without a strategic authority I was leader of a London borough council, and therefore actively involved in trying to run Greater London without a strategic authority. After 13 years I stepped down as leader—voluntarily, I might add—to stand for election to the Greater London Authority, then about to come into being, and spent eight years as a member of that authority.
Baroness Worthington
Transport for London and the GLA have been actively trying to consult the boroughs on this issue over a six-month period. I emphasise the fact that we are talking about rapid chargers here, not slow and fast charging. That needs a strategic overview, because those are what enable people to travel long distances and recharge on their journeys, so they are more akin to motorway infrastructure than to charging at home, or at destinations where cars are parked for long periods. This requires a citywide strategy, which is why TfL is so interested in getting one for that particular class of charger.
Lord Tope
I well understand the difference here, and the fact that we are talking about rapid charging. If I misspoke, I am sorry: I am referring to the amendment and the proposal to give TfL permitted development rights. I think that the noble Baroness is referring to the mayor’s draft transport strategy, which was indeed widely consulted on and widely welcomed, in work with the boroughs.
Be that as it may, the fact is that the 32 London boroughs and London Councils are strongly opposed to giving TFL permitted development rights. This is a very bad way to start on what we all want to achieve, which is the rapid implementation of rapid charging points. If it is to work effectively, it has to be a co-operative partnership between the GLA, TFL and the London boroughs.
I quote from what I believe is a public letter dated 29 March from the chair of London Councils’ transport and environment committee to the Mayor of London. He begins:
“London boroughs share your enthusiasm and urgency to tackle the poor air quality experienced by Londoners and therefore look to ensure that there is an efficient and effective network electric vehicle charging infrastructure to aid this”.
Lord Campbell-Savours
Can we clarify the position? Are they opposing rapid charging arrangements?
Lord Tope
No, not they are not opposing rapid charging points at all. Quite the opposite—they are very enthusiastic supporters of them. This is my view, not one that has been expressed to me, but one reason that there has been so little installation is that most of the resources that come to boroughs for this comes through what is known as LIP funding which, if I remember rightly, stands for “local implementation strategy”. All the funding comes from the Mayor of London and there has been no provision in my borough and, I think, many others, for the installation of rapid charging points. But we are getting into more detail than I wanted to at this stage, because I know we are moving quickly, and I want us to move on.
I go back to the letter that I was quoting from London Councils. The chair goes on to say:
“We recognise that engagement between TFL and the boroughs on rapid chargers has not been as effective as it could be and are eager to address this issue collaboratively to enable better delivery”.
He goes on to speak about one measure taken, which was to establish,
“a cross party sub-committee solely focused on rapid charging infrastructure. Its task is to enhance the provision of rapid charging points in London across boroughs”,
and to work together with TfL, the GLA and other interested parties. He concludes:
“Collaboration between boroughs, TfL and the GLA is what will deliver an effective and efficient network of charging infrastructure in London”.
I wholly endorse that sentiment, and I hope that all of us on all sides who wish for success here will also endorse it.
Baroness Worthington
I think we all have the same objective in mind, but does the noble Lord concede that 10 weeks to get permission for installation of charging, working with boroughs, is not exactly the swiftest of processes? The amendment that the GLA and TfL seek is merely to take a power to enable that collaboration to be given a bit of a supercharge, because different boroughs will have different speeds and different priorities and it seems sensible to be able to have a citywide strategy. It could help out boroughs which are insufficiently staffed to do this quickly. Ten weeks seems like a long time, no?
Lord Tope
My Lords, we must recognise, first, that there is a resource problem for TfL, boroughs and everyone in the public sector. That is possibly the greatest inhibition to rapid implementation. I must say that, in my experience, giving permitted development rights to TfL, while it would be intended to speed things up, would in practice have exactly the opposite effect, because it simply cannot have—this is not a criticism but a statement—detailed local knowledge. I could cite the example of proposing to put a charging point in a parking bay reserved for hearses for the local church—but we can get into too much detail here.
My key point is that the way in which to make rapid progress with rapid charging and all the rest of the infrastructure is not to set up something strongly opposed by the London boroughs, which is going to lead inevitably, sadly, to more conflict and disagreement, more objections and less public support—because that is where the objections will come from. That is not the way to go: the way to go is to give a kick-start, or whatever word the noble Baroness used, and say that we want to see greater active co-operation between TfL and the London boroughs. What we would like to see in particular is not an agreement to pursue permitted development rights for TfL but a requirement—or not a requirement, because we cannot require, but a request—that TfL and the London boroughs and councils, if possible, come back to us for Report, which I know is only a few weeks away, with an agreed amendment, if that is necessary, to achieve the objective that we all share. I think that that is a much more positive approach, and one that is far more likely to succeed in achieving the objective, which I think that I share with the noble Baroness, Lady Worthington, and everyone else, than the one now, which is being opposed by the people who will actually have to do most of the implementation.
Lord Tunnicliffe
My Lords, as a generality I support the thrust of these amendments, but I worry about whether this is the right place for them. Clearly, there is a case for some overall strategic planning, and there is a need for it to happen everywhere. There is also a possibility that that may require some powers to be provided for TfL. But we are trespassing into dangerous waters, because we are getting into sovereignty—and there is no more delicate area in a sovereignty debate than between an area or regional authority and constituent members. I worry whether this Bill is the place to make such a profound move.
I am genuinely open-minded about whether we should press in this direction, but I join the noble Lord, Lord Tope, in urging the department to do all that it can between now and Report to get a negotiated settlement between the boroughs and TfL that, if necessary, we can put into the Bill.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, this is a wide-ranging group of amendments and I shall aim to address all the points raised, so I am afraid that I shall have quite a bit to say.
On permitted development rights and expansion, as the noble Baroness noted, it is already allowed through town and country planning, which allows permitted development rights for one electric vehicle charging point per parking space, public or private. The noble Baroness, Lady Worthington, mentioned specific restrictions on that, which were introduced into the permitted development right to protect the environmental amenity of an area—hence the planning permission is needed. However, there is no height limit for charge points installed by or on behalf of local authorities, which are able to consider the impact of a charge point at a particular location, as well as on the safety of road users and pedestrians, and any other local considerations. That is what we want to bear in mind.
In general, the intention of these amendments is an important consideration. Given the change in technologies, it is important that the Government ensure the existing flexibilities and terms of permitted development rights and that they remain fit for purpose—and certainly deregulate where we should. So I shall take the issue away and consider it further with the Ministry of Housing, Communities and Local Government before Report.
On permitted development rights in London and TfL, my noble friend Lord Borwick raised the proposal to give TfL or the Mayor of London permitted development rights to install rapid charge points. Again, we agree with the intention behind aspects of this amendment; the installation of charging provision in London is crucial to help to ensure that air quality and climate change targets are met and, despite some excellent progress by local boroughs, many more charge points will be needed. While we recognise TfL’s frustration at not being able to make quick improvements to a road network that it may be responsible for, it is right and proper that it works collaboratively with local boroughs to consider the local democratic process.
Lord Campbell-Savours
Do we know how many of these rapid charge points boroughs have actually been introduced up to now?
Baroness Sugg
Since January 2017, the number is 644 rapid charge points, and they expect to quadruple that and install over 2,600. I acknowledge, however, that we need to up our game on the installation of these charge points.
Baroness Worthington
The table that has been circulated indicates that, of 103 rapid charge points in London, four have been installed on borough land.
Lord Campbell-Savours
It that not in fact our case? They are doing nothing.
Baroness Sugg
My Lords, I think we all agree that insufficient progress has been seen; we absolutely need to take action on that, but we need to consider the local democratic process. The noble Lord, Lord Tope, spelled out very clearly the opinion of London Councils on this, and we want to see TfL and London Councils working in partnership to deliver what we need, ideally without the need for legislative intervention. We are working with TfL, MHCLG and GLA colleagues on this collaborative approach. A new governance framework has been set up, and there is a cross-party subgroup tasked with addressing these specific issues. The mayor is also creating a new electric vehicle infrastructure task force for London, in which the Government have been invited to participate as a member.
These non-legislative solutions have recently been introduced and are designed to ensure that this collaboration happens. I appreciate, however, that my noble friend’s amendment has a time clause in it, which is an interesting consideration. As the noble Lord, Lord Tunnicliffe, says, these are slightly dangerous waters, but we will certainly go away ahead of Report to see if there is more we can do to reach an agreement, or to broker a deal, between the local councils and TfL on this important issue. As I say, I think we have good bodies in place now to work on this, but it will require them to work together. We will come back to this after we have taken it further with them. I thank my noble friend for his invitation; it sounds a lovely idea. Perhaps we could do that after we get this Bill through to celebrate.
My noble friend and others raised the issue of rapid chargers on the Parliamentary Estate. As I mentioned at Second Reading, the authorities are currently carrying out a project to fit the underground car park in the Commons with 80 charge points, although, at the moment, they are not planned for our own Lords car park. Though I can reassure noble Lords that I am pushing on this issue and—hot off the press—I hear that the House authorities are still making a decision on whether to take forward the charge points. They are working with the planning and design authority that is installing the charge points in the House of Commons. I hope to come back with some positive progress, along with a timetable, on Report. If we do not see that positive progress, I will be meeting with the Parliamentary Estate authorities to understand why.
On the removal of charge points, the noble Baroness, Lady Randerson, raised an interesting proposal. On local highways, the authorities obviously have the ability to require the installation of charge points or prohibit their removal. For other public locations, it is an interesting point. I understand the issue she raises: after installation, we do not want to see them rapidly uninstalled. This consideration is best left to the market and the host sites that have installed the infrastructure. In the same way that a supermarket, for example, should not need planning permission to install a charge point, it might be tricky if it then needs planning permission to take it out again. I also have some concerns that it could have an unintended consequence for businesses or host sites, which may be put off installing infrastructure if they would be unable to remove it in the future. But I understand the point that the noble Baroness makes, especially when grants are involved, so I will take that away and consider it further.
I turn to wayleaves and charging infrastructure rights. Wayleaves are sometimes required for rapid charge point installations that require a new connection to the grid or a grid upgrade, where cables need to be laid across third-party land. Currently, the wayleave agreement is voluntary for the third party who owns the land and there is no obligation to accept the wayleave. In cases where an agreement for a wayleave cannot be reached, the Electricity Act 1989 provides the installer with statutory powers on which it can call if no alternative solution, such as changing the cable route, can be found, so a statutory application can be lodged to the BEIS Secretary of State to award the installer a necessary wayleave. These amendments raise an interesting point, which we have not consulted on yet. We have concerns that the amendments as drafted do not allow for the private rights of the owner of any third-party land to be taken into account, or to allow for any potential environmental effects to be considered. Because this involves private land access rights, we think that we need to seek more evidence and consult a wide range of stakeholders. However, I will take the issue away and discuss it further with ministerial colleagues in advance of Report.
On housing issues and the future-proofing of new homes and developments, the noble Baronesses, Lady Randerson and Lady Worthington, are right to highlight the importance of ensuring that new developments include provision for the necessary charging infrastructure. I am pleased that the Government’s National Planning Policy Framework that has recently been consulted on considers the same policy. When developing local plans, it sets out that local authorities must fully consider the inclusion of charge point infrastructure in new developments. The proposed NPPF envisages that applications for developments should be designed to enable charging of plug-in and other ultra low emission vehicles in safe, accessible and convenient locations. It also sets out that, when setting local parking standards for residential and non-residential development, policies should take into account the need to ensure an adequate provision of spaces for charging plug-in and other ultra low emission vehicles. We think that the NPPF is the right place for such changes to be introduced, so that local considerations can be taken into account by local authorities, and therefore we do not think that we should include such provision in the Bill. The noble Lord, Lord Campbell-Savours, raised an interesting point about smart meters, which I shall take back and consider.
The noble Baroness, Lady Worthington, suggested the introduction of regulation to ensure that leaseholders are not denied the ability to install charging infrastructure. Of course, where agreement can be reached between leaseholders and the landlord, the charger will be installed, but there may well be scenarios where one or the other will not agree for whatever reason—as the noble Lord, Lord Campbell-Savours, highlighted—such as on who owns the charger, who is responsible for its maintenance and the cost of the electricity where a communal supply is involved. The amendment raises an interesting point, but we need to ensure that, while leaseholders are not denied the ability to install a charge point, we consider those other issues fully, such as the rights of freeholders and landlords.
Baroness Worthington
In the spirt of this Bill being entirely about enabling powers, would it not be sensible for the Government to consider taking an enabling power that can then be used if necessary, given that we are really at the start of rollout, which must rapidly increase if we are to hit our targets? It seems highly likely that we already have evidence of leaseholder-lessee disagreements holding us back—I could go out and gather it all for you. We are simply talking about taking a power to enable the Government to regulate. Otherwise, we will be back here in a year’s time having to go back over this ground again. Surely this is an opportunity to use the Bill to try to future-proof the situation.
Baroness Sugg
The noble Baroness makes a fair point. The Ministry of Housing, Communities and Local Government is doing a review of the relationship between leaseholders and freeholders, so I shall ask whether that might be an appropriate place to consider this issue. I have heard what the noble Baroness said, and I will take that back.
Lord Campbell-Savours
Given that such a review is going on, could the Minister drop us a note to tell us whether this suggestion will be considered?
Baroness Sugg
I certainly will. I will need to go back and discuss whether we can include this suggestion. I am not sure that we will go as far as the noble Baroness would like us to on that, but I will certainly get a conclusion on that and come back to noble Lords.
Finally, on the amendment that would ensure the provision of ducting and precabling infrastructure for new residential and non-residential buildings, in the industrial strategy, published last November, we committed to update building regulations to mandate that all new residential developments must contain the enabling cabling for charge points in homes. That will be an important step in future-proofing new homes and avoiding more costly retrofitting. For non-residential buildings, the NPPF will ensure that local authorities consider the need for adequate charging provision in developing their local plans. Before Report we will consider whether that is sufficient or whether we can go further.
Given these reassurances, I hope that the noble Baroness feels able to withdraw her amendment.
Baroness Worthington
Before the noble Baroness responds, I want to check that I am clear about that last point about the NPPF. With residential buildings, the expectation is that there might be a shift. However, why would there be a difference as regards leaving it with local authorities for non-residential buildings?
Baroness Sugg
It is purely because in the NPPF we have already committed to the residential side of things and have made that clear in the industrial strategy, while we have not yet gone so far on the non-residential side of things, which I will go back and have a look at. As I said, the consultation on the NPPF recently closed, so we are doing this work at the same time as MHCLG is considering its response to that consultation. I believe it is due to publish that in the summer, but obviously we will have Report before that, so I will take that back.
Baroness Randerson
I thank the Minister for her response. Once again, it is a very detailed issue, and I will read the record carefully.
I will respond on one point. The Minister said that it was not reasonable to complain if a parking space with a recharging point were taken out when it had never had to be put in in the first place—whoever did so did it willingly. That is what I understood her to say. My vision of how this would work is rather akin to the issue of parking spaces. There are planning permissions in certain areas where maybe for a certain size of house you need one parking space. If you choose to put in five, that is up to you; it is not illegal—you can do it. If you then want to take out those extra four spaces, no one can complain, but if you want to take out the fifth, they can. It is an issue of dealing with your minimums and ensuring, once again, that this is always at the top of consideration.
To be honest, I was not frightfully impressed by the concept that local authorities “need to consider” something; they need to address it, not just consider it. I listened with interest to the discussion about the mayor’s plans versus the local authorities in London. There needs to be a solution here which is not heavy-handed in taking away local initiative but which ensures that those local initiatives are empowered and encouraged and run rather more smoothly than they have done up to now. I understand the point that there has not been enough action up to now. I beg leave to withdraw the amendment.
Baroness Randerson
“Report on the installation and use of public charging or refuelling points and the effectiveness of current incentive schemes
(1) The Secretary of State must commission a review of the current schemes available to local authorities, individuals and any other relevant parties to encourage the installation and use of public charging or refuelling points.(2) The review must determine whether further steps are necessary to encourage the installation and use of public charging or refuelling points, and if so what those steps could be.(3) The Secretary of State must lay the report of the review under subsection (1) before each House of Parliament within six months of this Act coming into force.”
Baroness Randerson
My Lords, the amendments in this group relate to attempts to get a more strategic approach. Amendment 55, for instance, proposes the well-tried and tested concept of a report. It is a frequently used device but, in this case, it is a serious attempt to get the Government to take a strategic view on this issue by looking at the effectiveness of current schemes—looking at how, for example, the various grant schemes are working together, and perhaps analysing the situation which was revealed in London and which probably exists elsewhere, where there are two levels of authority, and quite possibly confusion and certainly a lack of action between the two. That is the sort of thing that is addressed when you look at the hard figures in a report.
Baroness Worthington
I shall speak to the amendments in this group which stand in my name. I fully support the points that the noble Baroness, Lady Randerson, has made. We have had to crowbar in amendments to enable us to discuss the more strategic need for the Bill. We have probably all sat down with a clerk and argued quite forcefully that the Bill is too narrow and that we need to expand it, but we have singularly failed. Despite its Short Title, it is a very narrow Bill. It seems that electric vehicles are not the purpose—it is all about charging infrastructure—and as we discussed at the start of the debate, zero-emissions vehicles are certainly not what it is about.
My Amendment 98 requires a reporting clause that tries to draw out the reasons behind the Bill, which must relate back to an increase in the use of zero-emissions vehicles. It cannot be a goal in itself to have a lot of charge points dotted around the country—that would be completely ridiculous. We must learn how we have done transition in other sectors. We should take a leaf out of the power sector book, where the Government took the reverse approach to this. We had lots of incentives for new generators of different types of power, but what lagged was the infrastructure of the grid. Here, we have the exact opposite: we are pushing out the infrastructure but have no incentives for the actual vehicles that would make use of it. We felt that the very least we needed to do was have a debate on that other aspect of this. We have to see these things moving in tandem. You need infrastructure and you need cars: infrastructure without cars equals a lot of fine kit but loss-leading, not profit-making enterprises, and companies would come in and there would be a boom and then a bust. That is not what we want or need in this sector. Therefore, a report is needed to require the Government to look back at what they have achieved and at what is happening as a result of this Bill. I suspect we could probably predict the answers, but we would like to require a report on the effectiveness of the Act and its regulations.
The report should include the number of electric vehicles on the road and that have been sold. Essentially, that is an integral part of why you want a charging infrastructure in the first place. There is a great need to ensure that we have the right ratio of charge points to drivers, so the Government’s reporting back on that seems perfectly reasonable.
In proposed new subsection (2)(b), we have asked for a report on the effectiveness of the Act in ensuring that 90% of electric vehicle drivers are within 50 miles of a rapid charger. This comes back to the point that rapid charging needs to be looked at as a strategic infrastructure question. I know that National Grid has published a plan—I suspect we will have to debate how it is paid for—to show that by using the transmission network, which nicely marries up to the motorway network, you can get to the target with strategic investment in transmission-connected chargers. That would be a class of chargers well beyond rapid chargers—super-rapid charging—and would put us at the forefront of this technology, not simply limping along following in China’s wake. A much wider approach must be taken by the Government.
You just have to look at other countries to see examples. We have mentioned China a lot but we should also look to California. It has introduced a successive series of policies to support the shift to zero-emissions vehicles. In October 2017, 340,000 zero-emissions vehicles were sold with a 4.5% market share, compared to the 0.5% market share in the UK at the moment. When California started its policy of a zero-emissions mandate, only one model was on sale; now, there are 25 models, offered by 14 manufacturers. These vehicles are actively available and on the market, not simply seen once in a showroom and then never sold. There are examples out there of how countries and regions have delivered this transition, kicked the car manufacturing sector into action and ensured that the latent demand and support from citizens for this type of vehicle is met by available and affordable vehicles.
So much more needs to be done and there is so little in this Bill. We feel that there should at least be some reporting requirements included that can flag the paucity of the Bill in its attempts to reach the goals that it says it has. I hope that something along these lines will be included.
Lord Tunnicliffe
My Lords, our Amendment 104 is in this group. This group is about reporting, and different ways been suggested. I hope that when she responds after my speech the Minister will offer to bring them together in the best possible mix and agree to a reporting procedure.
The proposed new clause would require the Government to lay a report before Parliament each year to consider how the regulations are working, and, specifically, the impact they are having on charge point operators, fuel retailers, the National Grid and the overall uptake of electric vehicles. The Government are intending the Bill to enable and encourage the uptake of electric vehicles, and they are right to do so. It would therefore make sense for them to review regularly whether it is actually happening and whether things need to be changed down the line. Involving Parliament in this issue would not only be beneficial for the Government but would enable them to regularly reassess their work. I am sure that the Minister would be saying that to us if our seating arrangements were reversed. We must keep the matter constantly under review and be prepared to revisit it if the circumstances require.
Baroness Sugg
My Lords, I very much agree that it is important that the Government take a strategic approach to encouraging and supporting the uptake of electric vehicles and the infrastructure that they rely on, that we monitor our progress against our air quality and carbon targets and that we review the effectiveness of any regulations brought forward under this Bill. I know that there is frustration about the narrow scope of the Bill, but I am afraid that it is just about electric vehicle infrastructure. It is not the extent of the Government’s work in this area.
In 2013, the Government published a strategy entitled Driving the Future Today, which set out the path towards achieving our zero-emission vehicle aims. Of course, much has changed since then—10 times as many ultra-low emission vehicles were registered in the UK last year as in 2013. While the aims of that strategy remain relevant, we are rightly considering how our approach needs to change in light of developments in the automotive sector and beyond.
As noble Lords are already aware, the Government will shortly publish a new strategy for promoting the uptake, manufacture and use of zero-emission vehicles, which will set out the Government’s vision and support for the provision of charging infrastructure for both battery electric and hydrogen cell electric vehicles to help facilitate this transition.
The strategy will go wider than just zero-emission vehicles. We recognise that it is also important to drive down emissions from the conventional vehicles that currently dominate our roads if we are to meet our ambitious climate change and air quality commitments. That includes considering air quality and carbon impacts in parallel and setting out the Government’s view on the role of different fuels in the coming decades.
With regard to Amendment 55, moved by the noble Baroness, Lady Randerson, to review the effectiveness and uptake of the Government’s incentive schemes, the department already keeps under review its existing schemes supporting the rollout of infrastructure and will take the necessary steps to encourage the installation of charge points where they are needed. Further steps will be identified on that in the forthcoming strategy.
I thank the noble Baroness for her suggestions in Amendment 70. We are also looking at the potential of lamp posts. She is quite right to say that not all of us have driveways or garages and so we need to make sure that we get on-street parking right, too. We have an on-street residential charging scheme and we are funding several local authorities to help them to install lamp-post charge points—450 this year. That is something that we are looking to develop.
On the important point of reporting against our air quality and carbon targets, which noble Lords have addressed in Amendments 98 and 99, there are already legal obligations to report and make public data on ambient air quality and emissions of a range of damaging air quality pollutants. In some cases, these obligations implement international level commitments. Of course, the national air quality plan and the clean growth strategy also set out how the Government plan to meet the UK’s air quality and climate change obligations. In addition, we are also already required to report to Parliament on progress against our obligations under the Climate Change Act 2008, of which of course the noble Baroness, Lady Worthington, was a lead author. Our ambitions to achieve a greater uptake of zero-emission vehicles is central to delivering the transport sector’s contribution to those obligations and will therefore form part of the reporting requirement.
As I have explained, the introduction of regulations will depend on the precise circumstances at the relevant time, so we are concerned that we may not be in a position to report on the impact of these regulations within the 12-month reporting period set out. The policy scoping notes set out the approximate timings for when we expect the regulations to be brought forward. I will probably follow that up in writing rather than go through the different clauses in detail now because the question of when we envisage the regulations coming in has been raised a number of times in today’s debate.
Our wider strategy for electric vehicles as well as the infrastructure to which the Bill specifically relates will be published shortly. I have mentioned the existing requirements to report against our air quality and carbon targets. We want to ensure that a requirement for reporting on this quickly moving area of technology is not disproportionate and unnecessary, but following the debate today, I will reflect on the points made ahead of Report and consider an amendment on this point. Given that assurance, I hope that the noble Baroness will feel able to withdraw her amendment.
Baroness Randerson
I thank the noble Baroness for her response and I am certainly happy to withdraw the amendment.
Baroness Worthington
“( ) any provider of off-road parking that is available to the public, whether freely or on payment or in connection with the supply of goods or services,”
Baroness Worthington
In the absence of the noble Lord, Lord Lucas, I shall speak to Amendment 59 and the associated amendments in this group. Here we turn to Clause 10 concerning large fuel retailers and the desire of the Government to take powers that may require them to install certain forms of charging infrastructure. We have debated whether they may be electric or hydrogen, and I do not think I feel 100% confident that this clause is sufficiently clear for retailers to know what we mean by charging, and we will need to come back to that issue before Report.
The amendments seek to take the principle of taking an enabling power to require charging and fuelling facilities to be installed and broadens it to include other destination facilities. As we have discussed, for 16% of the time cars are parked in destinations where they could be charging. Those destinations include supermarkets, public car parks, airports, train stations and so on. When we met the Minister and her officials, there was a sense that there is a clear market failure in the category of large fuel retailers which they feel they need to address. If that is the case, it should not be just an enabling power but a power, but perhaps there was a feeling that there is not sufficient evidence of similar market failure in these other areas. However, there may be in the future. If we are proceeding on the basis of enabling powers and not taking powers, I see no reason why we should not include in the Bill a wider power that would allow us to broaden this.
We have to think seriously about the scale on which we are trying to effect change here. This is not about a couple of charging points dotted around the country; this would be a wholesale shift and we want to be at the forefront of it. I feel that wider powers ought to be taken in this area. It is quite unusual for the Lords to say that, but we should look at this again before Report.
I am perfectly happy to concede that should we broaden the powers in Clause 10 and apply the powers set out in Amendment 75 to designated premises for metropolitan mayors, that might be too broad. This is definitely not perfect drafting and perhaps Amendment 75 should not have been included in this group, but it makes quite an important point.
I want to spend a moment reflecting on the role of cities. Chinese cities are driving the revolution in transport and forcing European car manufacturers to change their investment strategies. But people in Europe will not change their strategies unless we ask them to. OEMs treat the world as three separate markets: the US, Europe and Asia. In Asia, they will sell the cleanest cars because they are required to, by policy. Who knows what they will do in the US, because they are currently lobbying to get rid of all the car sellers. In Europe, they may well stay with their strategy, which is to sell everyone diesel and use cheating devices. Let us be honest, they have more or less got away with murder in taking a standard that was passed to try to clean up tailpipe emissions and cheating. Yet here we are, politely asking them if they would mind moving to a zero-emission vehicle manufacturing model. Some of them will try to move but they will certainly follow policy, which is in place in Asia—where they are responding to it—but not in Europe. As we think about our life beyond Europe, it is essential that we put some clarity into this market so that people in Britain can invest and be confident that there is a market here to sell to.
Cities are integral to this. Enabling cities and metro mayors to play a bigger part in this would help to match what China is currently doing so successfully. I want to give the example of Shenzhen, which has just passed new regulations stating that, by 1 May, all new light-duty trucks will be electric vehicles, by 1 July, only EVs will be allowed to be registered as ride-hailing vehicles and, by 31 December, all remaining taxis will be EVs. That is the luxury of a slightly non-democratically planned economy, so I am not suggesting that we go there, but as we take back sovereignty, we ought to put it to good use. This is an attempt to look at the role that metro mayors can play. Urban areas are specifically well suited to this. They suffer the most from air pollution and they have the densest urban geography, which enables electric vehicles to work very well for residents.
Amendment 75 is intended to ensure that metro mayors are given the power they need to enable this transition. I know that this has been led by TfL and the Mayor of London, but other metro mayors fully support these powers, as they all face similar challenges. With that, I beg to move.
Lord Campbell-Savours
My Lords, I want to take us back to Clause 10(2)(a), which states:
“Regulations under subsection (1) may, for example—(a) require large fuel retailers or service area operators to provide public charging points”.
In the real world, can we imagine a motorway service station that would follow this? A stream of cars would come in and get to the forecourt—where there is an existing garage with petrol pumps—and, somewhere in that area, we have to facilitate perhaps hundreds of cars charging at the same time. Some of them might be on rapid charging units for as much as 20 minutes, which is why I say that there will be a lot of vehicles there. There may well not be enough space, so we would be looking at adjacent land. We know that the public interest is served when that adjacent land is made available.
How will we acquire that land? If we want a reservoir, an airport or a railway track, we have compulsory purchase powers; however, some people might argue that using them to aid the financial arrangements of a private operator running a service station is unreasonable. So what will we do to ensure that the additional land, adjacent to these facilities on motorways, is made available for the substantial number of rapid charging units required? I see no requirement to do that in the legislation. We know that it must be introduced by regulations. Departmental officials should be thinking through the consequences of this, to see to what extent the state can intervene to ensure that adjacent land is available. I have referred to service stations, but this could happen for land adjacent to other facilities, such as railway stations—although that is probably different because such land is probably used otherwise for housing development.
It would carry a far higher price than agricultural land surrounding a service station on a motorway, which might be worth only £10,000 of £15,000 an acre. Might Ministers consider asking officials to consider the implications of that provision in this legislation?
Baroness Randerson
My Lords, in response to that, I hope that people who run petrol stations and service stations will have redundant space where the diesel pumps were. We all know that if you own a petrol station and you close it down, that land has to lie vacant for many years because of pollution concerns. Therefore, it is of great interest to those who currently run service stations to make them continually financially viable. That means they will have to adapt. That is my logic on that.
Lord Campbell-Savours
I hesitate to intervene immediately after speaking myself, but the pump area is a very small amount of space. We are talking about a space capable of taking maybe hundreds of vehicles, all on charge for 20 minutes to half an hour.
Baroness Randerson
Service stations also have car parks. That is where the charging points are at the moment. There is a possibility there.
That leads very neatly to Amendment 72 in the name of the noble Baroness, Lady Worthington, which I have signed. It seeks to specify once again some general ideas on the sort of facilities that would usefully be used to accommodate charging points. It is important to bear in mind that there is an acknowledgement in proposed new subsection (2)(b) of local authorities’ important co-ordinating role. They have a key part in the chain of strategic provision here.
Proposed new subsection (3) lists a selection of places where we might find charge points. Just to illustrate how subtle this art is, proposed new paragraphs (a) and (b)—“supermarket car parks” and “public car parks”—would be suitable for the provision of only rapid charge points, because no one wants to spend three and a half hours in a supermarket while your car charges, whereas airport or train station car parks could usefully use fast chargers. The Government have to look at this strategically and in detail to make sense of the provision. It needs to be worked out in co-ordination with the industry to make sure the proposals are practical. I am particularly keen on the concept of using supermarket car parks; I have seen this frequently in France. I do not often shop at Waitrose but I do on one particular journey because it has a charger. It is a very useful opportunity.
I will briefly respond to what the noble Baroness, Lady Worthington, said and put a different point of view on Amendment 75. I am not opposed to the idea of giving additional powers. What concerns me is that the vast majority of people in Britain do not live in mayoral authorities. I come from Wales, where there are no elected mayors as a matter of policy. Therefore, it strikes me that there is a danger of creating second-class citizens in cities, towns and rural areas that do not have elected mayors. They will limp along behind with less provision for people who want to buy electric cars. We should have solutions that benefit everyone and not just people who live in one sort of authority.
Baroness Sugg
My Lords, the noble Lord, Lord Campbell-Savours, spoke about space at major fuel retailers. The noble Baroness, Lady Randerson, is right that they often have hundreds of car parking spaces, and that is where we envisage that the charging will happen. The department has no plans to look at purchasing land around such locations. We think that the regulations would need to exclude locations where it is not possible or sensible to provide electric vehicle infrastructure, as we have set out in the policy scoping notes. Of course, space is an important consideration, which is partly why we have identified major fuel retailers as the right place to start.
Lord Campbell-Savours
I am sorry to go back to car parks, but when I travel on motorways I often find the car parks are full. They cannot be used for both parking and for people to put their vehicles on them to charge. In certain conditions, there may simply be insufficient spaces on the motorways because the car parks are heavily used.
Baroness Worthington
This is where the speed of the charger is important. I routinely use a rapid charger at motorway stations, because it is a 25-minute thing where you go and get a cup of coffee, come back out and move on. There can be a rapid turnover in those slots, and it fits very well with the service station model used on motorways.
Lord Campbell-Savours
Equally, I was asking at the dinner last night about the cost of these chargers. Rapid chargers are £40,000 a piece; we are talking a lot of money. It may be that part of the provision will not be the rapid chargers.
Baroness Sugg
My Lords, I think that space will be limited at some of these destinations, but they have been identified as the ideal place to start putting in this infrastructure, which is what we are doing. This is the start of the process. We will look at how effective it is, how many charge points are put in and whether they are rapid charge points.
On whether it may be appropriate to require the installation of charging facilities in future at other locations such as supermarkets, railway stations and private and public parking facilities, the vast majority of electric vehicle drivers choose to charge their cars at home at night, but we need appropriate and adequate provision of public charging if we are to see as many electric vehicles as we want in the coming years. However, we do not believe that regulating for provision will always be the right approach. It is a powerful tool, but other levers can be used. We have many grant schemes and policy measures to support the installation of charge points at a range of locations, including many of those listed in the amendment. For example, we have already committed to providing greater emphasis on electric charging at rail stations in our franchising process. Through a train station scheme, Plugged-in Places and the public sector estate scheme, more than 7,000 charge points have been funded in a wide range of locations. Planning policy—in particular, the NPPF— is proving to be an important tool in leveraging infrastructure, future-proofing new developments and ensuring that local authorities consider charge points in their plans.
Proposed changes to the NPPF would require that when local parking standards are set policies should always consider the need for adequate provision for charging EVs. The London Plan is a good example of where there has been a big impact and where the NPPF has encouraged local authorities to take an ambitious approach. In the London Plan, the GLA mandates that developments in all parts of London ensure that for every five spaces one must have an active charge point and one must have enabling cabling for future use to encourage the uptake of EVs.
We have also introduced enhanced capital allowances, a tax relief for companies to support the development and installation of recharging equipment. The first-year allowance of 100% allows businesses to deduct charge point investments from their pre-tax profits.
Specifically on Amendment 73, we have also already announced that we will update building regulations to require enabling cabling in all new residential housing developments, as we discussed earlier. In addition, we offer grant funding for private facilities, through our workplace charging scheme, to support installation; it is working particularly well for electric fleets. As a result of these measures, and because of the opportunities in this new market, we are seeing the private sector taking the lead and chargers are going in at destinations including car parks and supermarkets. The noble Baroness, Lady Randerson, gave the excellent example of going to Waitrose because it has a charge point. We are seeing growing numbers of EV drivers using such shops in order to use the charge point.
So we are making good progress on electric vehicle charging points; we have seen 500 charge point connectors installed in the country in just the last 30 days. A lot of companies and destinations throughout the country have ambitious plans to install charging infrastructure. Chargemaster is investing heavily in providing EV charge points at key strategic locations, such as hotels, sports clubs and shopping centres and is planning an additional 2,000 units. Asda has charging facilities at more than 100 of its stores. Even the National Trust is installing charge points at places such as Hadrian’s Wall and the Giant’s Causeway. Health clubs and all sorts of other places are doing it too. So we think that the market is working here. My ministerial colleagues meet regularly with the charge point industry—although not at last night’s dinner—and they are confident that we are making progress in that space.
One of the main reasons for the decisions of major fuel retailers is range anxiety, as we have discussed previously. Of course, we need sufficient charging infrastructure on our motorways and major roads so that people will travel longer distances. When we consulted on the Bill, we determined that it was most appropriate to mandate provision at those sites that are crucial in reducing range anxiety. We believe that the Government should regulate only where there is a specific need and not where we are confident that market forces will deliver the necessary infrastructure to meet the needs of EV drivers. Again, I heard what the noble Baroness, Lady Worthington, said on that.
Amendment 75 is an interesting amendment to enable metro mayors to designate premises under Clause 10, which would allow them to use powers in their local area at a timetable of their choosing. In our conversations with metro mayors it was a priority ask of theirs. As the noble Baroness, Lady Worthington, said, cities and regions play a hugely important role in local environmental strategies and dealing with the air quality challenges they face. Of course, charging infrastructure will need to be part of these strategies. There are some considerations around such an amendment and we need to give it due care and attention. We want to ensure that any regulations or requirements that are introduced receive the proper scrutiny of Parliament. We will be defining large fuel retailers and setting out appropriate circumstances for charge point installation in future regulations. Of course, those regulations will be subject to parliamentary scrutiny; we want to ensure that any powers afforded to mayors or combined authorities in this area can only be exercised within those clear definitions and a defined remit.
Given that these powers are not UK-wide but region-specific there is a possibility that imposing this requirement could encourage the relocation of petrol stations outside of the mayoral area should the requirement be disproportionate. As the noble Baroness, Lady Randerson, said, we also need to make sure that it will not mean that areas that do not have metro mayors lose out. As noble Lords will be aware, metro mayors have different devolution deals—that is also something we will need to consider further. We will also need to consider others in the area with transport responsibilities, such as boroughs and local highways authorities, but we think there is merit in considering aspects of this approach. We would not want it to be wider in scope than the locations as currently defined in Clause 10— I was pleased to hear the noble Baroness, Lady Worthington, mention that. Local authorities have voiced concern about powers being widened to include locations managed by them, but I commit to taking this issue away and considering it before Report. On that basis, I hope the noble Baroness feels able to withdraw her amendment.
Baroness Worthington
I thank the Minister for her response. Obviously, as discussed, there are some sequencing issues about when and how you expand scope and for whom. In response to the point made by the noble Baroness, Lady Randerson, about different cities having different tiers, we felt this was appropriate for the mayoral cities because with democratic election comes accountability. You would naturally expect there to be powers that come with that. To the extent that we have already accepted that we are allowing cities to change status by having elected mayors, we are tacitly saying that we are okay with that level of devolution and I do not really see that this is any different. It is about accountability: you have the ability to elect that mayor and they should have powers as a result.
I listened to the Minister’s response and will read it again carefully. There is quite a high reliance here on planning and changes to the NPPF to get us where we want to get to. We will probably come to this in the final group of amendments. My overriding concern is that if you were to look at the market today and see the numbers of electric vehicles being sold, why would you do anything? Why would you require that anything be done? The levels are so low. When it comes to hydrogen, they are almost non-existent. This is going to need some kind of kick-start. The latent demand is there among consumers, I am convinced of that. We have the skills and the money wanting to invest in the infrastructure. I fear that we will just not have the cars.
We will have to come back to that. I hope that in the Road to Zero strategy the Government think hard about how we marry all these infrastructure questions with the market restructuring that is already needed. On the basis that the Minister has agreed to take away some aspects of this, I am happy to withdraw the amendment.
Baroness Worthington
“( ) require charging points to be of a particular specification, or mix of specifications, so that the needs of all users are catered for.”
Baroness Worthington
In the absence of the noble Lord, Lord Lucas, I will speak to Amendment 63 and the other amendments in this group, which all relate to the specification of public charging points.
We need to set standards and provide some clarity for the sector in thinking about how charging points are going to be standardised; otherwise, I fear we will have the same situation we had with phone chargers, where we all had about 16 different chargers in our drawer and none of them seemed to be the right one at the right time. There is already a degree of complexity in the market which is unhelpful, in that there are two types of rapid charger plugs and every charge point has to accommodate those. The amendments aim to elicit from the Government statements on when and how we will see these regulations that set standards come forward.
There is a question about the power ratings. Amendment 64 requires minimum power ratings at public charge points. There are a lot of different descriptors of chargers. There is the slow charger, which is around 2 kilowatts to 5 kilowatts and takes around 12 hours to charge a car. These are usually used at home to plug into overnight. I am told that a fast charger is 7 kilowatts to 22 kilowatts and takes over three hours, and is suitable for some destinations but it would have to be a train station, airport or workplace car park, where your car is expected to be for a period of time. There is the rapid charger, from 50 kilowatts to 120 kilowatts, which is where you get your 25-minute charge. Then there is this other class of superfast charger up to 350 kilowatts, which can charge quite a powerful, long-range vehicle in a very short time—just tens of minutes.
This is an area where—the Government are right—the technology is moving quickly. But we believe that the more the Government can do to provide some standardisation, clarity and regulations that can really help shape the industry’s investment so that we do not get a huge, confusing mass of plugs and chargers of different scales and sizes, the better. Range anxiety normally occurs when you are travelling from your home or place of work a relatively long distance and you have to dock into the rapid or super-rapid charge networks. It is really important that in those instances we set some minimum standards of what we are expecting in the use of those charge points.
There is an opportunity cost. Whenever a charger is plugged in, it occupies a parking space. As we have discussed, the spaces are limited. So we have to get this right and ensure that we have a network that is fit for purpose and is going to endure. I hope that these probing amendments elicit some statements from the Government about the standardisation efforts they are going to undertake. I beg to move.
Baroness Randerson
My Lords, I support the points made by the noble Baroness, Lady Worthington. I will bring in another issue, which we have hardly referred to. We have talked a lot about fast and rapid charging, and so on, but until now we have not talked about the key issue of interoperability. I take this opportunity, using the excuse of this group of amendments, to make the point to the Minister that the reason why the Committee has not mentioned it is that the Government did, and we agree with them. It may feel as if we have ignored it but it is a really key issue.
At the beginning of today’s debate, I talked about the frustration of getting to a charging point that was not working, as did other noble Lords. However, the same frustration is felt when you get there and it does not fit your make of car. This has also been a major own-goal by the motor industry. I hope that the industry will read the proceedings of this place in Hansard because it is undermining its own efforts with electric vehicles by hanging on to different and distinct forms of charging. There really needs to be a cross-industry meeting to reach an agreement on where it is going. We will otherwise end up with something rather like the VHS versus Betamax situation, which wasted an awful lot of consumers’ and manufacturers’ money. It always amazes me when manufacturers do not realise this pretty early on. It has taken Apple an awfully long time to realise that it just irritates us if every phone or computer we buy needs a different form of charging lead.
I hope that the Government will keep interoperability at the top of their requirements in these regulations. I simply want to underline the key message in these amendments, which is that we have to have sufficiently speedy and robust charging points for them to be useful in many circumstances.
Lord Campbell-Savours
My Lords, I think I heard everything that the noble Baroness, Lady Worthington, said when she set out the various levels of equipment and the capacity of each level to charge. I am sure she will know the answer to this but I do not, and I am sure that the public outside who might follow our debate do not know the answer. When commercial operators apply to fit this equipment, who is to determine the capacity of the equipment that they are going to fit? If it is left to the market, those in the market might say, “I’m not going to pay £40,000 for a rapid charger. I’m going to put in a slower charger that might take three hours. I can still make as much profit as I want out of that facility”. However, that might not serve the public interest. It might be that the public interest is served only when a rapid charger, or a series of rapid chargers, is put into a location. What is the framework within which these decisions will be taken? I wonder that because they cannot be taken by the market, and there must be some intervention by a public authority in taking them.
Lord Borwick
My Lords, I shall speak to Amendment 65. It was painfully obvious when dedicated spaces were introduced for disabled drivers that those spaces should be nearest to the supermarket. Yet, unfortunately, this had to be spelt out in regulation. Sometimes, things that are blindingly obvious to noble Lords escape the attention of other people.
I fear that the same may be true of electric rapid charging points, which is why I proposed my amendment. If the Minister can assure me that the department already has this power I will be happy to withdraw it, but if, as I fear, it does not, the Minister should accept the amendment. It is always possible that the noble Lord, Lord Campbell-Savours, is entirely correct and we shall see entire fields full of rapid charging spots, so the location does not matter so much. But until that stage—and particularly at the beginning—the location of rapid charging points relative to other amenities could be important.
Lord Mawson (CB)
Listening to the debate I find it really interesting, but I certainly would not claim to be an expert. I can easily imagine circumstances in which we end up with many diverse charging points across the country, and not enough people buying cars to use them. I have seen many examples in other areas of government doing things and pushing forward proposals, but with disconnects on the ground.
Having a 17 year-old, one thing that I have discovered recently is the cost of insurance for that age group. We need some joined-up thinking in that respect. We live in a rural area and my son has quite an old petrol car, but the insurance for him is £1,857—a great deal of money. If we are to get the next generation of young people buying electric cars and helping us to move this agenda forward, we may need some joined-up thinking between that amount of money being invested in insurance companies and the need to trigger more purchases of electric cars, with incentives to that generation to own a better, cleaner car, which would work for them and also begin to trigger the economy. I suspect that there are opportunities in all this, amid the problems that the younger generation face—but we need more joined-up thinking to ensure that we do not have lots of power points that are not used.
Lord Tunnicliffe
My Lords, I shall speak briefly to Amendment 66, in my name. It would provide exemptions for operators with limited forecourt space who could not accommodate public charging points without an expansion of land, and ensure that retailers and operators did not incur disproportionate costs for complying with regulations. The general thrust of the Bill is to make more charging points available, but we must ensure that there are no unreasonable unintended consequences. I do not think the wording of the amendment is particularly good, but I would like the Minister to consider that general approach. There are a lot of powers in the Bill, and if we are not careful we may find some pockets of unreasonableness.
Baroness Sugg
My Lords, I acknowledge this as a particularly excellent group of amendments. These points are all key priorities that will need to be consulted on before any regulations are brought forward. As proposed in Amendments 63 and 64, it is important that the Government can specify the type of charge points being installed in large fuel retailers or service areas. It is already the Government’s intention, as is made clear in the policy scoping notes, that any regulations under Clause 10 would include details of what provision of electric vehicle infrastructure will be required to ensure that the needs of users are met, and to deliver a quick and hassle-free charging experience, similar to refuelling conventional cars today.
This would include: specifying the level of charging infrastructure, most likely to be measured by number of charge points or hydrogen refuelling points; the specification for that infrastructure, such as the minimum power outputs and the connectors of charge points—I entirely agree that we want to avoid multiple chargers, and another VHS/Betamax situation—and any other operational requirements, such as the opening hours of the charge point. Decisions on those will not be taken by the market; they will be set by regulations—but they will be informed by consultation both with the market and with users of vehicles, to ensure that we get it right.
Lord Campbell-Savours
Is the Minister saying that the motorway service station provider will be told the proportion between one form of equipment and another?
Baroness Sugg
I missed that last point: the motorway service station provider will be told what?
Lord Campbell-Savours
The kind of equipment, whether three-hour, 20 minutes, 12-hour or whatever, to install.
Baroness Sugg
Chargers will normally be based on the power they deliver rather than the time but yes, absolutely, the regulations will set the minimum power output required of the petrol stations installing them, otherwise we could run the risk of a much cheaper, slower charging point being installed which would not do the job we require.
Any regulations would also include the details of the circumstances in which the provision of infrastructure would be required, as proposed in Amendments 65 and 66. As my noble friend Lord Borwick suggested, we must ensure that charge points are easily accessible and not at an unacceptable distance from amenities. That is something that we will absolutely include in regulations.
I turn to the point made by the noble Lord, Lord Tunnicliffe: whether regulations will entail a list or definition of service area operators to which the requirements will apply and the criteria for the locations at which fuel retailers will have to make specified provision. Clause 15 gives the Secretary of State power to create exceptions from any requirement imposed by regulations, and that will be used where an expansion of land or other disproportionate cost would be required.
As stated in Clause 16 and detailed in the policy note, all the regulations will of course be informed by consultation with industry, fuel retailers, the motor service area operators, the electrical vehicle infrastructure providers and operators, electricity providers and electric vehicle manufacturers and drivers. The regulations will need to take account of an assessment of the current and planned provision at the locations in question, an understanding of the underlying fuel retail and motorway service businesses and the needs of the users, and the factors which will make particular sites more or less suited to the installation and operation of electric vehicle infrastructure.
The noble Lord, Lord Mawson, raised the interesting question of linking insurance with promoting electric vehicles, particularly to young people, and the worry that we will have infrastructure charge points but not the vehicles to plug into them. I reiterate that the Bill is narrow: it is specifically about the infrastructure of charge points and hydrogen refuelling. It is not the only thing that the Government are doing: we will shortly publish our strategy on the Road to Zero, which will look at the targets we set and exactly how we will use the levers we have to encourage the use of electric vehicles.
I reassure the noble Baroness, Lady Randerson, that interoperability and the ability to charge quickly will be a high priority in the regulations. All the issues raised on the amendments will be important, but they will all be addressed in the regulations. Therefore, the amendments are not needed. On that basis, I hope that the noble Baroness will withdraw the amendment.
Baroness Worthington
I thank the Minister for her response. I am encouraged that there will be some good news on the Road to Zero strategy—we look forward to that—and that Clause 10 will be elucidated in regulations. We have talked about this before, but this is one aspect of the Bill that it would be good to attach a timeline to. Perhaps we can talk about that between Committee and Report. On the basis that these issues will be addressed, I am happy to withdraw the amendment.
Baroness Worthington
“( ) Regulations under subsection (1) must prescribe a requirement, if technically feasible and if not prohibited by financial constraints that are reasonable, to make use of smart charging systems.( ) Regulations under subsection (1) must prescribe a requirement, if technically feasible and if not prohibited by financial constraints that are reasonable, to make use of intelligent metering systems.( ) For the purposes of this Part “intelligent metering systems” means an electronic system that can measure energy consumption, can provide more information than a conventional meter and can transmit and receive data using a form of electronic communication.”
Baroness Worthington
In moving Amendment 89, I shall speak to other amendments in this group. I should perhaps comment that we have seen Clause 11 stand part of the Bill, which we have touched on but not properly mentioned; it is a very important part of the Bill, and I am glad that it is in there. Like Clause 13, it feels like an essential part of what makes this Bill worth doing. The provision of information to consumers is hugely important and is currently very fractured and frustrating.
I am encouraged by the scoping note showing that the Government’s thinking on Clause 13 is fairly well advanced, so we can expect regulations quite soon. The amendments in my name make a simple point; as drafted, the clause appears to provide powers to make regulations about the sale and installation of charge points, but we simply wanted to ensure that they were also used and that the smart capabilities were used. There is no point in requiring them to be made available if there is no similar requirement that they are switched on, working and useful for consumers. I am not entirely sure that our wording is exactly right, and I would very much welcome discussing this further.
The intent of the amendments is to say that we know that the advent of electrification in transport provides a potentially great way to balance our supply and demand on the grid. The Environmental Defense Fund in Europe and WWF have had a great collaboration with the National Grid around making more visible what is happening on our grid at any given point. We helped to launch a carbon intensity tool with them, which shows you in real time how clean the grid is. On a sunny, windy day like the one that we have just had, you will find that the carbon per kilowatt hour generated is now below 100 grams. That is an extraordinary testimony to the amount of hard work and effort that has gone into encouraging investment into clean-air forms of electricity. There will be times in the day and month when it is extraordinarily clean to charge your infrastructure, your vehicles and indeed heat needs from the grid. That will unlock a huge potential for batteries in vehicles and, indeed, homes, to be used as part of the grid’s balancing of supply and demand, soaking up the excess when there is excess and then providing back to the grid at times of need.
It is great that this provision is in the Bill. We would just like to have reassurances that there will be regulations to cover the use as well as the installation and sale of the smart components of this hugely important part of the charging infrastructure. I beg to move.
Lord Young of Cookham
My Lords, as the co-pilot again, I am grateful for this opportunity to discuss smart charging, which helps electric vehicles benefit both their owners and the energy system.
In broad terms, smart charging helps to shift, where possible, the times when EVs recharge their batteries to off-peak periods, when electricity is cheaper and cleaner and the network has more capacity. I was interested in the information given by the noble Baroness about the cleanliness of the power from the grid at any particular point in time—and the incentive that might give environmentally conscious consumers to use that information to decide when to charge their vehicle—and let me reassure the noble Baroness that we want this capacity to be used. In practice, this could be done, for example, by a signal being transmitted to a smart charge point, which then responds to the signal by increasing or decreasing the rate of charge. The charge point could have its own metering system, or it could potentially be integrated with a smart meter in domestic cases.
Clause 13 helps create the right environment for smart charging by ensuring that all new charge points have the smart functionality that the noble Baroness spoke about. The clause is technical in nature and is not about specifying how customer behaviour is influenced. This is likely to be done by price signals, and we are working with the Office of Gas and Electricity Markets, which regulates this market, and with the Department for Business, Energy and Industrial Strategy, to facilitate such an approach.
Amendment 89, from the noble Baroness, Lady Worthington, seeks to do two things: first, to require, with caveats, the use of smart charging systems; and secondly, to require, with caveats, the use of intelligent metering systems. As the noble Baroness has set out, the rationale for the amendment is to enable smart charging to reduce costs and carbon emissions for consumers as well as helping the energy system to balance the peaks and troughs of electricity supply and demand. I wholeheartedly agree with these goals, and that is what Clause 13 does—it enables smart charging by requiring all charge points to have this functionality. The current version of the clause seeks to allow this to be done by incentives, such as price. If that is the intention of the amendment, we do not think it is needed.
However, another interpretation of the amendment—possibly unintended by the noble Baroness—goes further than that and, subject to caveats, creates a requirement for smart charging rather than allowing incentives. The problem with this approach is simply one of unintended consequences. First, if smart charging was a requirement, the relevant energy companies would not need to pass on any benefits to the consumer. They would not need to give a discounted price for charging at certain times of the day because the consumer would already be required to do this by law. Secondly, the amendment would mean a significant level of government interference in domestic consumer behaviour if it essentially meant dictating when a consumer could and could not charge. That may not have been the intention of the noble Baroness, but I am advised by those who know more about the legislation than I do that that would be a potential impact.
On the second part of the amendment, on intelligent metering, I hope that the noble Baroness is reassured that Clause 13 can already prescribe such a system. The example given in Clause 13(2)(d) is to require the charge point,
“to monitor and record energy consumption”.
The effect of this part of the amendment would therefore be to make such metering mandatory and to use the specific definition in the amendment rather than the current approach of allowing consultation to help decide whether smart metering is necessary, and if so what precise definition to use. For example, by 2020 every household in the UK should be offered a smart meter, which may make additional intelligent metering in the smart charge point unnecessary.
Amendment 92 seeks to require the smart charge point to react to information in a “prescribed fashion”. We do not think that Amendment 92 is needed. Clause 13(2)(b) is an example of the requirements under Clause 13, and regulations under Clause 13 can already prescribe how the charge point reacts to information.
Amendment 94 seeks to require that information relating to the use of charge points, such as availability and price of charging, is made available in a prescribed format. It also seeks to ensure that charge points have the ability to reserve time slots for drivers to charge their vehicles. That is precisely the intention of Clause 11, which would require operators of public charge points to make available prescribed information. The policy scoping notes provide a list, which is not exhaustive, of all of the types of information that operators may be required to make available to users, including: location; operating hours; cost of accessing and using the charge point; method of payment or access; means of connection; whether the point is in working order; and whether it is in use.
Regulations brought forward under this clause would also give the Government the ability to ensure the provision of open source data on public charging points in a standardised format. This would mean that the data would be available to anyone wanting to use it, enabling service providers such as app developers and satnav companies to utilise the information to create services, such as apps, for drivers. The provision of open source “live” data could also support the provision of services that would enable drivers to reserve charge points.
Amendment 97 in this group was not spoken to or moved, so if the Committee will forgive me, I will not address it.
I thank noble Lords for raising the importance of smart charge points. I hope I have given some reassurance that this clause and the other measures I have outlined will help to create the right environment for smart charging while avoiding onerous requirements on consumers. On that basis, I hope the noble Baroness might withdraw this amendment.
Baroness Worthington
I thank the Minister for his response. I am not fully reassured. This seems to come down to whether we put in regulations or allow the market to set incentives as regards whether this smart capability will be part of our future charging infrastructure. I can see that to rely on market incentives might mean that the consumer is much more vulnerable than if we were to regulate. The reason for that is because of my experience in America, where all electricity bills are set, state-by-state, by different regulations. Where there are few protections and regulations, the market prices the marginal excess use very highly. If there are no protections, you find that if you tip over a certain volume of electricity use, your charge per unit spikes enormously, which means that people are vulnerable to failing to realise that they have gone over that threshold. So in this instance the market cannot necessarily be relied on to provide the right incentives, and it may lead to a considerable exposure to risk for consumers who are not perhaps fully informed. Therefore I do not fully believe that we should just leave this to the market.
I take the point that regulating to insist that, for example, time of use tariffs are in place everywhere may also not be the answer. However, we definitely need to do something here to ensure this. We may not put this on to the super-rapid chargers or the rapid chargers in the motorway infrastructure, because there you may well need to charge at 5 pm when you are en route somewhere, and you do not want to be exposed to differential prices. However, the vast majority of charging—the backbone of this—will be done at home, or as at-destination charging, and there is a need to set some standards and regulatory requirements there on the use of the smart capability. I come back to the fact that while Clause 13 is welcome, it just covers the sale and installation and does not do enough to reassure me that we will also talk about the usage of that smart capability. I would like to come back to this, but I recognise that the wording we have may not be perfect, and it would be good to talk about it further. On that basis, I beg leave to withdraw the amendment.
Baroness Worthington
“Commencement
This Act comes into force on the day on which it is passed.”
Baroness Worthington
It is good to reach the final group. With this amendment I seek further information about the Government’s intentions for commencement. It feels as though there could be further delays and that this already not very powerful Bill could become even less powerful if it does not reach commencement until we pass regulations that we might not need to pass. The fact is that nothing in the Bill requires anybody to do anything at any time ever, and commencement seems to be required to wait for that non-event. I am not sufficiently versed in the legal details of Bills, so I have tabled the amendment to find out what it means. Why can it not be commenced immediately upon the passing of the legislation?
Lord Campbell-Savours
My Lords, we have just heard a very earnest plea from the noble Baroness, Lady Worthington. I noticed during our proceedings today that the Ministers at the Dispatch Box, particularly the noble Baroness, Lady Sugg, indicated that they might be prepared to take things back to the department for further consideration. I express the hope that, when we get to Report, there will be some government amendments that reflect the concerns expressed in the debate today.
Baroness Randerson
My Lords, in speaking to my Amendment 106, I want to agree with what has been said by the noble Lord and the noble Baroness. This is a missed opportunity in that, until the last six months or so, transport Bills have been few and far between. I realise that they are falling like confetti now, but each one is so tiny that, between each Bill, there are great gaps in the strategic action that needs to be taken. Ironically, we have been concentrating a lot on the cutting edge of technology—we have looked at space travel in the Space Industry Bill and at lasers. The pace of technology in those areas is very fast, and this is the same. There is a need for strategic thinking, because the detailed stuff is in danger of becoming out of date. The result is that the Government, being aware of that, have written not just narrow Bills but very vague Bills, giving them lots of power to dream up regulations but no guarantee on the direction in which they are going.
The noble Baroness, Lady Worthington, addresses in her amendment the need to be accurate about what the Bill is. Turning that on its head, in various speeches in our proceedings I have referred to the fact that the part of the Bill dealing with automated vehicles ignores the street scene changes and the changes to the structure of road safety law that will be needed. In Amendment 106, I have drawn attention to hydrogen. That is another specific example of other sorts of developing technology that are lower emission and deserve to be part of an overall strategy.
My final thought on this is that the Government need to do a great deal of connected thinking on all these little bits of effort. We are in danger of leading people to think that we have a strategy fit for the future. I do not believe that we have.
Baroness Sugg
My Lords, throughout the proceedings today we have considered the scope and timings of this legislation, and those two points are captured by the amendments in this final group.
Amendment 105 suggests that the legislation comes into force on the day on which it is passed. Under the current text, the Secretary of State will appoint by regulation the day on which the Act comes into force. The commencement timings that are currently contained in Clause 18 follow standard conventions for commencement, whereby the substantive provisions of an Act come into force on dates specified in regulations. I understand the desire of the noble Baroness, Lady Worthington, to make sure that the important measures in the Bill are implemented as soon as possible to ensure that we have the tools available to install the infrastructure necessary to support the uptake of electric vehicles in this country, and to enable insurers to start developing products for automated vehicles. I assure the noble Baroness that we do not intend to delay bringing forward this important legislation once it has passed.
As I mentioned earlier in the debate, we will start to bring forward regulations on smart charge points soon after Royal Assent. As outlined in the policy scoping notes, we think that the regulations under Clause 10 will be needed in the early 2020s for battery electric charge points, and not until the mid-2020s in the case of hydrogen refuelling—although that may not be quick enough for the noble Baroness.
As outlined earlier, the Office for Low Emission Vehicles will continue to monitor the market, working closely with stakeholders, to determine when it is appropriate and right to bring forward the regulations. But it is important that the affected sectors are not disadvantaged by having little or no notice of the coming into force of the Act, and that the Government have the flexibility to bring the provisions of the Act into effect at a time when they are ready to use them.
Amendments 106 and 107 would change the Short Title of the Bill. I recognise that there is room for the Bill’s scope to be reflected in greater detail in the Short Title by making more explicit the range of powers included in the Bill, and as we mentioned at the start of this debate, it is clear that hydrogen refuelling is also very much a part of the Bill. It certainly was not designed to get false credit or to be dishonest, so I will certainly look at that issue again before Report.
I should like to take this opportunity, in the final group of the day, to reiterate that this piece of legislation is not the limit of the Government’s activities in the field of electric vehicles and automated vehicles, nor are we standing still while we wait for this legislation to come through. We have narrowly selected the provisions in this Bill to bring forward those that we think are ready and necessary to legislate for at this point in time. We are using a number of other tools to increase the deployment of electric vehicles. Our forthcoming strategy on how we will get to zero emissions from road transport will set out how we will continue to support the transition to zero-emission vehicles, ensure that the UK is well placed to capitalise on new economic opportunities and drive down emissions from conventional vehicles.
I have heard the frustrations of noble Lords today on the level of ambition in the Bill. I am afraid we will not be able to widen its scope. That will be for future legislation after the Road to Zero document, which will be full of connected thinking. But I certainly commit to taking away points raised by noble Lords and to seek to strengthen the provisions where I can. I thank noble Lords for their contributions today, and look forward to returning to the Bill on Report. I hope the noble Baroness is able to withdraw her amendment.
Baroness Worthington
My Lords, I thank the Minister for her response. We are caught with this. It is a narrow Bill and therefore I think that it should have a narrow title, although I would prefer it to have a broader title and to contain a broader set of powers. As I said at the start, given the scarcity of time and the importance of spending public money wisely, it is a bit of a waste of everyone’s time to pursue this narrow Bill. We know that a strategy which requires far greater powers is imminent, so that is regrettable. I value the fact that the noble Baroness has said that there will not be any desire to try to claim more than what is being brought forward in this Bill, which does not even address the things that the Government think need to be addressed; it just takes powers for things that they might address. However, we have had the debate.
The Explanatory Notes state:
“The Bill also sets out the regulatory framework to enable new transport technology to be invented, designed, made and used in the United Kingdom”.
That is simply not a reflection of this Bill and perhaps in the future we should refrain from using phrases of that kind and be clearer about what it does and does not do. I think that there is still time to ensure that the things it is seeking to do are actually done well. I look forward to working with the Minister and her officials between now and Report. On that basis, I am happy to withdraw the amendment.
Automated and Electric Vehicles Bill
Tuesday 5th June 2018
(6 years, 5 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 82-R-I(Rev) Revised marshalled list for Report (PDF, 87KB) - (4 Jun 2018)
Baroness Sugg
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, following the in-depth analysis of the Bill in this House, we have been looking to strengthen the definitions in Part 1 to more fully explain the purpose of its provisions. We also recognise that the measures in Part 1 relate to a complex and quickly moving technological field. As such, the specificity of language can go a long way to giving industry and consumers confidence in the Government’s approach.
To that end, I have tabled government Amendments 1, 3, 5 and 6 related to the definition of the automated vehicle, to clarify exactly when and where the provisions of the Bill will relate to such vehicles. As I noted in the discussion on this issue in Committee, we do not believe it is necessary, or even possible, to provide a more detailed definition of an automated vehicle and its technical capabilities at this time. Therefore, the Bill does not specifically cover where and how automation will be defined and regulated. This is also why we are not referencing the SAE definitions of vehicle automation in the Bill, as proposed in Amendment 2 by the noble Baroness, Lady Randerson. This part of the Bill simply amends the existing motor insurance framework to enable insurers to develop insurance policies that can appropriately cover for these types of vehicles. Historically, it was the driver’s use of the vehicle that had been insured rather than the vehicle itself.
During the earlier stages of the Bill, my noble friend Lord Borwick raised the important question of whether its provisions would apply, for example, to an agricultural vehicle on public roads which, while perfectly capable of autonomously running up and down a private field, could be driven on the road manually only by a human driver. This highlights an area where the definition, as currently constituted in the Bill, could be open to debate. Our proposed changes to Clause 1 and 2 resolve this issue by further clarifying that the measures in the Bill will apply only to vehicles which may lawfully be put in self-driving mode on roads or other places in Great Britain.
At this point, it is worth repeating that the purpose of the list of automated vehicles maintained by the Secretary of State is not to confer lawfulness to any vehicle. It is simply a list of vehicles that can lawfully be used in automated roads or in other public places in Great Britain. Our proposed amendment makes this clearer. I believe these changes provide greater clarity on where exactly the measures in the Bill apply to vehicles that are capable of lawfully and safely operating in automated mode.
Turning to Amendment 4 in the name of the noble Lord, Lord Tunnicliffe, the purpose of Clause 1 is to ensure that the Secretary of State creates, maintains and publishes a list of automated vehicles, vehicles that are,
“designed or adapted to be capable, in at least some circumstances or situations”,
of safely and lawfully driving themselves, without having to be monitored by an individual. The list is to ensure that consumers and industry understand which vehicles are covered by the new insurance measures. In Committee, the noble Lord, Lord Tunnicliffe, rightly noted that it is crucial for manufacturers, vehicle owners and insurers to know whether they are making, buying, loaning or insuring an automated vehicle, and whether the scope of legislation applies to their vehicle. It is for this reason, and no other, that the Bill includes the list.
In previous debates, I have outlined the Government’s view that the most appropriate place for setting safety standards for automated vehicles is the technical committee on vehicle safety that operates under UNECE, supplemented where necessary by appropriate domestic regulation. As a contracting party to UNECE’s 1958 agreement, which establishes these technical standards, the UK, along with 51 other countries, is bound by international law to recognise these standards and accept vehicles approved to these standards. They help not only to deliver high levels of vehicle safety, but to facilitate international trade.
Baroness Randerson (LD)
My Lords, I shall speak to my Amendment 2. I submitted this amendment to give us the opportunity to clarify further exactly how the Government’s definitions would apply in practice. External organisations still voice concern that the Government are not using SAE International levels 4 and 5, which they regard as an accepted international standard. I accept entirely that it is slightly complicating matters that UNECE is still discussing this issue. I wonder whether, given that it will ultimately produce the precise definition, there could at some point be reference to the fact that these will be standards according to those laid down by UNECE. I assume it will get to the end of its discussions pretty soon, otherwise the roads will be full of automated vehicles without people understanding what they are.
I do not actually think there will be much confusion about level 5—I believe they will not have steering wheels, so it will be pretty obvious that they are automated vehicles—but I still cannot entirely get my head around the wording, at line 9, that they are,
“designed or adapted to be capable, in at least some circumstances or situations”,
of safely driving themselves. That does not suggest necessarily that these vehicles are going to be in a sustained mode of automatic driving. I think that the problem will arise with what are currently called level 4 vehicles, because that is almost a gradation further than level 3; there is no absolute cut-off point between level 3 and level 4. Level 3 cars can be driven on their own in some circumstances. I understand that using the word, “safely” is a very useful way of putting it, but it could be open to interpretation.
The Government have complicated things for themselves by using the phrase, “driving themselves”. The industry does not use that term—it does not say that the car “drives itself”. That is not the technical term that it uses; therefore the Government are using in legislation phrases that might be fairly obvious to the layman but are not used by those who deal with these issues every day.
I am extremely grateful to the Minister for the number of amendments she has brought forward. She has listened carefully to what we have had to say, and we have certainly made a great deal of progress, but I would be grateful if she would go away before Third Reading and consult a bit more with representatives of the industry to ensure that the categories are watertight. As I have said here before, probably at a much earlier stage, insurance companies are extremely good at arguing that particular situations do not apply to them and the Government are going to have to be watertight in their approach.
Amendment 4 in the name of the noble Lord, Lord Tunnicliffe, is along very similar lines in that it seeks clarity. That is what concerns us. I welcome that amendment, as I do the amendments from the Minister which have added some elements of clarity in a potentially complex situation. It is complex simply because we are trying to imagine ourselves into the future.
Lord Tunnicliffe (Lab)
My Lords, with the leave of the House, and with apologies for being a little late, I shall speak solely to my Amendment 4. As I understand it—and I would value a nod from the Minister—she did not refer to Amendment 4 until I arrived. Amendment 4 is exactly as we moved before and we got some response to it on the issue of consultation. We heard:
“That is something that we plan to do … we fully expect this to be subject to full consultation”.
We got something really absolute only when the Minister said that the Government,
“will absolutely consult on the detail”.
I thought, “Great, those are the sorts of absolute terms I like”, only to see that she also said,
“where we need to make further primary or secondary legislation”.—[Official Report, 9/5/18; cols. 196-197.]
Well, of course you will consult when you are trying to get legislation through.
I accept that the Minister has gone some way to reassuring us but I am fearful that, given the order-making powers for conventional vehicles, Parliament may never see the safety criteria—ever. What I would like from the Minister, given the public concern about the conceptually new way of travelling, is an assurance that the safety criteria will come in front of us in one form or another before there is substantial automated vehicle activity on the roads.
Baroness Sugg
My Lords, I thank noble Lords for their broad welcome of these amendments. As I said, standards will be set separately to the Bill, both internationally and domestically, using long-established procedures that are well understood by industry. I take the noble Lord’s point, given the public concern on this and the fact that standards are usually set in this way. I fully expect that when the standards are developed, there absolutely will be an opportunity for both the public and Parliament to be consulted on them. I cannot confirm today what mechanism would be used for that. But as the noble Lord pointed out, given the concern and given that this is such new technology, different from what we have seen before, I fully expect that to happen.
The SAE levels lack the precision needed for technical standards and are not currently recognised as a technical standard in either the technical committee or the forum looking at use within the UNECE, and that is why we do not believe they should be referenced in the Bill. We have worked closely with the industry—yes, the insurance industry but also the motor manufacturing industry—on these definitions. We will certainly get in touch with them again before Third Reading to check that they are content.
The noble Baroness asked about the reference to,
“in at least some circumstances or situations”.
That is in the Bill because we expect the first automated cars to be used only in specific areas, such as on motorways. There will be a procedure to safely hand back to the driver. On the point about “safely driving themselves”, this is where the line is between partly and fully automated vehicles, which will not need monitoring by the driver. That is the differentiation. At level 3 the driver needs to monitor and to be able to take control at any point, whereas at levels 4 and 5 they do not need to monitor in any way. But I take the noble Baroness’s point on the usefulness of the SAE levels and I will certainly take that back to our representatives on the UNECE. As I said, we play a leading role in that. I am sure they are discussed but I will make sure they are and will look at whether they can be referred to when the standards are set.
As I said, technical standards and future regulations will be developed with the appropriate level of scrutiny and consultation, just as current road traffic laws and vehicle standards are developed. We do not believe that a consultation clause is needed because we are confident that there will be appropriate scrutiny.
Lord Mackay of Clashfern (Con)
I understood the noble Baroness, Lady Randerson, to say that the phrase used in the statute is not something the industry uses. I just wonder what the industry phrase is for this idea.
Baroness Sugg
As I said, we have been working closely with industry on this. These things are not clearly defined—that is part of the problem of writing this Bill. But “driving themselves” is something on which we worked with industry and we think that it clarifies the difference between having driver monitoring and not having driver monitoring. As far as I am aware, the industry is content but perhaps I will find out from the noble Baroness where the concerns still lie, and I will commit to speaking to it before Third Reading.
Baroness Randerson
Perhaps I may help the House by saying that that point was raised with me by representatives of the Society of Motor Manufacturers and Traders. As I understand it, it refers to automated driving or “driverless”, rather than driving itself.
Baroness Sugg
I can certainly commit to speaking to that organisation and I will let the noble Baroness know how that conversation goes.
Baroness Sugg
( ) may lawfully be used when driving themselves, in at least some circumstances or situations, on roads or other public places in Great Britain.”
Baroness Sugg
Baroness Sugg
“Report by Secretary of State on operation of this Part
(1) The Secretary of State must prepare a report assessing—(a) the impact and effectiveness of section 1;(b) the extent to which the provisions of this Part ensure that appropriate insurance or other arrangements are made in respect of vehicles that are capable of safely driving themselves.(2) The report must be laid before Parliament no later than two years after the first publication of the list under section 1.”
Baroness Sugg
My Lords, in Committee the noble Lord, Lord Tunnicliffe, proposed a reporting amendment to ensure that the Bill’s proposed insurance framework for automated vehicles is in place and working effectively. I committed to consider whether there was anything further we could do in this area. I absolutely agree that there is value in reporting on the impact and effectiveness of Part 1, so I have tabled Amendment 7 to determine whether this legislation is effective.
Given the uncertainty around the timing of the introduction of automated vehicles, rather than set a date in statute for issuing the report we have chosen to require the report to be laid before Parliament no later than two years after the list of automated vehicles is first published. We want the report to be as meaningful as possible. That will be possible only if the measures have been in operation for a period of time, with automated vehicles being added to the list and insurance policies being offered to drivers of those automated vehicles.
Subsection (1)(a) of this proposed new clause will require the Secretary of State to report on both the impact for consumers and industry and the effectiveness—whether or not the definitions and list work as intended—of the listing of automated vehicles. I hope that this provision will go some way to reassuring noble Lords, given the conversation we had on the previous group. Subsection (1)(b) of the proposed new clause addresses the issue raised by the noble Lord, Lord Tunnicliffe, in Committee: whether the obligations and duties required by the other clauses of this part of the Bill are working to deliver an effective framework for insuring the use of automated vehicles.
I can reassure noble Lords that the insurance industry supports our intended approach to reporting on the Bill’s impact and effectiveness, and that we will work closely with the industry when delivering the report on the operation of this part. I hope that the amendment provides reassurance that we will report on the effectiveness and impact of Part 1 of the AEV Bill, in order to ensure that it is functioning correctly, and that noble Lords will support it. I beg to move.
Lord Tunnicliffe
My Lords, I could spin this out but will the Minister settle for “Thank you”?
Baroness Sugg
My Lords, I could spin this out too but I am pleased that the noble Lord welcomes the amendment. That is probably all I should say on this matter.
Baroness Sugg
““road” has the same meaning as in the Road Traffic Act 1988 (see section 192(1) of that Act).”
Baroness Sugg
Baroness Sugg
My Lords, the Government believe that hydrogen fuel cell electric vehicles are an important technology alongside battery electric vehicles. That is the future we see for decarbonising road transport. Since 2014, we have provided £5 million to fund 12 new hydrogen refuelling stations and £2 million for public and private sector fleets to become early adopters of the vehicles. It is also why we announced in March an additional £23 million to leverage a ramp-up of investments from industry in refuelling infrastructure and vehicle deployment out to 2020.
It has always been the intent behind the Bill to include both hydrogen fuel cell and battery electric vehicles. However, I fully recognise the point made by the noble Baronesses, Lady Randerson and Lady Worthington, in Committee that this needs to be made clear in the Bill so that there can be no confusion as to its intent. I have tabled government amendments to add “or refuelling” throughout the Bill wherever “public charging point” is mentioned. We will continue to make this commitment clear to the consumer and to give the industry confidence to invest in both technologies to drive the uptake in zero-emission vehicles. I thank the Committee for raising the importance of highlighting hydrogen in the Bill, and I am pleased to move these amendments to improve it, by making it clear that all hydrogen fuel-cell technology is included. I beg to move.
Baroness Randerson
My Lords, I shall speak to Amendments 49 and 50, which are in this group. Before I do so, I reiterate my thanks to the Minister, who has taken on board the criticisms of the Bill that were made in Committee by me and the noble Baroness, Lady Worthington, in relation to the slight reference to hydrogen in the Bill when it came from the other place. The Government have accepted most of the amendments and have therefore dealt with the confusion of referring to charging hydrogen vehicles when it is not a phrase anyone would use—one would say “refuelling hydrogen vehicles”.
The amendments may appear simple, but they are very significant because the terminology used sends signals to investors and markets about the Government’s wishes and what form of ultra low emission vehicles they are supporting in this legislation. As originally written, it looked as if the Government were backing battery electric vehicles over other technologies, and these amendments put things in a more balanced light and level the playing field considerably.
However, I invite the Minister to think again before Third Reading and change the title of the Bill. The Bill now refers to three specific categories of vehicles—automated vehicles, electric vehicles and hydrogen vehicles—but its title refers to only two of those three categories, so to the less-than-expert observer it would appear that the Government have no legislation to encourage hydrogen vehicles. The Government could have chosen a much more general title, but they have chosen a relatively specific title because the Bill is limited and specific, so it would be sensible to flag up to the world that the Government have this legislation by putting the word “Hydrogen” in the title. I urge the Minister to reconsider this. I have no intention of pushing this to a vote today, but I think it would be useful if the title could be amended at Third Reading.
Lord Tunnicliffe
I agree with the noble Baroness, Lady Randerson, that a change to the title would be helpful, and I accept her point that it is not something we are going to divide the House on.
Lord Tunnicliffe
“Shame,” somebody said. The hydrogen compatibility amendments that the Minister has brought forward are very welcome. She illustrated their value by talking about what the Government are doing in investment in hydrogen. I cannot reasonably expect an answer now, but I wonder whether the Government have a fuller programme than the one she describes because, as far as I could understand from what she was saying, she was talking about the vehicle end of that, whereas I feel that with such a new technology some knowledge of government investment in the total hydrogen picture—the means of production, what the economics look like and so on—would be extremely valuable. If she is able to put that together in an interesting letter for all of us who have been involved in this debate, I would be very grateful.
Lord Craig of Radley (CB)
My Lords, on the subject of title change, I think the Minister is absolutely right. I have some previous experience of trying to change the title of a Bill: the department was quite determined that the title could not be changed but further advice from the clerks of this House assured me that it could be, and that was accepted. So I hope there will be no misunderstandings this time.
Baroness Worthington (CB)
My Lords, I offer the suggestion that rather than making a long shopping list of particular types of vehicles we might introduce the concept of zero-emissions vehicles, which would be a very important category to report against. When we get statistics from the SMMT it talks about alternatively fuelled vehicles as a category but that includes hybrids, which of course have tailpipe emissions, and sometimes those emissions can be higher than those from a normal car. I encourage the Government to think about zero-emissions vehicles as a catch-all.
Lord Mackay of Clashfern
My Lords, it must have already been accepted that hydrogen vehicles are within the scope of the Bill, otherwise an amendment to deal with them would not have been accepted. I should have thought that having done that, it might add a bit of clarity to add it to the title of the Bill as a supplementary amendment with very little substance except form.
Lord Spicer (Con)
My Lords, whatever the difficulties, it must be right to alter the title to include the total market. After all, running a car on water is not a mean objective. That is a very important technology that has been left out of the Bill. I think those who have argued in favour of changing the title are right.
Baroness Sugg
My Lords, I thank all noble Lords for their comments on this. As I said, the Government recognise that hydrogen fuel cell electric vehicles have the potential to play a significant role in supporting our ambitions for a zero-emission-vehicle future. The technology around hydrogen vehicles is less developed than around battery electric vehicles. I assure noble Lords that in our forthcoming “road to zero emission” document/strategy, which will be published soon, we will talk about hydrogen and set out more on the Government’s position on that. I absolutely take the noble Baroness’s point that it is important that we address zero-emission vehicles, and that is exactly what that strategy is designed to do.
I am afraid I am going to have to disappoint noble Lords on the question of changing the title. The title “Automated and Electric Vehicles” covers both battery electric vehicles and fuel cell electric vehicles. Both are electric vehicles, so I think the title encompasses the vehicles that we are talking about in the Bill. Given the changes that the government amendments have brought about, it is now clear in the Bill that the hydrogen fuel cell vehicles are also covered, so I am afraid I do not believe it is necessary to amend the title. I hope that on that basis the noble Baroness will feel able not to move her later amendments. I beg to move the government amendment.
Baroness Sugg
Baroness Sugg
Baroness Sugg
“(aa) performance, maintenance and availability of public charging or refuelling points;”
Baroness Sugg
My Lords, this group of amendments introduces a requirement on performance standards for public charge points. This is in response to an issue raised in Committee by the noble Lords, Lord Brooke of Alverthorpe and Lord Broers, and the noble Baronesses, Lady Randerson and Lady Worthington. The points raised during debate highlighted the need to take powers beyond those already in Clause 9 to set reliability, maintenance and performance standards for public charging infrastructure.
Public charge points will inevitably fall into disrepair when used in the public domain, particularly in the early stages as new technologies are developing. While we hope and expect that the market will respond to this, there is a risk that when charge points are installed and utilisation is low—hopefully, only in the early stages—then operators or host sites are less likely to repair them.
I agree that having a significant number of public charge points out of action will adversely impact on the user charging experience, inconveniencing and frustrating EV drivers. This would risk drivers running out of charge while trying to find the next available charge point and pose safety risks, as highlighted by the noble Baroness, Lady Randerson, if drivers are left stranded on public highways or in quieter rural locations. I accept the points made in Committee that greater protection is required for the consumer and that the Bill needs to go further in this regard. This group of amendments provides the Government with the necessary power to introduce regulations that would specify performance standards for publicly available EV charge points and ensure that operators take measures to ensure that faulty charge points are repaired.
I thank noble Lords for raising the issue and hope that the amendments are supported. I beg to move.
Baroness Worthington
My Lords, I shall speak briefly to this group of government amendments. I thank the Minister for listening to our interventions on the topic. At the moment, we do not have good oversight of how the market will develop; we have what I feel is a somewhat unnatural market in infrastructure, as the Government have chosen to focus on charging infrastructure without sufficient attention to whether there are enough cars for people to buy and use affordably to make use of that charging. As a result, we may have boom and bust in the charging infrastructure. We must keep those two important aspects in parallel: both the charging infrastructure and the cars. In the absence of a more natural market with more cars, it is very important that we have the regulations to ensure that where charge points are installed, they are maintained, so I am very grateful to the Minister for tabling the amendments, and fully support their intent.
Lord Deben (Con)
My Lords, I just want to tell my noble friend how helpful I find the amendment and how useful it is. The climate change committee has drawn attention to the fact that one reason for the lack of uptake of such motor cars is people’s feeling that they cannot rely on a charging system to travel around the countryside. The amendment is an important addition to that provision.
However, I remind my noble friend that one issue here is that people are very suspicious of the correctness of the information given to them by the motor car industry generally. Therefore, this support will be invaluable. We are still being told things about motor cars which are not true. The figures being put out for the performance of motor cars—including electric motor cars—are very different from the reality. It is in that atmosphere that the amendment is important.
I hope that the Government will recognise that in other areas in this business, too, regulation is not an imposition but an encouragement. Good regulation is a good thing. We are against bad regulation. In this area, we need regulation that gives people confidence in what is for most of them a very new technology. I thank my noble friend but also urge her to recognise that we need similar support in other areas if we are to get the change which we will need. I remind her that the Government have set far too far a target for the eradication of new petrol and diesel-driven vehicles: 2030 is necessary if we are to meet the fourth and fifth carbon budgets, so there is a real need to get on with things which will encourage people to buy these motor cars.
Baroness Sugg
My Lords, I am grateful for noble Lords’ comments on this. This is a real improvement to the Bill, and the provision of this power will help to ensure that we have a working and reliable charge point infrastructure.
On the point made by the noble Baroness, Lady Worthington, I agree that this is a slight chicken and egg situation, in that we are not going to get the cars produced if there is no demand for them, and we will not get the demand for them if we do not have the infrastructure for them. It is important that we look at the two aspects in parallel—the manufacturing of cars and the provision of infrastructure.
I thank my noble friend Lord Deben for his comments. There are many provisions in the Bill on information and transparency. I entirely agree that we need to give confidence to consumers in this new area. This Bill is just part of our work as a Government on encouraging the move to zero-emission vehicles. I am going to say it again, but we will soon be publishing the road to zero strategy, which will set out in more detail how we plan to move towards zero-emission vehicles.
Baroness Sugg
“(2A) Regulations under subsection (1)(aa) may, for example, require the operator of a public charging or refuelling point to ensure that the point complies with prescribed requirements (which may include technical specifications).”
Baroness Randerson
“(3A) Regulations may prohibit the removal of public charging or refuelling points unless appropriate permission is obtained from the relevant local authority.(3B) Regulations under subsection (3A) may be limited to public charging or refuelling points whose installation was assisted by publicly funded grants.”
Baroness Randerson
My Lords, this amendment follows on very neatly from a reference in government Amendment 13 about the,
“performance, maintenance and availability of public charging or refuelling points”.
The point was made several times in previous debates that having no charging point at all is possibly less frustrating than getting to one that does not work. I am moving on to an issue that I have raised before, which is that once you have installed a charging point it needs to stay there. Since the Government appear to have accepted the principle that planning legislation will be able to take into account the provision of charging points, we need reassurance that it will also take into account that permission will be needed to remove charging points.
I am not dreaming up an obstacle out of the blue, for the sake of it. I have already come across this issue locally to where I live, where a charging point was installed and then there were moves to remove it to change the configuration of a car park. Local residents raised the issue and ran a campaign to keep that charging point there. We cannot expect that always to work. I suggest that this is a good opportunity for the Minister to say publicly that the Government intend to deal with this issue in the regulations.
I should have made it absolutely clear that Amendment 18 looks at the provision of charging points in non-residential premises. Amendment 20 looks at the requirement for charging and refuelling points in new developments. Once again, I draw the analogy with parking spaces. It is quite normal for planning permission to say that you must provide a parking space; if you are building a block of flats, you have to provide at least six parking spaces, for instance. You also need permission if you wish to remove those parking spaces.
My amendment suggests that there should be a requirement in the regulations that new residential, commercial and industrial developments should include charging or refuelling points in the same way as they would require parking spaces. However, I have an eye to being reasonable. There will, of course, be situations where requiring this would be inappropriate, or make the development not viable. The suggestion made by the noble Baroness, Lady Worthington, of ducting as a possible preparation for this, deals with that issue. We clearly also need some kind of standard approach to such a requirement, in the same way as to the provision of parking spaces. It would be useful if the Government were able to clarify whether they intend to address these specific issues in the regulations. Only with the provision of charging points in a variety of situations, and refuelling points where appropriate, will we deal with the issue just raised by the noble Lord, Lord Deben. The public have to have confidence in a widespread supply of places to recharge or refuel their cars. I beg to move.
Baroness Worthington
My Lords, I will speak to Amendments 19, 34 and 35 in my name. I am retabling amendments discussed in Committee relating to the changes to planning necessary to enable the huge change in our transport infrastructure which the Government have stated they wish to happen. The scale of this challenge is quite daunting. I fully support the comments made by the noble Lord, Lord Deben, who said that we need to embrace positive regulation in this instance. The natural pace of things is far too slow at the moment. If we look at what has happened in other sectors of the economy, the power sector in particular has a very good story to tell about changing our outdated structure to a modern one. That did not happen by accident: it came about through a succession of policy instruments which the Government tabled. The transport industry has been left largely alone in the last 20 to 25 years and it has delivered virtually no change, except perhaps for more diesel on the road. We have to see some interventions that will cause this industry to embrace the scale of the necessary changes. I look forward to hearing the Minister’s response. I am sure that she has been consulting colleagues in the DCMS about what needs to be done in planning. I suspect the answer will be that there will be something in the zero-emission vehicles strategy—I hope so.
Amendment 19 introduces the equivalent of code rights for the installation of charging infrastructure, similar to that in the Digital Economy Act 2017. We have had a number of years of development in digital telecommunications that have justified that. I suspect that we will quite soon find ourselves in a similar position with this. We have looked for evidence that we need this now. I have to admit that it is thin on the ground, but I suspect that we will be back discussing this again before too long. I look forward to the Minister’s response on that. Amendment 34 is another big topic relating to the rights of leaseholders and what they can and cannot request of landlords. We discussed this in Committee, so I will not dwell on it for too long. I have heard that there is a Law Commission inquiry on leaseholds, but that will not report until 2021—rather a long time to wait to resolve this issue when there are people who want the power today to install and pay for charging infrastructure in their properties but whose landlords are obstacles. We need a resolution of this sooner than 2021.
Amendment 35 is similar to that in the name of the noble Baroness, Lady Randerson, on the need to address the issue of non-residential buildings and to make them ready for charging infrastructure. It is crucial to say that non-residential is not covered in the National Planning Policy Framework, while residential buildings are covered. I hope to hear from the Minister what might be done to address that anomaly. It is clear that we will save ourselves money if we think about this earlier rather than later. It is always harder to retrofit rather than install at the time of build. I very much look forward to hearing from the Minister.
Lord Spicer
My Lords, again, these amendments are important, particularly when the industry is new, when it can be not just inconvenient but disastrous to turn up at a point which was on the map but which does not exist. As the industry gets older and more points are automatically there, a sunset clause could be built into this amendment. However, at a time when there are hardly any points around at all, it is important that there should be such.
Lord Lucas (Con)
My Lords, retrofitting can be very expensive, particularly in concrete structures and if you have not provided for the proper electricity supply or at least the potential for it. We are letting ourselves in for large bills in the future, and small bills in the present, if we agree with the idea that we should insist on new builds providing for charging points.
Baroness Sugg
My Lords, I thank the noble Baronesses, Lady Randerson and Lady Worthington, for raising amendments for consideration around housing issues and future-proofing new homes and developments. I entirely agree that if we are to move to zero-emission vehicles, as we all wish to do, we need to make sure that we have the correct infrastructure in housing and non-residential developments.
On Amendment 18 and the removal of public charge points, I hope that I will be able to provide reassurance on this matter. Where charge points are installed on local highways or land owned by local authorities, obviously local authorities already have the ability to ensure the installation of charge points, or prohibit their removal in line with any contracts they have in place. Where charge points are installed with public-funded grants to local authorities, as all public-funded charge points currently are, local authorities will have contractual arrangements in place regarding the charge points.
On the issue of planning permission, where a charge point is installed as a condition of a grant of planning permission, which could be determined in accordance with a particular policy in a statutory plan, whether it can be removed will depend on the specific conditions of the grant of planning permission as set out by the local authority itself. The developer would therefore have to apply to the local planning authority to have that condition lifted if it wanted to remove the charge point. The planning authority has the opportunity to consider the merits of agreeing to lift the condition, but we expect that it would not, and it would be difficult for these charge points to be removed.
On Amendment 19 and the issue of charging infrastructure rights and wayleave agreements, I said in Committee that I would discuss this further with other relevant departments, which I have done. Wayleave agreements are sometimes required for rapid charge point installations if cables need to be laid across third-party land for a new connection to the grid or to upgrade the grid. Currently, the wayleave agreement is voluntary for the third party who own the land and they do not have an obligation to accept the wayleave.
As I mentioned in Committee, in cases where an agreement for a wayleave cannot be reached between the installer of electricity equipment and the landowner, we have powers under the Electricity Act 1989 which give the installer statutory powers upon which it can call if no alternative solution can be found, such as another route for the cable. This means that a statutory application can be lodged with the Secretary of State for Business, Energy and Industrial Strategy to award the installer a necessary wayleave as long as it can prove why it is necessary and expedient. This process also allows the landowner to show how the granting of a wayleave will impact on their use and enjoyment of the land. This is a different situation from that of telecom lines, which, as the noble Baroness said, following the Digital Economy Act 2017 are now considered to be critical national infrastructure. There was widespread evidence of problems there which did not have the same resolution mechanism.
Therefore, although I appreciate the noble Baroness’s intentions, as she acknowledges, there is little evidence at the moment that the existing statutory powers are insufficient. Since Committee, we have discussed this issue with the trade body for the distribution network operators, the Energy Networks Association, which is of the view that the existing legislation is well established and effective, especially given the resolution mechanism.
We continue to have concerns that the amendment does not allow for the private rights of the owner of any third-party land to be taken into account or for any potential environmental effects to be considered. Because private land access rights are involved, we want to seek more evidence and consult a wide range of stakeholders before taking that any further.
Lord Brooke of Alverthorpe
Can the Minister expand a little further on that? Are the Government positively taking action, or are they waiting for a groundswell of demand before they will take action?
Baroness Sugg
Is the noble Lord referring to the granting of wayleaves? We do not think that there is a problem at the moment. After conversations that we have had, we think that wayleaves are granted. They are either resolved between the landowner and the installer or, as I said, there is a resolution mechanism. We have heard of one case that was not able to be sufficiently resolved. Obviously, in those circumstances there will be frustration on the part of one or more parties. However, such cases are invariably resolved using the existing regulations or alternative engineering options, so we do not think that there is a need to take a power on this at the moment.
Lord Deben
Does my noble friend accept that it is a question not just of the granting of the wayleave but of the speed at which it is done? There are many such examples and in the end wayleaves are granted. I still do not understand why in these circumstances we have not applied the speed with which we deal with telecommunications because of the pressure for broadband. Why do we not do the same thing?
Baroness Sugg
We have based the Bill on the evidence that we have seen and the problems that we have heard about. I acknowledge that the resolution process can be lengthy if it has to go through the Secretary of State for BEIS, but I appreciate that in the application of new technology there is an element of learning and improvement, particularly for new entrants to the market. We will keep the current statutory arrangements under review and, if further evidence becomes apparent, we will consider what further appropriate action we can take.
We have asked the Government’s new EV energy task force to look at the issue of wayleaves. As I said, we acknowledge that if there is a lengthy period before disputes can be resolved, that will put people off. The task force launches shortly and will work with government, the energy sector and the automotive sector to look at what further actions can be taken to ensure that the energy system is used more efficiently for the uptake of electric vehicles. We have specifically tasked the task force with that.
Amendments 20 and 35 in the names of the noble Baronesses, Lady Randerson and Lady Worthington, rightly highlight the importance of ensuring that new developments include provisions for necessary charging infrastructure. I entirely agree with my noble friend that it will be cheaper to get this right now than to try to do so retrospectively. The recent consultation on the National Planning Policy Framework considered the same policy. It sets out that, when developing local plans, local authorities must fully consider the inclusion of charge points in new developments.
The proposed NPPF envisages that applications for developments should be designed to enable the charging of plug-in and other ultra low emission vehicles in safe, accessible and convenient locations. It also sets out that, if setting local parking standards for residential and non-residential development, policies should take into account the need to ensure the adequate provision of spaces for such vehicles. We are considering many responses to the consultation, and the Government will respond in the summer.
In addition to the measures in the NPPF, building regulations have a big potential to play a role in the move to electric vehicles—in particular, regarding the provision of ducting and pre-cabling infrastructure for new buildings. In our industrial strategy we have committed to update building regulations for new residential developments, saying that they must contain the enabling cabling for charge points in homes. That will be an important step in future-proofing new homes and avoiding more costly retrofitting.
The NPPF addresses the specific point on non-residential buildings, but we already have the powers to introduce such changes through building regulations, so we do not think that they need to be included in the Bill. However, we have carefully considered the issues discussed in Committee, and I am pleased to confirm that we will extend our planned consultation on amending the building regulations for new residential dwellings to include appropriate provision for non-domestic buildings. We will consult on the appropriate regulatory requirements for all new buildings—residential and non-residential—to prepare for charge-point provision. As suggested in the amendments, this work will include considering the options for pre-cabling, and options for specifying a certain level of charging or refuelling points.
Amendment 34 would introduce regulation to ensure leaseholders are not denied the ability to install charging infrastructure, and I have reflected on the discussions in Committee on this issue. Of course, where leaseholders and the landlord or freeholder agree, a charger can be installed very quickly, but this amendment seeks to address those scenarios where one or other interested party has not agreed for whatever reason—we discussed what they could be in Committee. We want to consider these issues carefully. They relate to safety, ownership and cost. Following discussions with the Ministry of Housing, Communities and Local Government, I can confirm that access to electric vehicle charge points will now be considered in the work that the Government are doing on leaseholding. A consultation will be published in the autumn.
I take the point made by the noble Baroness on timing. We certainly do not want to wait until 2021 on that and we will not have to. The project has already kicked off with a call for evidence and we will add this point into it. The Law Commission is already part way through examining the responses. The formal consultation is due to be published in the autumn and the final report will be in June next year—a little quicker. That consultation will provide a good opportunity to work through the issues around leasehold.
Given the confirmation that both leasehold properties and non-residential buildings will now be included in the forthcoming consultations, along with the assurance that the Government’s new electric vehicle energy task force has been specifically asked to review the issue of wayleaves, I hope that the noble Baroness feels able to withdraw her amendment.
Baroness Worthington
( ) large car park operators which are privately owned and managed and fall within a prescribed description,”
Baroness Worthington
My Lords, in moving this amendment, I will speak also to Amendments 23 and 28 in my name. We are returning to the topic of Clause 10. I have perhaps been critical of the Government’s Bill in suggesting that it is a little lightweight and does not contain very much. However, it contains one interesting clause, Clause 10, which sets out that private companies which occupy an important strategic position could be required, through regulation, to make provision for charging/refuelling. It is probably the most interesting part of the Bill. However, the clause is unnecessarily narrow.
In Committee, we discussed the issue of the narrowness of this definition. I know that currently the department’s thinking is that this measure is taken to address the specific issue of range anxiety while on the motorway. I have tabled this set of amendments to ask the Government to think again about why they have chosen to take all this parliamentary time and effort to focus on one element of the transition. It is an important element. All of us who drive electric vehicles and have been on a motorway know the feeling of the charge going down far faster than it does on an A road, and having to look for the next point on your journey where you can safely recharge. That will be better once this has been addressed.
However, this is just one of many instances where the infrastructure and the vehicles need to be in harmony. There are many other ways in which we could bring about an increase in the uptake of electric and zero-emission vehicles if we made sensible regulations to provide the infrastructure in a wider selection of places, the most obvious of which have to be car parks. We know that a large amount of charging will be done either overnight at home when the vehicle is not in use, or perhaps during the day, or it will be done in destinations where people are stopping already to spend time and money and can charge conveniently while doing something else. Given that, car parks would be great places to build out this strategic infrastructure. These amendments seek to amend Clause 10 so that it is not unnecessarily narrow and focused purely on fuel retailers and service stations.
I know that the Minister has been thinking about this issue since Committee, because we did talk about it, but I would put this question to her. Perhaps we can go back in time and ask why it was that the Government decided to embark on a whole Bill process to address just this one narrow question around motorway range anxiety. Would it not have been wiser to have taken a broader approach? I have even gone back to the original consultation document for the modern transport Bill. Five of the seven questions asked in relation to infrastructure related to fuel retailers and only one question at the end asked which other places might be useful. In fact, a large number of respondents suggested that lots of places such as car parks would be very useful. The consultation responses in the summary are quite hard to interpret and we cannot see the raw data, but my gut feeling is that this decision was taken a long time ago and the Government have possibly even forgotten both when and why they took it. We need to revisit the question of narrow scope and Clause 10 being so strangely focused on just one part of the transition. The knowledge is there, but it is simply not enough to put us on the right footing to embrace the transition properly.
I hope that I will hear some words of reassurance, because Clause 10 is so important to the subsequent parts of the Bill that we will come on to. I look forward to hearing the Minister’s response and I beg to move.
Lord Brooke of Alverthorpe
My Lords, I rise to express my full support for the contribution just made by the noble Baroness, Lady Worthington. I regret that I was unable to be here for Committee last week, but I did speak at Second Reading and gave a list of locations which I believe would be suitable for consideration for introducing electric charging points. I understand that, interestingly, today the Cabinet is taking a decision about Heathrow. Would not life have been quite different if in 2009, when the then Labour Government took the decision to consider a third runway, a similar decision had been made that 25% of the parking at Heathrow would be for electric cars, with charging points? What clean air we would now have around the airport if people were required to use electric cars to go there rather than the diesel and petrol vehicles that they have been using over the past eight years. It would be an entirely different environment, and we are still stuck with the problem of whether to go ahead with the expansion. We could also do this at Gatwick and indeed all over the place, in many locations with great big car parks.
I share the view that this is a very modest piece of legislation, and this is one area where we should see amendments from the Government in order to see some changes coming through around the country. So I am very pleased to speak strongly in support of this amendment.
Baroness Randerson
My Lords, I also will add my support for this amendment, which is eminently sensible. Let us think about where we find electric charging points now. We find them at motorway services, in the car park adjacent to the refuelling area, and in the occasional car park. They are often found in big supermarket car parks.
The Government need to follow the lead taken so far by those far-sighted organisations that thought that charging points would be an asset to their business, as well as open the eyes of the car parking industry to encourage it to have charging points. The industry can easily integrate them into its general business model. I recall going to a car park in France that had a couple of charging points. The pricing structure made it extremely unattractive to linger on that charging spot for longer than was needed. Therefore, you were not using a space that other people might want to use; you were utilising it and attracting new customers. I strongly urge the Minister to look at this point. It is essential that the Government embrace every possible opportunity to lead people into a new mindset where charging points are an asset to a business, and do not leave it entirely up to the market. We will not overcome this issue unless the Government take a strong lead, and this is a simple way in which the Government can do that.
Lord Deben
My Lords, we are bound to discuss this very narrow amendment to a very narrow agreement by the Government, but it strikes me that there is a problem in the Bill with the extent to which the Government will be able to insist on charging points in future. For example, many public authorities do not seem to be rising to the occasion. As I understand it—I stand open to correction—the Royal Borough of Kensington and Chelsea does not have any of these charging points. It is a disgrace. Westminster has been much better. There are no party politics in this; it is just one of those things. People do not seem to have woken up to this. Does the Minister feel that the Government have enough power to insist that the public sector, not just the private sector, behaves itself and recognises that it has to rise to this challenge? Unless one can be assured of that, one is very sympathetic to the amendment—except that it does not go far enough.
Lord Campbell-Savours (Lab)
My Lords, I wanted to concentrate my remarks on the final group of amendments, but I will intervene briefly on this one. We should be told—perhaps I could have the Minister’s attention—who is actually objecting. We have just been told that local authorities may have concerns, but are private companies, petrol companies or garages objecting? In this particular area, somewhere along the line, there is a blockage. Can we be told whom officials are meeting? What is being said at these meetings? What is blocking this change? Clearly, there is a lot of support across the House for the amendment moved by the noble Baroness.
Lord Lucas
My Lords, Clause 10 seems a crucial part of the Bill. We absolutely need a widely available, dense network of charging points if we are to get people to move to electric vehicles. If the Government want to discourage diesel vehicles, making diesel available only at motorway service stations would be a pretty good way of doing it. It is clear that what is in the Bill at the moment is vastly inadequate. For large parts of the country, motorways are irrelevant. I include my home town of Eastbourne in that; I do not think that I use the motorway from one end of the year to another. By and large, petrol retailers are small and specialised.
As the noble Baroness, Lady Randerson, pointed out, these charging points are not in the petrol station parts of motorway service stations. They are in the parking bits associated with all the things you can do for 30 minutes while you wait for your car to re-charge. You do not want to sit next to a petrol pump for 30 minutes. You want to be doing something—at a sports club or a nail bar, or whatever it is that you are going to fill the time with. It is at these big car parks, which are associated with something you can do for 30 minutes, that we ought to insist on charge points. We should insist not because it is in some way disadvantageous to these places to put them in but because, as my noble friend Lord Deben pointed out, some people are being remarkably slow—probably because there are not many electric vehicles around at the moment—to see the advantage of being at the front of the wave in putting in charging points. It is at these big car parks around the country—there are some of them near all of us—that we have to insist on charging points. That is what will make the difference to the take-up of electric vehicles.
Lord Tunnicliffe
My Lords, Clause 10 involves the classic dilemma of taking rights over private property for the greater good. I commend the fact that the clause is there, but whenever such rights are debated, you debate both breadth and reasonableness. I will listen to the response of the noble Baroness, Lady Worthington, on that breadth with interest, because I think there is a case for an incremental improvement in the breadth and power of this clause.
My three amendments are about the other side of the coin: that the regulations should be reasonable. Amendment 27 seeks assurances on the whole matter of how the regulations shall be reasonably applied. Amendment 42 is about notice. We need to be assured that private owners will not be immediately required to do things and that there is appropriate and adequate notice. Amendment 43 relates to the consultation process being appropriate.
Lord Young of Cookham (Con)
My Lords, the co-pilot is in charge of this group of amendments. I am grateful to all noble Lords who have spoken to this group and made the case for seeking to expand the scope of Clause 10 beyond the destinations that are so far defined in it.
The amendments of the noble Baroness, Lady Worthington—Amendments 21, 23 and 28—seek to expand the scope of Clause 10, so that privately owned large car park operators would also be required to ensure provision of charge points at their premises. A number of noble Lords and Baronesses have spoken in support of that group of amendments. It is important that we carefully consider which location should be captured in Clause 10. As my noble friend highlighted in Committee, we believe that the Government should regulate only where there is a specific need and not where we are confident that market forces will deliver the necessary infrastructure to meet the needs of EV drivers. I seek to reassure noble Lords by giving examples of what is now happening in the private sector.
First, perhaps I can deal with my noble friend’s comment about the London Borough of Kensington and Chelsea. I think it is providing a number of spaces and that the Government are taking the initiative in encouraging it to do better. Indeed, through the Government’s on-street residential scheme, we have just provided funding for 50 additional lamp post charge points to be installed. I hope that is of some reassurance to my noble friend. But we are already seeing the private sector taking the lead, with charge points going in at destinations including car parks and supermarkets, as these locations begin to appreciate the advantages that offering charging facilities will ultimately have in attracting the growing number of EV drivers to their shops or to use their services. For example, NCP, one of the largest car park operators in the UK, already offers charge points at some of its car parks and is investing to grow the number of sites offering this facility.
Electrical vehicle charging points have been installed in car parks at Heathrow Airport and around 500 charge point connectors have been installed in the UK in the last 30 days. The Office for Low Emission Vehicles has also worked closely with the British Parking Association to develop guidance for its members on investing in and installing charging infrastructure.
Lord Campbell-Savours
As I read it, it says that the regulations “may” require. It does not say that they are required. Why, in this particular case, can the Government not simply concede to the amendment? It is not a requirement. It says “may”, so it is up to the Government to decide how they want to proceed.
Lord Young of Cookham
The noble Lord is reverting to a discussion that I think we had in Committee, when we had a debate on “may” versus “must”.
Baroness Worthington
With respect, no. The noble Lord’s point is correct. When the Minister started to discuss this amendment the statement was made that Clause 10 “will require”. It does not. Clause 10 is an enabling power that enables regulations to be made at the Government’s discretion subject to consultation and publication of the zero-emission vehicles strategy, which we are all waiting for and I am sure will contain lots of statements about the need to roll out charging infrastructure to places other than motorway service stations. It is wrong to represent this clause as requiring anything and wrong to miss the opportunity to take a wider enabling power now, otherwise we will have to be back here in six months taking it another time.
Lord Young of Cookham
I can assure the noble Baroness that it is the Government’s intention to use the powers designated in Clause 10, but we want to consult first on exactly which destinations are included in the definitions. It is our intention to use the powers we seek to have in Clause 10. As I said, the powers we seek would allow the Government to—
Baroness Worthington
I am sorry to interrupt again, but could the noble Lord clarify that? The powers will be used and a consultation will be undertaken about which destinations they will apply to, but the Bill is very specific and narrow and says that it will be only large petrol retailers and service station providers. That is the point we are making: it is too narrow. It is not even what is necessary. The Minister has given a long list of private sector movement. Most service stations already have charge points. That is one place where you can find them. We are talking about a much wider, countrywide need, specifically—when we come on to the next group of amendments—a city-led, demand-led process that Clause 10 could enable but does not as drafted.
Lord Young of Cookham
The consultations I was referring to concern the definition of a large service station. We have not defined that and that is the consultation we want to embark on. Once that consultation has been completed, it is the Government’s intention to use the powers under Clause 10 to make progress and designate areas where we want more charge points.
Lord Campbell-Savours
On that point, if it is the Government’s intention to proceed, then the word “may” is not really required. Anyhow, why not leave “may” in and include the words in the amendment? I cannot see what the Government lose by accepting this amendment. It is totally at their discretion as to what happens.
Lord Young of Cookham
The Government have made this clear right from the beginning—I shall come on to this in a moment. When we consulted on measures in the Bill we determined that it was most appropriate to mandate provision at sites, such as fuel retailers and service areas, which are already invested in providing services related to vehicle refuelling. That was the basis on which we consulted and the basis on which the Bill was brought forward. What the amendments seek to do, at a very late stage in the Bill, is to broaden the scope very widely, beyond the initial areas we identified, to include a whole lot of others. We do not think that necessary because, as I said a moment ago, the market is responding. These charge points are already being provided in supermarkets and private car parks and the Government want to take powers only where absolutely necessary.
The locations we have chosen, the motorway service areas and the large service stations, are crucial in reducing range anxiety so that drivers can be confident in undertaking long journeys that they will be able to recharge easily and quickly en route. This is an issue that will remain for the longest journey, even with developments in battery technology, so it makes the most sense to ensure that the infrastructure for those journeys is provided for now and in the Bill. We expect that for many journeys range anxiety will fall away as the battery ranges of new electric vehicles increase, reducing the need for recharging every time an EV driver arrives at their destination. For all these reasons, the Government do not believe they need additional powers to regulate in this area.
Baroness Randerson
Does the Minister accept that the problem is not just about range anxiety on long journeys? We also have to cater for people who wish to own an electric car but do not have a drive of their own or space in their domestic circumstances to recharge their car. Such people will rely on possible innovative solutions—the idea of using lamp-posts as charging points may be feasible—but also on access to a charging point in the local car park while they are in work, while they are shopping or, indeed, when they go out to the cinema, for example. They will want alternative provision. We are not talking just about long journeys. To be honest, most of us do not spend our whole lives doing long journeys. Most of us are doing local missions, are we not? Therefore, we have to open this market up to people who do not have driveways or access to domestic, on-site recharging.
Lord Young of Cookham
I am grateful to the noble Baroness. The Bill is focused on the longer journeys: that is why it is focused on motorway service areas and the major service area operators. As I said a moment ago, the market is now responding in the way I have outlined to meet the requirements of those motorists who need to recharge somewhere near their home. Progress is being made with providing charging stations at lamp-posts, for example. Following Committee, we have reflected on the debate, which highlighted the need for large fuel retailers and service area operators to be consulted in a way that enables them to fully prepare for future regulations.
I agree with the noble Lord, Lord Tunnicliffe, about the importance of clarity for those retailers in the sector covered by the regulations. We agree with the noble Baroness, Lady Randerson, that the consultation will help improve the regulations by understanding some of the limitations that these bodies could face in installing charging and refuelling infrastructure, such as grid capacity. We also agree that the consultation will assist in raising awareness among fuel retailers that they will need to consider the future.
Lord Campbell-Savours
The Minister refers to long journeys but I think that the biggest market for this product will actually be in the inner cities, where people make short journeys and will want lots of these charging points. That is the reverse of the position taken by the Government. I do not want to drive 100 miles up the M1 and call in at every service station to have a recharge. One wants to use these vehicles in the inner-city areas. The Government seem to have it the wrong way round.
Lord Young of Cookham
Many people already charge at home. If one looks around the streets just a stone’s throw from the Palace of Westminster one can see an increasing number of charge points, where people who do not have access to home charging can recharge their vehicle. You can recharge your vehicle in the car park at the other end of the building.
Lord Brooke of Alverthorpe
Can the Minister say why the mayors are calling for the change in the amendment? They are on the spot in the cities around the country and know the difficulties; they are asking for the change. Why are we refusing it?
Lord Young of Cookham
The next group of amendments is indeed about the powers that the mayors are seeking, but the Government’s proposal is that those powers should be constrained within the broad terms of the Bill and not extended. We will explain that when we reach the next set of amendments—if we ever get there.
I turn to Amendment 27 in the name of the noble Lord, Lord Tunnicliffe. As stated in Clause 16 and detailed in the policy scoping notes, any regulations brought forward would be informed by consultation with industry, including fuel retailers, motorway service area operators, EV infrastructure providers and operators, and EV manufacturers and drivers. Regulations would need to take into careful consideration the commercial and operational impacts on the organisations that would be directly impacted. For example, detailed regulations would need to take account of: an assessment of current and planned provision at the locations in question; an understanding of the underlying fuel retail and motorway service businesses and the needs of users; and an understanding of the factors which will make particular sites more or less suited to installation and operation of EV infrastructure. In addition, Clause 15 already provides the Secretary of State with powers to create exceptions from any requirement imposed by regulations, which could be used where an expansion of land was required or other disproportionate costs were transferred to retailers and operators.
In relation to the noble Lord’s Amendment 42, consultation would also help inform the Government of the time it would take industry to be compliant with any requirements, and dates for compliance can be written into regulations if necessary. It will be important to address the intention behind the noble Lord’s two amendments as we bring forward regulations. Although we do not believe these amendments are needed, we appreciate his concern that industry must have sufficient time to prepare for any requirements, and we can commit today that where proposals would impose substantial requirements on operators of public charge points, large fuel retailers or service operators, the Government will allow at least six months between the commencement of consultation on the proposals and the coming into force of the relevant provisions of any consequent regulations brought forward under Part 2 of the Bill.
Following Committee, and the report of the Delegated Powers and Regulatory Reform Committee, we have considered whether there is anything further we can do to strengthen our commitment to ensuring that large fuel retailers and motorway service areas are aware of regulations in good time before they are brought forward. My noble friend has tabled government Amendments 44 to 46 to ensure that each time the definitions for “large fuel retailer” and “service area operator” are changed, they are subject to the affirmative procedure to ensure that extra parliamentary scrutiny is afforded to these changes.
Amendment 43, tabled by the noble Lord, Lord Tunnicliffe, seeks to ensure that consultations,
“last for a proportionate length of time”.
We have discussed this in previous stages and the Government believe it is essential to consult before making regulations to ensure that the regulations are both effective and proportionate. That is why we have included a requirement to consult in Clause 16. I completely agree that it is always important to ensure that consultations last for a proportionate length of time. Consulting too quickly will not give enough time for consideration and will reduce the quality of responses. This is why the Government’s Consultation Principles 2018 include precisely this point as one of the principles. The amendment would change the relevant principle into a requirement in the Bill.
We do not believe it is necessary to do that. The Government are already held to account for conducting consultations in line with the consultation principles. There is heavy scrutiny of those responding and of course by Parliament. The Government are also subject to the requirements of public law, and therefore to oversight by the courts, when undertaking consultations of this nature. Therefore, while I fully agree with the importance of ensuring that consultations last a proportionate length of time, I do not think it necessary to turn one of the Government’s principles into a statutory requirement in the Bill.
I thank the noble Lord, Lord Tunnicliffe, for raising the topic of ensuring that consultations last a proportionate length of time. I agree on the importance but, for the reasons I have set out, it is not necessary or appropriate to include them in the Bill. I hope that, with the commitments I have given and the government amendments, the noble Baroness feels able to withdraw her amendment.
Lord Lucas
My Lords, before my noble friend sits down, I am sure he will agree that the House has expressed widespread disquiet over the narrowness of this clause. Will the Government commit to continuing conversations between now and Third Reading?
Lord Young of Cookham
I am possibly more aware than anyone else in the Chamber of the strength of feeling that we have had during debate on this issue. I understand where my noble friend is coming from but I would be misleading him if I said that I could give the commitment he asks for.
Baroness Worthington
My Lords, I am grateful to the Minister for his response. I am afraid that I cannot say I am any clearer or more reassured as to the logic behind the Government’s position on this issue. It feels to me as if, at some point in the distant past, a decision was made on behalf of all EV owners in the country that long-distance journeys were the problem. Where is the evidence that that is the case? What are the Government basing their policy on? Can we see the consultation document which asked, “What is your biggest fear about driving an electric vehicle?” The only consultation I have been able to find had five leading questions related to large fuel retailers and one open-ended question. The analysis of the responses indicates that there is almost no difference between those who supported mandatory provisions on fuel retailers and those who said, “We want them everywhere”. There is no evidence. I urge the Government, please, before Third Reading to come into dialogue to discuss this clause, so that we can get to the bottom of where the evidence is for it. If we can do that, although I reserve the right to bring back an amendment at Third Reading given the widespread support expressed today, then I will be happy to withdraw my amendment.
Baroness Sugg
Baroness Sugg
Baroness Sugg
“Duty to consider making regulations under section 10 on request by elected mayor
(1) The Secretary of State must consider making regulations under section 10 in relation to roads forming part of the key route network in a relevant area if—(a) the mayor for the relevant area makes a request for such regulations to be made,(b) conditions 1 and 2 are met, and (c) the Secretary of State considers that the mayor has complied with any prescribed requirements before making the request.(2) Condition 1 is that the Secretary of State is satisfied that, before making the request, the mayor—(a) published proposals for regulations to be made under section 10 in relation to roads forming part of the key route network in the area, and(b) consulted—(i) persons who would be likely to be subject to requirements under the regulations (if made), and(ii) such other persons as the mayor considers appropriate,in relation to the published proposals.(3) Condition 2 is that the mayor has given the Secretary of State a summary of the responses to the consultation referred to in subsection (2)(b).(4) The Secretary of State may disregard a request to the extent that it relates to the definitions of “large fuel retailer” and “service area operator”.(5) For the purposes of this section—(a) “relevant area” means the area of a combined authority or Greater London;(b) a road forms part of the key route network in a relevant area if—(i) in the case of the area of a combined authority, the road is one in relation to which functions are exercisable by the combined authority as a result of an order under section 105A(1) of the 2009 Act;(ii) in the case of Greater London, the road is a GLA road (within the meaning of the Highways Act 1980);(c) the mayor for a relevant area is—(i) in the case of the area of a combined authority, the mayor for the area elected in accordance with section 107A(2) of the 2009 Act;(ii) in the case of Greater London, the Mayor of London.(6) In this section—“the 2009 Act” means the Local Democracy, Economic Development and Construction Act 2009;“combined authority” means a combined authority established under section 103(1) of the 2009 Act.”
Baroness Sugg
My Lords, this group of amendments considers an interesting and important point around the role of metro mayors in enabling the installation of charging infrastructure. I explained in Committee that we would reflect on the points made in that debate and my response has been to table Amendment 29. Cities, regions and counties play a hugely important role in local environmental strategies and dealing with air quality challenges. Charging infrastructure will need to be a part of these strategies and this provision would give them a lever to help deliver it locally. As discussed in Committee, it is important that the relevant highways authorities and combined authorities work together with industry to deliver local solutions, supported by government. We spoke on earlier groups about how local authorities and metro mayors are working together and I welcome the London EV infrastructure task force, launched by the Mayor of London last week, as a good example of this working in practice. We look forward to what it achieves.
Government Amendment 29 would enable metro mayors—the Mayor of London and mayors of combined authorities—to designate locations defined in Clause 10. As we have just discussed, this is limited to large fuel retailers and service area locations installing charging infrastructure within their defined key route networks. Mayors would be required to consult on such premises and notify the intent for regulations to be made to the Secretary of State, who must then decide whether to make regulations. Reasoning would be provided to applicant mayors should the Secretary of State choose not to introduce such regulations. It is intended that these powers could only be exercised once the definitions of large fuel retailers and the factors that would determine the suitability of a particular location have been adopted in regulations. We think this would provide clarity and ensure appropriate scrutiny prior to the power being exercised.
I shall speak also to Amendments 30A, 31, 32A and 33A in this group, as we can make some movement on them. Amendment 30A, tabled by the noble Baroness, Lady Worthington, as an amendment to Amendment 29, seeks to introduce requirements that when proposed by mayors the Secretary of State must either introduce requirements following a mayoral request or provide reasoning why not when notifying the applicant mayor. I assure the noble Baroness that the Secretary of State intends to bring forward the regulations on the basis that they are appropriate, but it is right and proper that the Secretary of State would have the ability not to introduce the regulations should, for any reason, he not be satisfied that the requirements have been complied with. Should that be the case for any reason, as I said in my opening remarks, it is certainly the intention that any reasoning would be fully explained to the relevant mayor.
Amendment 30A would also delete proposed new subsection 1(c) of Amendment 29, which we want to maintain. It is important to ensure that no unreasonable burden is placed on retailers, that any approach is in line with agreed definitions and that any appropriate consultations have been undertaken. I confirm that I will bring forward at Third Reading a government amendment similar to Amendment 30A but with that provision maintained.
Amendments 31 and 33A, also tabled by the noble Baroness, Lady Worthington, seek to widen the scope of designation by metro mayors beyond large fuel retailers on the relevant key route networks or red routes in London. We have some concerns about widening the scope beyond the key route networks if motorway service areas were also included. We think it is most appropriate for DfT and Highways England to maintain a strategic national-level oversight of service areas, given their responsibilities for these motorway routes and the need to ensure sufficient infrastructure at these strategic locations. However, removing the limitation of the key route networks may be appropriate so metro mayors can take a strategic view of large fuel retailers across their areas. To be absolutely clear, this would be appropriate for charge points at large fuel retailers only, not on the roads themselves. I know local authorities have been concerned.
Amendment 32A seeks to clarify that metro mayors should consult the relevant local authority. This is something we would fully expect to happen. It is important that local authorities are involved in infrastructure provision, and I confirm that at Third Reading we will look to bring forward government amendments similar to Amendments 31, 32A and 33A, but removing the reference to service area operators for the reasons I have mentioned. I hope that will address the noble Baroness’s concern. I beg to move.
Amendment 30A (to Amendment 29)
“(1) If the mayor for a relevant area makes a request for regulations under section 10 to be made in relation to the relevant area and conditions 1 and 2 are met, then the Secretary of State must either—(a) make the regulations, or(b) notify the mayor of his or her decision not to make the regulations, and include reasons for that decision.”
Lord Brooke of Alverthorpe
My Lords, in the absence of the noble Baroness, Lady Worthington, I shall move the amendment she has tabled. I shall not speak at any great length on it. The change which has been tabled is welcome, but it falls considerably short of what we were hoping for and, in particular, what the mayors were hoping for. They do not feel that the Bill gives them the powers to tackle the fundamental problems they have with air pollution. They see it as an important part of several pieces of equipment they need to tackle air pollution. In particular, as I said in my earlier intervention, they have to be able to bring pressure to bear to ensure that there are more electric charging points in car parks. The noble Baroness, Lady Randerson, made the point very clearly. Most people using electric cars are not concerned about long journeys. They have bought their electric cars for good green reasons and for other reasons, and they are using them principally in cities. They are looking for the infrastructure to back them and, in particular, they find that in many areas in which they park there is no facility.
The mayors recognise this. They know what their cities have and what their citizens want. I am sure they will feel that while they welcome this change, there are a lot of words but little change and little benefit for them. Others may speak on this but we hope that the Government might take this away, reflect on it and see if they can come back and do better on it next time around. I beg to move.
Lord Tunnicliffe
I am somewhat confused. I thought we were still debating the group starting with Amendment 29, and my understanding of the rules is that no other amendment is yet moved. Anyway, I will make the speech that I was going to make. I thank the Minister for her help in trying to get me to understand the amendment, those that preceded it and the amendments to the amendments that preceded the latest amendments to the amendment. I have to admit that I am now totally confused. Hence I am absolutely delighted that the Minister has assured us that this group of amendments will be translated into a single government amendment. I will reserve my views on that amendment until I have seen it, and I hope it turns up quite soon. Because that amendment will be tabled, we may choose to bring forward amendments to it at Third Reading, but I will refrain from using the time of the House any more at this point.
Baroness Randerson
My Lords, I am totally confused as well because I thought we were still on group 7. I am going to confuse everyone even further by moving and speaking to Amendment 33.
The Deputy Speaker (The Countess of Mar) (CB)
My Lords, it might help the noble Baroness to know that she cannot move her amendment at this stage because it has not been called.
Baroness Randerson
I shall speak to Amendment 33, which seeks to amend government Amendment 29. This would allow the Secretary of State the power to extend the provisions in Amendment 29 to other local transport authorities as well as to metro mayors. This is where I differ from the general view that has been expressed so far, and have differed from it in our past debates, because in our view it is unfair that this power should apply only to areas with metro mayors. Perhaps that is because I come from Wales, where it is the policy of the Government not to have metro mayors so, however large the city, you have no metro mayors.
However, I can think of other areas that might want to take a lead in encouraging modern transport—for example, Cornwall, which was granted special powers on bus franchising but clearly does not have a metro mayor. I remember reading recently that a list of the most congested towns in Britain was topped by Bournemouth, which has no metro mayor. Those are all areas that would quite likely wish to encourage the use of electric cars and ultra-low-emission vehicles which in some areas suffer from considerable congestion. As we all know, congestion means increased emissions, and that is why they would have a legitimate reason to want extra powers along the lines that the metro mayors are being allowed.
The new amendment was picked up by the DPRRC in its 28th report, to which I draw the attention of the House. In its previous report, the DPPRC highlighted the fact that the power to make regulations under Section 10 should be made by affirmative procedure, and it was not convinced by the idea that only the first set of regulations should be affirmative. In its 28th report, it argued that the new clause further undermines the Government’s argument. It states:
“Allowing mayors to request different regimes for their own areas, in our view, must imply that provision which will be made in such area specific regulations will be significantly different from that made in relation to the UK generally. Accordingly, we consider that the affirmative procedure should apply to all exercises of the power where regulations under clause 10 are made in response to a request under the new clause”.
We are asking for the Secretary of State to have additional powers to devolve powers, no matter what local government structure is in place because, as others have said, in urban areas, there is a strong need to encourage the use of ultra-low-emission vehicles.
Lord Lucas
My Lords, I support the amendment of the noble Baroness, Lady Randerson, and others in this group. Local transport authorities ought to be able to deal with particular problems that arise.
We have a problem in Eastbourne, surprisingly enough, with high levels of particulates—seemingly related to the geography of the place. The local authority therefore wishes that we should be able to reduce them. We do not have a motorway. My noble friend Lord Young said that service centres had not yet been defined. I should be interested to know how the Government are thinking of defining service centres. In Eastbourne and, I should think, most metropolitan areas, we have a petrol station as part of a large, shared area where there is a lot of parking and a lot of other retail. Will this be defined as a service centre? It is as close as we get to a service centre. That would enable the benefits of Clause 10 to extend to an area such as ours and, if the amendment of the noble Baroness, Lady Randerson, is accepted, we might even get the full benefits of Clause 10. As that is clearly a direction in which our community wishes to move, I would very much like the Bill to give it the power to do so.
Lord Tope (LD)
My Lords, I need to begin by declaring an interest that I did not have in Committee, because I think that this morning I was elected co-president of London Councils. No one has confirmed that yet and, as a Liberal Democrat, I know only too well not to take things for granted but, just in case I was successful in an unopposed election, I declare an interest as co-president of London Councils.
When we debated this in Committee, there was considerable concern about the apparent slow progress of London boroughs in acting on rapid charging units. It is therefore only fair that I put on record a response, although I do not want to dwell on it. I am told:
“The TfL transformation has impacted heavily on their ability to engage efficiently and consistently with the London boroughs and other stakeholders. We have been told by a number of boroughs that they had identified and submitted numerous locations for rapid charging points to TfL, only for the engagement to end, in some cases for months, with little or no information provided to the borough on whether the plans are progressing. In many cases local authorities have done all that is necessary and are waiting for TfL to complete the installation”.
I thought it was fair to put that on record, but I really do not want to get into the blame game—none of us do; we want rapid progress to rapid charging points. To that end, now that the London borough elections are out of the way as well, I am pleased to know that discussions have taken place and continue to take place between the GLA, TfL and London Councils. I think that I mentioned in Committee that London Councils had already established a sub-group of members to deal rapidly with these issues, and I am pleased to say that that is now progressing. As a consequence, I understand, TfL has said that it will not pursue its wish for permitted development rights—and that is welcome to the boroughs and to me, having had some considerable experience as a member of the GLA and as a London borough councillor. So far, all that is good.
I turn to Amendment 29. I seek clarification; I think that I understood the Minister in moving the amendment to say that the government intention was that it would apply only to large fuel retailers and service area operators—and the Minister nods in agreement with that statement. That is not what the amendment actually says. It could certainly be interpreted—and indeed I think that it says this—as relating to all roads in the key route network. Anyone reading the Bill would take that as applying to all roads in the key route network—and, indeed, the other amendments apply it to all other roads. I understand that the Government intend to come back with a further amendment on that.
I think that the Minister has clarified this issue in moving the amendment and in nodding in assent to my interpretation of it. However, if the Government are bringing back further amendments in respect of what is before us—Amendments 30A, 31 and 33A—would it not be better also to take back Amendment 29 and rewrite it clarifying what the Government want it to mean: that it applies specifically to those two areas, to area operators and large fuel retailers, rather than to all roads on the route network? That seems to me a very sensible thing to do, given that we are going to come back to the issue anyway at Third Reading next week.
Those are my points. I went through in Committee at some stage as to why it is not a good idea to give metro mayors the power over things which, certainly in London’s case, are properly the matter for the borough councils as both parking authorities and highway authorities. I do not need to repeat that; I could give many instances of how that has not worked and does not work—but I hope that we are not going to go down that route and that TfL is not going to pursue that route, as I hope is nobody else. When we come back to Third Reading, I hope that the Government will bring before us amendments that make the situation absolutely clear, and we can progress to actually getting on and installing rapid charging points.
Lord Campbell-Savours
My Lords, we may not be in the blame game, but the noble Lord has actually made a strong statement there about the response of TfL to the boroughs. I reserve my comments until, perhaps, we have had a response from those who almost stand in the dock—and perhaps I can raise my comments on Third Reading.
Baroness Sugg
My Lords, I apologise if there is any confusion on this issue. Obviously, having amendments to a government amendment can lead to confusion. As I said, we will bring forward a government amendment, taking on board other comments, and we will endeavour to do that as soon as possible.
On Amendment 33, on extending the power to local transport authorities, we have a number of combined authorities with a directly elected mayor which are designed to deliver their strategic transport priorities across their city regions. We support the devolution of powers to authorities when local decision-making will support improved delivery of transport outcomes. Mayoral combined authorities and the Mayor of London provide an appropriate level of democratic accountability and strategic oversight, which individual local authorities do not necessarily have. We have made the decision to devolve certain strategic powers to metro mayors and metro mayors only and, in this case, we do not think that we should extend them to other local transport authorities.
I will move on to the issues involved in Amendment 29. We discussed London councils, TfL and the mayor at length in Committee and I mentioned this in my opening remarks. We welcome the new taskforce which has been set up and is well represented by all these organisations. There is a real will to work together to deliver these rapid charge points. We are encouraged by that and look forward to seeing progress made.
Lord Tunnicliffe
My understanding from the Minister’s opening remarks is that Amendment 29 is in the pot to be brought together with the other amendments in a new amendment being brought forward at Third Reading.
Baroness Sugg
Yes, the plan is to bring forward one amendment. We aim to combine Amendments 29, 30A, 31, 32A, 33 and 33A into one—we hope simplified—government amendment. On the point made by the noble Lord, Lord Tope, I make it clear that these are only regulation-making powers under Section 10, which is solely for large fuel retailers and service area operators. That is what these devolved powers refer to. I acknowledge that they do not go as far as the metro mayors want. I do not suggest that we get into another conversation about widening the scope of the Bill and the powers of the metro mayors. The Government’s amendment is related purely to those operators. We will come back to this ahead of Third Reading.
The noble Baroness, Lady Randerson, referred to the DPRRC memo. We will go back to the committee with our response and I will copy in all noble Lords. Under Regulation 16(4), the first regulations made following a request by a metro mayor would be subject to the affirmative procedure so the first use of the powers would be debated by Parliament. However, any further exercise of the power is expected to raise similar issues to the first such exercise. Any such regulations would also have been subject to two periods of consultation: the metro mayor would be required to undertake local consultation before asking the Secretary of State to make regulations, and under Regulation 16(3) the Secretary of State would be required to undertake consultation before making the regulations. We think that is sufficient. I am afraid I received the letter only yesterday evening, but we will reply in the coming days and I will make sure that all noble Lords are copied in.
As I said, we will endeavour to come back as soon as possible with a revised government amendment which I hope will simplify matters.
Baroness Sugg
Lord Young of Cookham
Lord Young of Cookham
My Lords, Amendment 38 clarifies that Clause 12 would not place regulations directly on domestic users.
Regulations under Clause 12 would ensure the ongoing transmission of data from smart charge points to specified persons: for example, this could be the national grid or distribution network operators. This data can be used to help predict future demands on the grid and local network “hotspots” so that infrastructure is planned as efficiently and cost-effectively as possible. The obligation would fall to the operator of charge points, but it is not intended directly to apply to domestic users.
This amendment is in response to a recommendation from the Delegated Powers and Regulatory Reform Committee, which suggested that this intention should be made explicit in the Bill.
Lord Campbell-Savours
I want at this early stage to clarify something. Clause 12(1) refers to,
“a prescribed person or to persons of a prescribed description”.
Could that be HMRC?
Lord Young of Cookham
I am not sure whether that derives precisely from the amendment that I am debating, but it is a legitimate question, and I will seek to ensure that before we finish the noble Lord has a response to whether Clause 12(1) applies to HMRC. I am not quite sure why it would, because I do not see how it is directly involved in the power generation business. However, that is an off-the-cuff remark, and an authoritative response will arrive, I hope, before we complete the next group of amendments.
The DPRRC said:
“It is very significant that the powers conferred by clause 12 will allow requirements to be imposed on domestic consumers, enforceable by financial penalties. If, as stated in the memorandum, it is not the Government’s policy for the powers to be used in this way, then we recommend that this limitation should be set out on the face of the Bill”.
These amendments represent no change to policy but provide clarification of the Government’s intent. The transmission of anonymised data from domestic charge points will still be useful to predict demands on the grid, so the obligation could still apply to domestic charge points. However, we expect that this would be done by placing the requirements on organisations which have control of the relevant data: for example, charge point or energy companies.
The amendment demonstrates the Government’s intention not to place obligations on domestic users of charge points under this clause, and I hope that noble Lords are able to support it. I beg to move.
Lord Campbell-Savours
My Lords, Clause 12(1) states:
“Regulations may make provision for the purpose of ensuring the ongoing transmission of charge point data to a prescribed person or to persons of a prescribed description”.
Amendment 41 would insert the following:
“Regulations under subsection (1) may not impose requirements on owners or occupiers of domestic premises”.
There is a big hole in the Bill. I want to know where the Government will raise their revenue from when fuel duty is reduced. At the moment we raise £28 billion per annum. Over a period of years, as the use of electric vehicles increases, there will be a revenue loss. At the moment, the duty on petrol is nearly 60p a litre, on LPG it is nearly 32p, on natural gas it is 25p, and on diesel it is roughly the same as petrol.
The Society of Motor Manufacturers and Traders has expressed concern about this. Its view is that revenue will come through road pricing, which I think some people call “spy in the sky”. This whole question of road pricing has always worried me. However, there are other forms of raising the revenue. There is road fund licensing, which would be very expensive if it is substituting fuel duty, or a tax on the meter in the home. In the end, that is where they will have to raise the tax. However, I think that it would be based on the recorded usage on the meter at the residence. If it is based on tax according to the meter at the home, there will have to be two meters in every home—one for the domestic use of electricity and one for the raising of revenue to substitute for the loss of fuel duty—which means that there will be two separate rates. We are entitled to know the Government’s thinking on this. How do they intend to raise revenue in future to substitute for fuel duty losses? In the time that I have spoken, I am sure that the civil servants in the Box have provided the Minister with an answer to my question.
Lord Lucas
Is there some rule of law that implies at the end of Amendment 41 the words “in respect of those premises”? If there is, I would like to know what it is. If there is not, then all that a vast operator of charge points has to do is to buy one house. It will then be the owners of domestic premises and this clause will no longer apply to it.
Lord Young of Cookham
I think that it would apply to it as an operator, although of course it would not apply to it as an owner of residential property. We have made it absolutely clear that it is the charge operator and not the consumer who has to supply the data. That is the thrust of these amendments. Perhaps I may reflect on what my noble friend has said and write to him, but we do not see this as a loophole whereby a charge operator can escape its obligation to notify the national grid or whoever of the volume of consumption at a particular charge point.
I commend the noble Lord, Lord Campbell-Savours, for his ingenuity in seeking to broaden a rather narrow debate about data from a charge point into one about the future taxation policy as the nation moves from petrol-consuming vehicles to electricity. I am sure that there are brains in the Treasury who are aware of the potential threat to their revenue, but it is essentially a matter for the Treasury and not for this Bill. The Bill is not about taxation. The policy scoping notes and the Explanatory Notes make it clear that it is not intended to use this clause for taxation purposes in any way. The noble Lord raises important issues but, with respect, they do not arise from this narrow group of amendments.
Lord Campbell-Savours
Why, then, have these regulations? As I understand it, it would not be possible to raise the revenue from the vehicular meter in the home in the event that Amendment 41 were in place.
Lord Young of Cookham
It is important that the electricity grid is aware of hot points in the pattern of consumption in order to plan ahead. Therefore, it needs the data to find out in what parts of the country demand is coming from and at what times of the day. The amendment would simply place the obligation clearly on the operator of the charge points and not on the domestic consumer.
Lord Campbell-Savours
Perhaps the noble Lord can answer the original question that I asked. Will HMRC be one of these groups of prescribed persons?
Viscount Younger of Leckie (Con)
My Lords, I think that I should intervene at this particular moment to remind the House about the rules of Report. Paragraph 8.136 of the Companion states that no Peer should speak twice except, with the leave of the House, to ask a brief question.
Baroness Sugg
“(3A) Regulations under subsection (1) may not impose requirements on owners or occupiers of domestic premises.”
Baroness Sugg
“(4A) Where—(a) a statutory instrument contains regulations under section 10 (large fuel retailers etc), and(b) the regulations amend the definition of “large fuel retailer” or “service area operator”,the instrument containing the regulations may not be made unless a draft of it has been laid before Parliament and approved by a resolution of each House.”
(a) the”
(b) regulations to which subsection (4A) applies,is”
“( ) section 9(2A) or (3) (prescribed requirements for public charging or refuelling points or for connecting components), or”
Baroness Sugg
“Report by Secretary of State on operation of this Part
(1) The Secretary of State must, in respect of each reporting period, prepare a report assessing—(a) the impact and effectiveness of regulations made under this Part;(b) the need for regulations to be made under this Part during subsequent reporting periods.(2) Each report must be laid before Parliament after the end of the reporting period to which it relates.(3) The first reporting period is the period of two years beginning with the day on which this Act is passed.(4) Each subsequent period of 12 months after the first reporting period is a reporting period.”
Baroness Sugg
My Lords, following similar amendments in Committee, government Amendment 48 introduces a new clause on reporting for Part 2. This amendment would require the Secretary of State to produce a report to be laid before each House of Parliament every year, commencing two years after Royal Assent. This is a broad reporting clause and, for example, would allow the Government to: assess the effects of the regulations on electric vehicle uptake; assess the effects of regulations on industry and consumers; assess how regulations are benefiting the energy system and consumer electricity bills; look at the impact on the Government’s carbon and air quality targets; and consider other social and environmental impacts.
As well as this proposed new clause on reporting, the Government already have other reporting mechanisms and requirements. I explained some of these in Committee, such as the legal obligations to report, and make public, data on air quality and emissions of a range of damaging air quality pollutants, as well as the reporting duties that already exist under the Climate Change Act 2008.
In addition to those reporting requirements, the department publishes statistics on electric vehicle registrations on websites and provides data on the number and location of public charge points. The powers in the Bill will enhance this information and ensure that it is openly available.
As well as assessing the impact of the regulations made, I am also pleased to have included in the amendment a requirement for an assessment of the need for other regulations to be made under this part during subsequent reporting periods. This will help to ensure that further regulations are made in a timely and appropriate manner. I hope that noble Lords are able to support this new clause as one that will complement the Government’s other reporting mechanisms, I beg to move.
Baroness Randerson
My Lords, I am pleased to see this amendment committing to a reporting procedure. It is highly sensible because of the way in which we are having to second-guess the future. The speed of response to change could well be quite rapid. I recall the noble Baroness, Lady Worthington, quoting some statistics at our last sitting. She referred to a big spike in the sales of petrol cars that matched the rapid decline in the sale of diesel cars. I use that example to illustrate that changes in this market can be very rapid in response to public knowledge, concern and awareness of environmental issues.
I will use the opportunity of this reporting amendment to urge the Government to give some thought now to the possibility of including car parks in their proposals at Third Reading. Car parks were included as a possibility for further regulations, I suggest gently to the Government that they have the discretion not to implement anything about this in the near future, but they could look, after the first report comes forward, at car parks if their measures implemented in relation to service stations have not proved sufficiently effective. That would mean that they would have the weapon in their armoury, kept in the background. They would not have to go to further legislation and further amendment, which could be difficult and time-consuming. However, I welcome the idea of regular government reports on this rapidly changing situation.
Lord Brooke of Alverthorpe
My Lords, having been critical, I now extend a word of gratitude. In particular, I welcome subsection (1)(b) of the proposed new clause in the amendment to which the Minister drew attention, because that will definitely be needed in the future. It is a very helpful amendment indeed.
Lord Lucas
My Lords, I too am grateful to the Government for the amendment. I particularly congratulate them on subsection (2) of the proposed new clause which, for those who do not have the amendments with them, states:
“Each report must be laid before Parliament after the end of the reporting period to which it relates”.
A Government who could lay the report before the end of the reporting period would be some Government. This provision has no timescale, which could allow the report to be laid before Parliament 45 years after the end of the reporting period to which it relates. That is quite a commitment and again I congratulate the Government on their drafting.
Lord Tunnicliffe
My Lords, I believe that we asked for this provision in Committee, and if we did not, we meant to do so. Either way, we thank the Minister.
Baroness Sugg
My Lords, I am grateful for the broad welcome expressed by noble Lords for the reporting amendment. I can reassure my noble friend that we will lay the report within two years of the Act being passed and further reports every 12 months after that. I did raise the issue of this wording and I have been assured that it has many precedents.
As this is the last group of the day, I thank all noble Lords for their contributions. I know that some believe that the Bill is too narrow in scope and does not go far enough in the provision of electric charging infrastructure. I would like to point out that infrastructure is just one element of Part 2. We have also made provisions on access, connection, information, data, smart charging and now reliability. While I acknowledge the views of noble Lords on infrastructure, we have sought to address any issues where we find them. Again, it is a part of the Bill, not its entirety. Indeed, the Bill forms only a small part of the work that the Government are doing to ensure that we have a successful transition to electric vehicles. I may as well say one last time that our upcoming “road to zero” strategy will set out our plans in more detail.
I have listened to the arguments put by noble Lords throughout the passage of the Bill and I have moved amendments to improve it. Again, I thank noble Lords for their constructive engagement.
Automated and Electric Vehicles Bill
Wednesday 13th June 2018
(6 years, 5 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 109-I Marshalled list for Third Reading (PDF, 62KB) - (12 Jun 2018)
Baroness Sugg
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, this group of amendments follows the debate on Report considering the role of metro mayors in enabling the installation of charging infrastructure. In line with commitments I made on Report, I have tabled government amendments to provide clarity around this clause. I have removed reference to the “key route network” so that metro mayors can take a strategic view of large fuel retailers across their areas. As I mentioned on Report, this is limited to “large fuel retailers” and not “service area operators”, as these areas, which are situated primarily on motorways, are best dealt with on a national level.
I have made it clear that regulations can be proposed only once “large fuel retailers” has been defined. In any instance where the Secretary of State of State chooses not to introduce regulations, he will be required to inform the applicant mayor of the reasoning and there will be a requirement to ensure that relevant local authorities are consulted. I beg to move.
Baroness Randerson (LD)
I thank the Minister for that explanation. For the information of those listening, the noble Baroness, Lady Worthington, and I attempted to lay an amendment to clarify the issue of service areas, or car parks as they might be called. However, according to the rules of the House that was not possible at Third Reading, so there is no amendment from us. But there is still a question in my mind: how do the Government envisage the strategy and policy, going forward? As I mentioned the last time we discussed this, if you go to a service area on a motorway you get your electric charging near the café—very often hundreds of feet from the fuel station—but that does not appear to be what is in the Government’s mind in relation to other service areas. I would like to know what the Government’s strategy is on this. I am sorry to be raising such a detail at Third Reading but we really only talked about this on Report. I still do not have a real understanding of why the Government are not considering having regulations in relation to the car parks associated with service areas, rather than just the fuel stations.
Baroness Worthington (CB)
My Lords, I too thank the Minister for her introduction of these amendments. They are very helpful; they clarify the position and make the Bill much more useful. In Committee we debated the fact that this is a very narrow power being taken in relation to the infrastructure necessary to facilitate a greater uptake of electric and zero-emission vehicles. It is important that we look carefully at what more can be done to encourage everybody, at all levels of government—whether national, metro mayor or indeed at borough level—to take stock and introduce an effective network of chargers, which can help people to be confident that they will be able to use electric vehicles in a way that matches their current vehicle use.
I echo the comments of the noble Baroness, Lady Randerson, in asking: can we hear a little more from the Government, specifically about car parks but about destination charging in general? I feel that it is a little too laissez-faire to think that this will all happen through market forces. There are going to be times when we will need to take a strategic look at this in a specific geographical region. We need to have sufficient powers to enable us to make this infrastructure happen; we will otherwise not see the uptake that we need to hit our air-quality and climate-change targets.
Lord Berkeley (Lab)
My Lords, at the risk of causing a bit of trouble at this stage of the Bill, I cannot see why it matters particularly where the charging points are in a motorway service station. If you are going to park your car and go off to have a drink, you might as well plug it in while having it. If you do not want to do that but have a high-powered, high-speed charger you can probably do that as if you are filling up with petrol. The general principle in the Bill is all right but I suspect that the commercial pressures on the operators will persuade them to put the charging points where they are most convenient.
Lord Tunnicliffe (Lab)
I thank the Minister for bringing forward these amendments, which seem to have produced a consensus on all the issues which were brought up on Report. I must agree with other speakers that the Bill is narrow and, to be fair, it is generally our role to scrutinise Bills. While we have done that, there has to be much wider consideration given by government to this whole area. That consideration has to work with other parts of government and local government, so that we do not trip into the area of sovereignty conflict. Fortunately, that seems to have been effectively solved by the amendments and the consultation. It is an important area to get straight if we are to achieve the spread of charging points that will be necessary, particularly to achieve our air-quality targets.
Baroness Sugg
My Lords, I thank noble Lords for their contributions on this last group in the Bill. On the location of charging points within service areas, I take the point made by the noble Baroness, Lady Randerson, and the location of the charge points will be consulted on for the regulations.
On car parks and destination charging in general, I entirely agree that destinations such as car parks should install charging infrastructure to support the overall transition to electric vehicles. While, in relation to the provision of public charge points, the Bill focused on enabling long-term strategic journeys, following the debate on Report, my noble friends and I are well aware of noble Lords’ strength of feeling about the provision of charge points in private car parks, and we have followed this up with the department. I thank the noble Baroness, Lady Worthington, for her persistence on this matter, and I am today able to commit to taking forward more action in this area. We will engage further with the private car parking industry to encourage best practice and will consider whether voluntary commitments can be made by the main private car park operators. We will also work with the Institution of Civil Engineers with a view to ensuring that industry guidance on the design and maintenance of car parks includes information and advice on charging provision. We will consider addressing requirements for charging infrastructure for car parks through the Private Member’s Bill on a parking code of practice, which has cross-party support.
I take this opportunity to update noble Lords on an issue which has come up at various stages of the Bill: the provision of electric charge points in our car park. I spoke to the parliamentary estate office this morning, and I am pleased to say that despite there being many other pressures on its time, we are making good progress on this. The feasibility study has produced some positive results and we are expecting the installation of some charge points in Royal Court soon.
This Bill provides a stepping stone in the development and deployment of automated vehicles on UK roads, and for zero-emissions vehicles, both electric battery and hydrogen refuelling, it will address access, standards and connection for public charging or refuelling points. It will address some of the issues of range anxiety, ensure adequate information for users and ensure that future charge points are smart. I acknowledge noble Lords’ feelings on the narrowness of the Bill, and I entirely agree that the Government must look at the bigger picture. The Bill is just one part of the work the Government are doing to ensure that we have a successful transition to zero-emissions vehicles. The upcoming strategy on electric vehicles will set out in more detail a suite of other measures which will enable us to reach a zero-emissions future.
I also take this opportunity to thank the Bill team, who have worked on this Bill for many months, and my noble friends Lord Lucas and Lord Borwick, the noble Lord, Lord Tunnicliffe, the noble and gallant Lord, Lord Craig, the noble Baronesses, Lady Randerson and Lady Worthington, and all other noble Lords who have helped to ensure rigorous scrutiny throughout the passage of the Bill. The constructive engagement, conversations and debates have led to significant improvements.
Lord Tunnicliffe
Before the Minister sits down—because it seems to me that I have to use that ridiculous device—I reciprocate the thanks to the noble Baroness, her co-pilot the noble Lord, Lord Young, and the team. They have set a very high standard of involvement with the Opposition and the political parties and, I believe, with individuals. It is a standard which I hope the Government will copy in all areas. We have made great improvements to the Bill, and I do not think there has been a Division on anything. We are there, and I thank the Minister for that. I also thank my massive team of one-fifth of a person, Molly Critchley, for all her support.
Lord Craig of Radley (CB)
My Lords, before the Minister sits down, we have concentrated very much on charging points, but the Bill was amended on Report to cover hydrogen refuelling points. They may not need exactly the same thing, so I would like an assurance that the way they are treated will take account purely of what they are for rather than making the broad assumption that they are charging points and therefore electric only.
Baroness Sugg
I am happy to confirm that. Many amendments changed the Bill to ensure that we were dealing with hydrogen refuelling points as well. That was always the intent of the Bill but I agree that that was not clear enough, which is why we moved government amendments following interventions by the noble Baroness, Lady Randerson, and others on that issue. The technology around hydrogen is not yet as advanced as it is around electric battery but we will be addressing our hydrogen strategy in the upcoming Road to Zero document.
Baroness Sugg
“( ) “Section 11(1)(a) regulations” means regulations under section 11(1) that impose requirements on large fuel retailers within section 11(1)(a).”
“( ) each local authority any part of whose area falls within the relevant area or, if the request relates to part of the relevant area, within that part,”
“( ) Condition 3 is that regulations have been made under section 11(3) in relation to the meaning of “large fuel retailer”.”
“( ) If the Secretary of State decides not to make section 11(1)(a) regulations in response to the mayor’s request, the Secretary of State must notify the mayor of the decision and the reasons for it.”
““local authority” means—(a) a district council,(b) a county council, or(c) a London borough council.”
““large fuel retailer” has the same meaning as in section 11.”
Baroness Sugg
“(8) If a draft of a statutory instrument containing relevant section 11(1) regulations would, apart from this subsection, be treated for the purposes of the standing orders of either House of Parliament as a hybrid instrument, it is to proceed in that House as if it were not such an instrument.(9) In subsection (8) “relevant section 11(1) regulations” means regulations under section 11(1) that are made pursuant to section 12 (duty to consider making regulations on request by elected mayor).”
Royal Assent
Thursday 19th July 2018
(6 years, 4 months ago)
Lords ChamberRead Full debate Read Hansard Text Amendment Paper: HL Bill 109-I Marshalled list for Third Reading (PDF, 62KB) - (12 Jun 2018)