Monday 6th March 2017
(7 years, 8 months ago)
Commons ChamberVehicle Technology and Aviation Bill 2016-17 View all Vehicle Technology and Aviation Bill 2016-17 Debates Read Hansard Text
The Secretary of State for Transport (Chris Grayling)
I beg to move, That the Bill be now read a Second time.
This Government recognise the value of investment. The Prime Minister has made clear her intention that this country should be the best place in the world to develop, test and deploy cutting-edge transport technology. We have already established ourselves as one of the world’s best places in which to research and develop next generation technology, but we also need to act to ensure that the UK benefits from the economic opportunities that those technologies provide. The Bill will help to ensure that the United Kingdom is ahead of our European and global competitors by creating the right balance of an open and permissive regulatory framework that keeps safety and consumer needs paramount.
There are enormous possibilities ahead with these technologies. In a few years, we will all increasingly have the opportunity to use semi-automated and automated vehicles. While amusing and novel for many of us, that will revolutionise the way many people live their lives; in particular, it will make a huge difference to the disabled and the elderly. However, to make these technologies a reality, we need to act now. We need to create the regimes that will help developers to bring their products to market in a safe way that protects consumers.
The Bill that I introduce to the House today is forward-looking, urgent and ambitious: urgent because we need to maintain and lead the modern transport revolution by attracting inward investment and becoming a hub for researching and developing the next generation of transport technologies; ambitious because we are establishing the right regulatory framework in advance to spur innovation in a safe manner.
Tom Brake (Carshalton and Wallington) (LD)
I thank the Secretary of State for giving way so soon in his speech. Is he aware of a company called Dearman, which produces clean engines for use on refrigeration units? I am a bit disappointed there is nothing in the Bill that relates to that. The engines on these units normally use red diesel, and they are incredibly dirty. Although that technology is not in the Bill, I hope he will consider it, as a technology of the future. May I also just remind him that I invited him to come for a cycle ride around London with me, and I am still waiting for his response?
Chris Grayling
I am not aware of the technology the right hon. Gentleman refers to, but we are very interested in seeing this country be a real success in developing new technologies. The issues of clean-engine technology affect not just this country but many countries around the world, and any country that has a breakthrough in that area has a real opportunity worldwide. Of course, the Department for International Trade is focused on trying to help not just our biggest businesses but smaller businesses to exploit the opportunities that are out there.
Advances in data science, connectivity and automation are converging to bring about the biggest changes to mobility since the internal combustion engine. Automated vehicle technologies will have a profound effect on how we get around.
Mr Jim Cunningham (Coventry South) (Lab)
Will the Secretary of State tell us what progress has been made on batteries for electric cars and on any infrastructure those batteries might need?
Chris Grayling
I will talk in a moment about electric vehicle technology. We are certainly seeing a transformation in battery technology. I expect the new generation of battery vehicles—we expect a new model of the Nissan LEAF to be selling in this country over the coming months —to take a real step forward. Of course, the longer the range of a battery and a vehicle, the more that vehicle becomes a realistic alternative for those driving around not just cities, but the country more broadly.
We need to ensure that the benefits of a shift towards intelligent mobility are felt far and wide, with journeys that are easier and more fuel-efficient; transport networks that are more accessible and responsive to the needs of those who use them; and, of course, new, high-value jobs in the technology and automotive sector, where we already have a number of businesses that are pathfinders in the field of developing autonomous vehicles.
We are embracing these developments. We are acting to position the United Kingdom as a global leader in automated vehicle technology, building on our heritage as a nation of entrepreneurs.
Andrew Selous (South West Bedfordshire) (Con)
I am delighted to hear what my right hon. Friend is saying, and I fully support the Bill he has brought before the House. In Norway, around a quarter of all vehicles are electric or hybrid electric. On maintaining our leadership position, by what date does he think the United Kingdom might be on a parallel with the proportion in Norway?
Chris Grayling
Well, I would not put a forecast on it. Suffice it to say to my hon. Friend—he has been a diligent follower of this issue and is keen to pursue it, and he has been engaged in discussions with my Department about it—that our ambitions remain strong. We have good incentives in this country. We have measures in the Bill to make an electronic vehicle charging network much more transparent and visible. These things will accelerate the production and sale of these vehicles in the United Kingdom. Of course, with the Nissan LEAF in Sunderland, we have the world’s first mass-production car of that kind.
Chris White (Warwick and Leamington) (Con)
Car sales are projected to rise from somewhere in the region of 74 million today to 100 million in 2030, helped not least by the launch of the fourth-generation Range Rover, the Velar, which my right hon. Friend the Minister of State, Department for Transport, saw with me last week. The hon. Member for Coventry South (Mr Cunningham) made a good point about the infrastructure being in the right place for the battery technology and the plants to be developed. We need that infrastructure in place near Jaguar Land Rover, so will the Secretary of State please tell me what his plans are for that?
Chris Grayling
Indeed, we do need that infrastructure. As I have said, I am excited about what JLR is doing in the field of electric vehicles. The Government car service is already a customer of the company, but I look forward to it also becoming an early customer of those electric vehicles as they are manufactured and sold. The company has specifically said that it needs infrastructure improvements to help it with those developments and its ambitions for electric vehicle manufacturing in the United Kingdom. I assure the House that it will receive that support. The autumn statement provided extra funding for electric charging points. This Bill provides for much greater transparency of data, making it much easier for those who own and drive electric vehicles to identify the locations of the best charging points. That is part of a strategy that will, in my view, drive forward substantially the sales of those vehicles in this country.
We should not, however, be entirely technologically biased. We will also take further steps to encourage the development of hydrogen vehicles in the United Kingdom and, of course, we provide tax incentives for hybrid vehicles. We must drive for a higher quality of vehicle in this country when it comes to the propensity to pollute, and we must provide the right support for that market to emerge. However, we must allow the technologies to win those battles themselves, rather than have the Government winning them for them.
Neil Parish (Tiverton and Honiton) (Con)
This is not only about electric vehicles and almost zero emissions. There is an interim stage: in some places, we could convert lorries and diesel vans to liquid petroleum gas to get those NOx levels down in the hot spots quicker than if we tried to convert everything to electricity straight away.
Chris Grayling
Indeed. I know that my hon. Friend has been determined to push that argument, and rightly so, because that technology could make a difference to emissions. I absolutely support those who seek to transition vehicles to LPG, but the Government should not focus on one particular technology. We need to create the right environment for all technologies to compete to deliver the cleanest possible vehicles for the future, which is in all our interests.
I will talk about electric vehicles before turning to autonomous vehicles. The Bill creates the right environment for those markets to develop. We have a clear goal that by 2050 nearly all cars and vans should be emission-free, but we want to accelerate that transition. That will happen partly through giving financial help, through grants and the tax system, to motorists choosing a cleaner vehicle, and we are also supporting local authorities that provide incentives through free and cheap parking to those who move down the road towards acquiring a cleaner vehicle.
We have also helped develop a network of more than 11,000 public charge points in the UK; as I have said, significant funding is in place to allow more of them to be developed. We want the uptake in electric cars to continue, whether they be hydrogen fuel cell or battery powered, and for them to break into the mass market. The Bill introduces a number of new powers that will help make that possible. In particular, it enables common technical standards and better interoperability, and it will ensure that consumers have reliable information on the location and availability of charge points. We will also be able to accelerate the roll-out of electric vehicle infrastructure at key locations, such as motorway service areas and large fuel retailers, and make charge points ready for the needs of the marketplace.
Of course, we will then see further technological developments with hydrogen and, I suspect, and as my hon. Friend says, more developments on the LPG front. The Bill will create more of the necessary powers to drive forward the ambition of getting a much cleaner fleet of vehicles on our roads.
Mims Davies (Eastleigh) (Con)
I welcome the Bill and the news that the registration rate of ultra-low-emission vehicles is rising rapidly. Two-tier local authorities can work better on issues relating to air quality and the Bill will enable them to reduce air pollution. Will the Secretary of State make a commitment that, where wider infrastructure investment is needed for roads such as the Botley bypass and the Chickenhall link road in my constituency—they are well known to the Department—it will come hand in hand with the Bill’s provisions?
Chris Grayling
Today is probably not a day for going into the detail of schemes, but I give my hon. Friend an assurance that we see easing congestion as part of the solution. Emissions are generated not just by dirty vehicles, but when cars are stuck in traffic jams or crawl along slowly for long periods. The Government’s investment in the road infrastructure will therefore ease emission problems in areas in which congestion is the principal cause.
I will talk briefly about automated vehicles. The Bill sets in motion the first steps towards the use of such vehicles on UK roads. They are a way to improve the situation regarding both congestion and air quality, because they will drive in a more efficient and effective way without creating the congestion to which human driving habits sometimes contribute. We will not wake up tomorrow to find a fleet of automated vehicles, but we will see rapid change. Technology will proceed step by step as our cars become more and more automated, and not too many years ahead the use of automated vehicles on our roads will start to become widespread. We will act to remove safely any obvious barriers to that happening.
We want journeys to be easier and more fuel efficient, and we want transport networks to be more accessible and responsive to the needs of those who use them. One part of achieving that is to deliver for the first time an insurance framework that makes it possible for automated vehicles to operate on our roads, and that is what the Bill does. You will know, Madam Deputy Speaker, that your insurance policy on your car is for you, the driver. It is not for the vehicle. The Bill will allow the creation of two-dimensional insurance policies that cover you when you are driving the vehicle and that cover the vehicle if it is being driven autonomously. That will make it possible to move towards a framework in which insurance companies can provide cover for the vehicles of the future.
Chris Bryant (Rhondda) (Lab)
Surely, on occasion, the technology in a car that is being “driven autonomously”, to use the Secretary of State’s words, might be at fault. In such circumstances, surely the insured person would not be covered.
Chris Grayling
I think that the hon. Gentleman has misunderstood the point. The two-dimensional insurance policy will cover both the vehicle and the driver. If the driver is at the wheel, the insurance policy will cover the liability of the driver, but if a car is driving itself, the insurance policy will be extended to cover the vehicle. In that way, we cover all eventualities and make it possible for those cars to operate on our roads when the technology is ready for them to do so. That important step has been welcomed by the insurance industry. It opens the door to a new generation of vehicles on our roads, and it sends a message to the automotive industry and the world that we in this country are going to make sure that we have the right regulatory framework to enable those vehicles to operate.
I now change modes and move on to aviation.
Mr Steve Baker (Wycombe) (Con)
Before my right hon. Friend changes modes, I know that he would be very disappointed if I did not mention motorcycling. I notice that the word “motorcycle” does not appear in the document “Pathway to Driverless Cars”. That initially pleased me because, as he will realise, an autonomous motorcycle would be entirely pointless, but I am slightly concerned about whether we have adequately considered the ability of driverless cars to coexist safely on our roads with motorcycles. Since I am on my feet, may I also say that many of his objectives could be achieved with a small modal shift to motorcycling?
Chris Grayling
My hon. Friend is a great champion of the motorcycle, and I cannot for a moment imagine him wanting to have anything to do with an autonomous motorcycle. Given the pleasure that he derives from motorcycling, I cannot imagine him sitting on the back of his bike and reading the paper while the vehicle drives itself along.
One important part of the insurance changes for which the Bill paves the way is ensuring that the insurance framework gives comfort to all on the roads, and that proper insurance is in place if there is, God forbid, an unfortunate “non-interaction”—in other words, not the sort of interaction that we would wish—between any vehicle and an autonomous vehicle, and certainly between a motorbike and an autonomous vehicle. It is really important to get that right. Of course, the technology is some way from being sufficiently clearcut and dependable to enable such vehicles to operate freely and openly on our roads as a matter of daily routine, but that day will come.
Victoria Borwick (Kensington) (Con)
Before the Secretary of State moves on to aviation, and while we are still talking about vehicles, insurance and safety on the road—I very much welcome his comments about that—may I ask about pedicabs? They are not of course licensed, regulated or insured, and they cause tremendous grief in central London in that they are not seen as safe. Transport for London does not have any method of regulating them, and we have no way of making sure that they are insured, so will my right hon. Friend consider them when thinking about other aspects of insurance in the future?
Chris Grayling
I am aware of that issue. I am happy to give my hon. Friend such an assurance and to discuss the issue with her.
John Pugh (Southport) (LD)
I want to probe the Secretary of State on this business about autonomous vehicles and the responsibility of the passenger—or the driver, who is I suppose a passenger in this respect—while the vehicle is in autonomous mode. When the driver is not in control of the vehicle and the vehicle is in autonomous mode, is the driver exonerated of all legal responsibility? Is that the principle of the Bill, because surely it cannot be as simple as that?
Chris Grayling
The measures focus on insurance. If the vehicle is under its own control, the insurance principle is still applicable. If the insurance policy applies to the driver and the driver is not driving the vehicle, by definition the driver cannot be at fault. Under the provisions in the Bill, it will be possible to have an insurance policy that covers both eventualities of something going wrong: when the driver is driving; and when the vehicle is in autonomous mode. That is one of the key changes necessary to create an environment in which such vehicles can operate freely on the roads.
Andrew Selous
The Secretary of State will be aware of the prohibitive cost of insurance for young drivers. Does he foresee a time when autonomous vehicles might help young people to have the freedom of a car at a much more affordable cost?
Chris Grayling
Absolutely. I think that this might help not just younger drivers, but elderly and disabled drivers. Once vehicles start to operate autonomously in a controlled environment, it will become much easier for people who struggle to get out on to the roads today to do so. My hon. Friend is absolutely right that that is one of the possible future benefits.
Chris Grayling
I will give way for the very last time before I move on to planes.
Chris Bryant
The Secretary of State does have plenty of time, but I am grateful to him for giving way. One of the outcomes over the next 20 to 25 years might be that the number of taxicab drivers this country needs falls very dramatically, because people will be able to get an automated car to pick them up and take them somewhere. What planning has the Department done on the challenge that that will pose to employment in this country?
Chris Grayling
The Government certainly think all the time about the impact of future technologies, of which there are many. We are a considerable number of years away from the situation the hon. Gentleman envisages, as most of the cars bought today will still be on the roads for a decade or more. It will probably not be an issue for this Parliament or the following one, but it will certainly be a genuine issue by the 2030s, and he is right to identify it as one.
We have of course seen throughout modern history how changes in technology alter ways of working—we will see more of that in the future. It is up to us as a society, and us in this Parliament and our successors, to make sure, none the less, that this country is a dynamic, entrepreneurial one that takes advantage of new technologies and creates job opportunities off the back of such changes. We are certainly doing that, and we will continue to do so. One of the ways in which the Bill will help is that if we set ourselves at the forefront of the development of such technology in this country, that will create a new generation of job opportunities that simply did not exist before.
I will move on to talk briefly about other aspects of the Bill. There are two key innovations in the aviation sector, which is crucial and a key part of our economy. Our air traffic control is provided under a licence held by NATS. It oversees 6,000 flights every day and develops innovative solutions that are used around the globe. It is essential that its licence is fit for purpose and that consumers are at the heart of the regulatory regime. The Bill will modernise the licensing framework for the UK’s en route air traffic control, which is currently undertaken by a subsidiary of NATS and overseen by the Civil Aviation Authority.
We propose to update the licensing framework in three ways. First, we will change the way in which licence conditions can be modified by the regulator. Currently, the CAA needs to get the agreement of NATS before it modifies the conditions. The Bill will give it more flexibility to make changes when they are necessary without going through a long negotiating process. The provisions will make sure that the CAA always acts solely in accordance with its duties while ensuring that the licence holder is also able to appeal modifications to the Competition and Markets Authority.
Secondly, the Bill clarifies the power to amend the length of the licence term. Currently, the licence termination period is 10 years, which sits uncomfortably alongside the average 15-year asset life of NATS investments. We think that exercising the power to extend the licence termination notice period will increase NATS’s finance ability, which in turn will lead to more efficient services being provided to users.
Thirdly, we are enhancing the enforcement regime, which is currently bureaucratic and inflexible. We will ensure that the CAA is accountable for enforcement decisions through appeal rights, but there will be a staggered approach to enforcement. Instead of having a situation in which there is no middle ground between serious action and a slap on the wrist, this will allow for a staged penalty regime that should give the CAA a clearer power to drive better performance in the management of our air traffic control systems.
The second aviation measure concerns consumer protection for holidaymakers. By its very nature, there are a number of risks in the holiday market. It is common for consumers to pay upfront on the promise of a holiday that might be many months away. As we have seen all too often, the financial stability of individual holiday providers can be shaky and sometimes the system lets down holidaymakers. In the rare event of a company failure, consumers may experience financial loss from a cancelled holiday or difficulties due to being stranded abroad. That is why the air travel organisers’ licence scheme was introduced back in the 1970s. It is the primary method by which the travel sector provides insolvency protection within our packaged travel regimes.
Madam Deputy Speaker, you will know that the way we book holidays is changing, so we need to adapt the schemes and regulations that protect people. The Bill will enable the ATOL scheme to respond to innovation in the travel sector, as well as enhancements to the UK and European consumer protection rules. It extends ATOL protection to a broader range of holidays and makes it easier for UK businesses to trade across borders, ensuring that the scheme remains fit for today’s world.
There are two or three final measures to explain to the House, first on vehicle testing. We already work in partnership with the private sector to deliver bus and lorry MOT tests at private sector sites. Such tests used to be delivered from Government sites. Of course, the testing of cars is done by private operators around the country. Through the Bill, we want to extend the partnership with the private sector to deliver specialist vehicle tests from those established or additional private sector sites, thus providing services that are convenient and local. The Government will benefit because we will not have to pay for the upkeep of Government sites. That will help to keep down the cost of vehicle tests, which will still be delivered by Government examiners who will travel to those private sites.
We will not compromise on vehicle safety and nor will we remove any Government sites from operations until a suitable private sector site has been established. Such private sector sites are inspected and appropriately approved. This partnership approach has worked well and has been popular with industry. We will introduce a statutory charge for the site owner to make for the use of their premises and equipment. It will be known as the pit fee, and it will be capped to avoid any unreasonable charges.
One of the highest profile issues that has faced the aviation transport sector, in particular over the past few months, is the misuse of laser pointers. The penultimate measure in the Bill should bolster safety across all transport modes and deal with the problem properly. Each year there are approximately 1,500 laser attacks on aircraft. Those incidents pose a threat to the safe operation of aircraft, risk causing eye damage to pilots, and put the lives of passengers and crew in danger. This is an issue for not just aircraft, but other modes of transport.
We will create an offence of dazzling or distracting the person in control of a vehicle. It will be triable either way, and will allow police to enter a private property for the purposes of arrest and to search for a laser pointer. It will be a clear deterrent to would-be offenders, with unlimited fines and a potential five-year jail sentence, sending a clear signal that using laser pointers in this manner will not be tolerated.
Mims Davies
The act of shining or directing a laser at the eyes of a person in control of a vehicle that is covered by part 4 is a cause of great concern at Southampton airport, and its impact has been raised through consultative committees. The problem is particularly bad at regional airports. Many of my constituents work for NATS and report how dangerous these incidents are. They are also very concerned about drones. Is there scope to include the misuse of drones in this part of the Bill?
Chris Grayling
We are consulting on a new regime for drones, but the measures do not all have to go into primary legislation. I assure my hon. Friend that we are looking carefully at how to provide proper protection for airports and others from the use of drones in our society.
Sir Gerald Howarth (Aldershot) (Con)
I am sorry that I was not in my place at the start of my right hon. Friend’s speech on this important Bill. I am delighted that the Government are taking such action on lasers. Although, according to the eminent eye surgeon, Professor John Marshall, who is my constituent, irreversible damage is unlikely to be caused because of the distances at which these lasers are operated, the risk to pilots is nevertheless very serious indeed. As my right hon. Friend knows, I am a pilot, and the thought that passengers could be put at risk makes it imperative that we take a decision on this. What discussions has my right hon. Friend had with the laser manufacturers? May I also encourage him to take action on drones quickly?
Chris Grayling
I know that my hon. Friend is a committed aviator and that he understands these issues. My Department has had a broad range of discussions about the impact of lasers. We think that the risk of a five-year jail sentence is a pretty strong deterrent that will, I hope, focus the minds of those who might be tempted to use, in such a dangerous way, something that should be a simple and innocuous tool for making presentations in a conference room. People who act in such a reckless manner should expect a very serious penalty indeed, and I hope that they will think twice before doing so again.
Lastly, I come on to the issue of courses. When drivers and motorcyclists transgress, but not excessively, the police have the discretion to offer them an educational course as an alternative to a fixed penalty. Such courses are valuable. They help to remind participants about the consequences of inattentive driving. Drivers pay to attend the course, but they avoid paying the fixed penalty fine or having points added to their licence.
The Bill clarifies the basis on which police have the authority to charge for such courses. For the avoidance of doubt, we are providing a simple statement that the power to charge exists, together with technical arrangements for specifying its scope. This technical measure will not affect road users; it simply clarifies the legislative position, and provides greater transparency and police accountability regarding the way in which these charges are set.
The Bill contains a number of measures that are designed to improve the way in which our transport system works. Above all else, it paves the way for what is going to be a revolution on our roads. As we see the emergence of connected and autonomous vehicles, our lives will change—I think that this will be a change for the better for many in our society. This is one of the most exciting technological developments that mankind has produced for a very long time, and we want this country to be at the front of the development and trialling of the technology, and then at the front of experiencing it. The Bill paves the way to achieve that. It brings into play a number of improvements across our transport system. More than anything else, I hope that it will start this country down the road towards an automotive revolution that will transform everyone’s lives.
The Minister of State, Department for Transport (Mr John Hayes)
If I may say so, the hon. Gentleman is making an extremely thoughtful speech. The socialisation of the inanimate depends on understanding the interface between the robotic technology he describes and human beings, as the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) said. Understanding the impact it will have and the benefit it might bring allows the acceptance of the inanimate and socialises it accordingly.
Stewart Malcolm McDonald
The Minister is absolutely right.
In his first intervention, the hon. Member for Tonbridge and Malling asked about the change this will bring to our economy. The big technological change that stands before us will perhaps bring us some unintended consequences. For example, if driverless cars become a thing of the mass market, what of the future of car parks? Local authority car parks are worth over £1 billion to the economy according to the British Parking Association, and that does not take into account private sector car parks. Mr Deputy Speaker, if you can get your car to take you to the airport and programme it to pick you up after your two weeks in Salou—though I am sure you would not be away for that long—or wherever you have chosen to spend your time, why on earth would you pay the fees, which are in some cases exorbitant, for your car to sit in the car park for a fortnight? It also raises questions about what it will mean for the workforce who drive taxis, buses or HGVs, who, it has to be said, in most cases do not have the education or qualifications to go into other skilled parts of the economy.
Neil Parish
That is a very good point. We should lead by example in the House, and if more of us have electric cars, we shall need more electric charging points. I look forward to hearing the Minister respond to my hon. Friend’s point—
Mr Hayes
I think that is an excellent point, Mr Deputy Speaker, and I know you will think so too. We will get on to it straight away. I will ask my officials—indeed, Mr Deputy Speaker, I am asking them now, through you—to bring me some reports, as a matter of urgency, on how we can do something about the matter.
Mr Baker
That is interesting, and I love the way the hon. Gentleman has framed that for me. The point I was trying to get to is the one I made, which is that the language of clause 4 must be tight enough to ensure that, should it be tested in court, we do not find that the law fails as a result of describing software as the “operating system”, which is the wrong term. I dread the day that this House starts regulating how software is written. Much as I respect my colleagues in this House, the last thing I would want to see in legislation, having been a professional software engineer, is detail of how to write software, particularly safety-critical software. I will be grateful for having done my MSc in computer science when the House is able to have a detailed discussion of Object-Z, but that day is far off. We should not be legislating for how safety-critical systems should be engineered.
I have two other points on the Bill. I am glad we are now legislating for offences relating to the use of lasers. I was an engineer, rather than a pilot, but I can see the issue. The Government are wise. If anything, I would ask whether the penalty is harsh enough given that we could be talking about airliners with large numbers of passengers.
My final point is about drones. Having looked at the legislation on remotely piloted vehicles, I think there is a danger of constraining things not just too tightly but quite wrongly. If we were to regulate drones such as the DJI Phantom, which are hobbyists’ toys for taking video footage, as if they were aircraft, we could end up ruling out perfectly legitimate uses—for example, the man who uses a drone to inspect tiles on rooftops so that he can reduce householders’ bills because, by doing so, he can avoid the expense of putting up the scaffolding that he is now legally required to use before going up on a roof. By investing in a drone and flying it near someone’s home, this person saves the householder a fortune, without endangering them. Were we to regulate these things as aircraft, he would not be able to do that.
Mr Baker
I am grateful for the addition to my workload.
I wish to make a final point about diesel, which has been mentioned. I drive a diesel vehicle, and I am conscious that there is a good argument to say that so many of us are in diesel cars because Governments encouraged us to drive them, in the interests of reducing CO2. Let us not compound one bad incentive with other poor incentives. Let us just be a little more humble about what we encourage people to do in large numbers and leave room for experimentation and for markets to work, provided always that people carry the costs of their own decisions.
The Minister of State, Department for Transport (Mr John Hayes)
I have just over two hours in which to sum up this debate, and it will not be easy. It is with great pleasure that I close the Second Reading debate on this Bill. It has been an excellent afternoon’s and evening’s debate, without a glimpse of animus, a hint of acrimony or a moment of contumely. In that spirit, I thank very much all who have contributed to the important consideration of this important subject.
The Bill is not politically charged or partisan. We act in the national interest and for the common good. I am grateful to Labour Front Benchers for their kind comments about the spirit in which we have embarked on this process. They can be assured that that will continue during its scrutiny. By the way, as they have said, it is right for the Opposition to hold us to account and that they should critique the Bill. I look forward to such discussions and debates in Committee and beyond, because I know that the Bill will be improved with that kind of considered and measured scrutiny.
As many of those who spoke have said, the Bill is certainly prescient, pertinent and, I might even say, pellucid—pearl-like—in its quality. However, that does not mean that we should not listen and learn from its further consideration. As well as the Government, other parties will help to frame the shape and form of the legislation; it is right that they should because we are preparing, together, for the future. As I have said, this has to be driven by the wellbeing of all our people. We share a commitment—do we not?—to ensuring that the UK remains one of the best places in the world for the research and development of the next generation of transport technology that is fit for those to come.
As the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) said, these things must be shaped by the influence they have on people’s lives and life chances. It is true, as the hon. Member for Glasgow South (Stewart Malcolm McDonald) described so eloquently, that technological change is rapid, dramatic and—as the hon. Member for Birmingham, Northfield (Richard Burden) said—perhaps even revolutionary. However, it has to be measured against the difference it makes to those who enjoy it, and those who do so must not be limited to the privileged few; it must be for the many. It is also true that the Bill must ensure that the UK benefits from the economic and social opportunities that the next generation of technology will provide. This is not a Bill that tries too hard to do too much, but instead a Bill to pave the way, carefully, to the future.
Winston Churchill once said that the future is unknowable but the past should give us hope. The lesson of the past is that good government must always attend to the future, a future with all its potential and pitfalls, as the hon. Member for Southport (John Pugh) described it. It is the Government’s ascription of value to the future, as well as to the present, that motivates us in putting this proposed legislation before the House. Putative technology is rapidly changing, but we cannot predict exactly how it will develop.
Let me say what the Bill is not. It is not prescriptive. It directs us to the future, but it does not try to dictate it because we simply cannot. As the hon. Member for Birmingham, Northfield said in his summing up, that presents a dilemma for the Government. Should we delay to be certain and risk falling behind, or legislate now with the risk of error? It is true, as the hon. Member for Glasgow North West (Carol Monaghan) said, that these matters are changing rapidly. By the way, I would be delighted to attend her recently formed all-party group. That sounds as though I have invited myself, but I am sure she will accept my suggestion in the spirit with which it is offered to talk through some of the drama of the rapid changes she described.
In truth, we must do what we can now and leave what we could do for the future. This measured approach characterises the Bill. I recognise that, as the hon. Member for Birmingham, Northfield said, no one in this House, particularly the Opposition, would want to give the Government what he described as a blank cheque. It is right that we consult properly and fully and that we set out as much as we can about how further developments will happen. It is true that the Bill paves the way to the future through a series of powers taken by the Government, but it is right, too, that those powers should be framed in a form that the House will respect, as a means of further scrutiny and shared consideration. I understand that call and will respond to it.
The Bill, as the Secretary of State set out, will do a number of important things. It will make it compulsory for drivers of automated vehicles to have insurance that covers innocent “drivers” who are legitimately disengaged from the driving task, as well as any innocent third parties involved in a collision. The Bill will give the Secretary of State powers to improve the charge point infrastructure for electric vehicles, powers to create technical standards, enable interoperability and ensure consumers have consistent information on pricing, location and availability.
The need to ensure that the charging infrastructure is reasonably and fairly spread lies at the heart of our ambitions. As was said by many contributors to the debate, not least my hon. Friend the Member for Tiverton and Honiton (Neil Parish), it is right that rural areas across the country should have access to charging points. We do not want them to be focused entirely on urban areas, a point raised by other hon. Members, too. My hon. Friend also made a point about the rapidity of charging vehicles. It is important that we not only accelerate the roll-out of electric vehicle infrastructure at key locations, such as motorway service areas, but make charge points modern and flexible and take advantage of technological change, so that people can charge their vehicles more quickly.
As my hon. Friend the Member for Milton Keynes South (Iain Stewart) said, it is important that we take account of the regulatory environment, both in respect of electric vehicles and automated vehicles, and we will do so. He is right to suggest that that will change as the technology changes, and I understand his call perfectly.
Our management of those providing our air traffic services will be improved through more appropriate control of the licences under which they operate, including enforcement tools and unlocking access to more efficient forms of finance. Holidaymakers will see their protection against the insolvency of travel companies extended to cover a broader range of holidays. Protection will also be aligned with that offered across Europe to allow UK-established companies to sell more easily throughout Europe and across borders.
Commercial vehicle owners will be given access to a greater range of sites to undergo their mandatory tests, and controls will be put in place to ensure fair prices for using those sites.
The shadow Secretary of State raised the issue of employment. We will address that. I appreciate and understand his concern about jobs, so I will come back to that issue when I have concluded these brief introductory remarks and move on to the main part of my summation.
The legislation will make it an offence to shine a laser at an aircraft or any mode of transport, so improving the police’s ability to maintain the safety of our transport network and safeguard wellbeing. This has been widely welcomed across the House, as I think we all recognise the risk posed by these devices getting into the wrong hands and the need to act now to deal with that risk.
The Bill will provide greater transparency and police accountability in the way in which fees are set for courses offered as an alternative prosecution for driving offences.
We have heard so many interesting and thoughtful contributions to this debate. I shall try to respond to some of them now, but I give this, perhaps unusual, commitment, Mr Deputy Speaker, that I hope will be welcome: I shall respond in writing to every point that has been raised. There have numerous points and I would tire Members if I were to go through them religiously and in detail now, but I will commit to respond to each and every one of them, following today’s debate.
Let me therefore in this short peroration—[Interruption.] I hear someone behind me saying “all too short”. [Interruption.] Welcome to the Chair, Madam Deputy Speaker. I was just saying that in this perhaps all too short summation I shall have time to deal with only some of the contributions, but will deal with them all subsequently in writing.
On the points made about insurance, I appreciate that, as suggested by my hon. Friend the Member for Milton Keynes South, the hon. Member for Inverness, Nairn, Badenoch and Strathspey and others, people are keen to make sure that the insurance industry responds in a way that is appropriate and protects the interests of drivers and those who might suffer as a result of accidents. As it is important that we do not over-regulate, we are consulting; we have been in discussion with the industry; but the critical point is that no one must be worse off than they are now in respect of liability and that people’s interests are protected. Frankly, I accept that different insurance models will develop—different products are bound to result from these changes—but I am more than happy to discuss this during the passage of the Bill and outside it. We will have to deliver those objectives through the Government working with the insurance industry to guarantee absolutely the commitment that no one will be worse off and that people will be properly protected.
I think that Members have been right to suggest that it is possible for changes in technology ultimately to drive premiums down. The safety that results from automation might well reduce risk, and if risk is reduced, it is likely that the vehicles will become easier and less expensive to insure. I do not want to give any guarantee, but I think that change is most likely in that direction. Let us take the steps we need to take now, so that we do not constrain or inhibit these developments. Let us do so without dictating the future but simply by pointing towards it.
My right hon. Friend the Member for East Yorkshire (Sir Greg Knight) was understandably concerned about older vehicles. I understand that, as an owner of many of them, he speaks for many others who share his concern. I want to be absolutely clear, although I think that he knows this already, that vintage and classic car drivers have nothing to fear while the Secretary of State and I are in post, because we appreciate their perfectly proper concerns. They have a particular interest, which should be neither ignored nor disregarded. My right hon. Friend can be sure of that.
My hon. Friend the Member for Milton Keynes South made a good point about the protection in place to prevent hacking cyber-security on automated vehicles. It is clearly vital that security is designed for these systems from the outset. We are actively shaping the agenda to deliver outcomes on those important issues at the relevant international forums, including the European Union and the United Nations Economic Commission for Europe. We shall be chairing a technical working group with the aim of developing internationally harmonised guidance, standards and regulations.
I am pleased that the hon. Member for Middlesbrough (Andy McDonald) raised the issue of consistency and pricing in the context of electric vehicles. I shall be taking action in that regard. It is only fair for drivers to be charged the market rate for the electricity that they use. Electric vehicles will still offer significant savings in running costs, especially given that most charging takes place at private charge points—for instance, at home or at work—but we want to ensure that the market is competitive, the costs are fair, and the consumer’s interests are protected. We plan to introduce new regulations this year, under existing powers, consulting further when necessary, to improve the consistency and comparability of pricing information. Everyone is familiar with the price of petrol being given in pence per litre, and with the clear, simple signage at petrol stations. It should be just as easy to shop around and get the best deal for electric vehicle charging, and we will make sure that it is.
The hon. Member for Southport and the hon. Member for Inverness, Nairn, and other places—[Laughter]—not that those other places are any less important than Inverness or Nairn, as I am sure the hon. Gentleman will be quick to point out—raised the issue of hydrogen, and how that technology fits into the Bill. I know that I have talked a great deal about charge points and automated vehicles, but the Government must have a technology-neutral perspective. In achieving our goal of zero road transport emissions, we must rule out no emerging technology. Hydrogen fuel cell vehicles are at an earlier stage of technological development and market roll-out than battery electric vehicles, but, as has already been said, they can offer a useful alternative, particularly in certain settings. We are supporting the early market for those vehicles and the development of an initial refuelling network, and we are excited to see how the market is developing. We also recognise the wider economic and decarbonisation benefits that hydrogen, as a flexible energy source, could provide.
The hon. Member for Birmingham, Northfield spoke briefly about NATS. The Bill does not include privatisation measures, and, as the hon. Gentleman will know, the measures that it does include have been widely welcomed by those who felt that the regime needed to be updated and to become more practicable.
In the context of the air travel organisers’ licence, the hon. Member for Inverness, Nairn, Badenoch and Strathspey made a good point about how the Bill would help UK businesses to trade in the European economic area. UK-established businesses licensed under ATOL will no longer need to comply with the different insolvency rules in other EEA states, which will make cross-border trade easier. It will give such businesses more opportunities to sell to a wider consumer base, and to grow.
The hon. Gentleman also said that he wanted to ensure that British consumers were safe post-Brexit. Far be it from me to anticipate the negotiations—that would be well above my pay grade, and outside my orbit—but it is important for us to continue to co-operate in these matters, and of course it is right for us to continue to take into account holidaymakers and other consumers throughout Europe. I have no doubt that there will be many opportunities to debate such issues as the Bill progresses, and I do not want to anticipate those exciting opportunities this evening.
The hon. Member for Middlesbrough asked whether staff would lose their jobs when we closed Government-owned sites for vehicle testing. The answer is plain: no. The Driver and Vehicle Standards Agency will still employ the examiners who deliver the vehicle tests at private sector sites. Staff who maintain the facilities do so under a contract with a total facilities management provider, and are responsible for a number of different facility contracts as well as the DVSA contract, so they will be redeployed on those contracts. That will include the maintenance of local driving tests centre under the same contract with the DVSA.
My hon. Friend the Member for Wycombe (Mr Baker) raised the issue of lasers, so let me be clear again about that. Under the new offence, the police will have the power to search after arrest on suspicion. Creating a laser-specific offence will bring consistency across all modes of transport, give police the powers they need to investigate the offence fully, and carry penalties that reflect the seriousness of that offence.
As the hon. Member for Birmingham, Northfield raised this point, I emphasise that diversionary courses are not an alternative to proper enforcement. He is right to emphasise that, and I do so too from the Dispatch Box in accordance with his request.
The hon. Member for Strangford (Jim Shannon) asked for a reassurance that we will work with colleagues in Northern Ireland. I can confirm that we will and that we have been in close contact with devolved Assemblies in respect of this Bill. I have both spoken to Northern Irish Ministers and received their communications, which have allowed the further development of the Bill. Indeed, I have spoken to Scottish Ministers too, to ensure that they, the Welsh and the Irish understand what so many contributors to this debate tonight have grasped: this Bill is important, non-partisan, vital for our future, and measured. The Government understand that as the Bill develops it will evolve and change as the technology changes. That is the approach that we are adopting, and I am very grateful for the welcome that that approach has been given.
Jim Shannon
I am very pleased to have the Minister’s reassurance in relation to the Northern Ireland Assembly, and in relation to the Scottish and Welsh as well. The Government have given a certain amount of financial assistance, certainly for electric cars and ensuring there are charging points. Is it possible to confirm for Hansard today in this Chamber what that financial commitment will be to the Northern Ireland Assembly?
Mr Hayes
As many more issues to which I wish to respond have been raised in this debate, I suggest that I add the hon. Gentleman’s request to the list and make sure I satisfy him, as far as I can, in respect of the matter he has raised.
It is a consequence of our knowledge of the past and our assiduous stewardship of the present that we can now prepare for a presently unknowable future. I was challenged by one of my hon. Friends to introduce some poetry to my peroration, and I did not want to let her down. As T. S. Eliot wrote in the “Four Quartets”:
“Time present and time past
Are both perhaps present in time future,
And time future contained in time past.”
I thank all who have spoken for their contributions, and anticipate further consideration of the Bill without fear of contumely or animus, but rather with confidence and enthusiasm. In particular, I am grateful to the Opposition for their sedulous and thoughtful approach. Change and challenge face us all; Government must meet both with foresight tempered by care, and ambition softened by humility. We cannot be certain of all that will come, but we can certainly ensure that all we do is driven in the national interest and by the common good. I therefore commend this Bill to the House.
Question put and agreed to.
Bill accordingly read a Second time.
Vehicle Technology and Aviation Bill (Programme)
Motion made, and Question put forthwith (Standing Order No. 83A(7)),
That the following provisions shall apply to the Vehicle Technology and Aviation 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 23 March 2017.
(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 (including any proceedings on consideration of Lords Amendments or on any further messages from the Lords) may be programmed.—(Chris Heaton-Harris.)
Question agreed to.
Vehicle Technology and Aviation Bill (Ways and Means)
Motion made, and Question put forthwith (Standing Order No. 52(1)(a)),
That, for the purposes of any Act resulting from the Vehicle Technology and Aviation Bill, it is expedient to authorise:
(1) the charging of fees for courses offered as an alternative to prosecution for road traffic offences;
(2) the payment of sums into the Consolidated Fund.—(Chris Heaton-Harris.)
Question agreed to.
Vehicle Technology and Aviation Bill (Carry-over)
Motion made, and Question put forthwith (Standing Order No. 80A(1)(a)),
That if, at the conclusion of this Session of Parliament, proceedings on the Vehicle Technology and Aviation Bill have not been completed, they shall be resumed in the next Session.—(Chris Heaton-Harris.)
Question agreed to.