Tuesday 28th November 2023
(5 months ago)
Lords ChamberAutomated Vehicles Bill [HL] 2023-24 View all Automated Vehicles Bill [HL] 2023-24 Debates Read Hansard Text Watch Debate
Lord Davies of Gower
That the Bill be now read a second time.
The Parliamentary Under-Secretary of State, Department for Transport (Lord Davies of Gower) (Con)
My Lords, on behalf of my noble friend Lady Vere of Norbiton, I beg to move that the Bill be now read a second time. Self-driving vehicles offer an unprecedented opportunity to improve the safety and connectivity of our road network. Unencumbered by fatigue, distraction, frustration or intoxication, and built from the ground up to obey the rules of the road, self-driving vehicles could one day far exceed the standards of even the safest human drivers.
With 88% of road incidents currently involving human error, the potential for these technologies to reduce injury and save lives is plain to see. Self-driving vehicles could also improve connectivity across the country, opening up new options for travel and connecting people to amenities, jobs and education. Indeed, it is those currently at greatest risk of isolation—the elderly, those with disabilities and our rural communities—who could see the greatest benefit from some of these new technologies.
The international self-driving market has vast growth potential. Playing to our strengths in research and innovation, and with a robust regulatory system in place, the UK could capture as much as £42 billion of that market by 2035. Thanks to close collaboration between government, industry and academia over the last decade, we are already well on our way. We have worked with developers to launch trials across the UK, including self-driving bus services in Edinburgh and self-driving heavy goods vehicles in Sunderland. These trials are taking place with safety drivers on board, and they provide proof of concept for a technology that is coming into maturity.
We have also worked to set a clear direction of travel for the sector. We were an early mover, in 2015 launching a code of practice for trialling self-driving vehicles on public roads. In 2018 Parliament passed the Automated and Electric Vehicles Act, ensuring that there is a clear and direct route to compensation for any harm caused by a vehicle when driving itself. In August last year, we published the Connected & Automated Mobility 2025 paper, setting out the Government’s vision for bringing the benefits of self-driving vehicles to the UK.
As the technology continues to mature, and trials look to advance beyond the need for safety drivers, we need to ensure that the UK stays ahead of the curve. We must support the deployment of self-driving vehicles with a comprehensive legal framework, one that can deliver high standards of safety, ensure clear accountability and win the confidence of both the public and the sector. This Bill provides that comprehensive legal framework.
At present, responsibility for safe and legal driving rests solely with the human driver. This is the case even when they employ one of the many advanced driver assistance features currently available on the market, such as adaptive cruise control, automatic parking or automatic emergency braking. When these features advance beyond mere assistance, and truly self-driving technology becomes a reality, it will no longer be reasonable to hold the human driver responsible for the vehicle’s behaviour.
To address this fundamental change, the Bill will, for the first time, provide for corporate entities to assume responsibility for how self-driving vehicles behave, underpinned by a robust framework of safety standards, monitoring and enforcement. This legislation implements the recommendations of a four-year review by the Law Commission of England and Wales and the Scottish Law Commission. Their joint report draws on countless hours of expert legal analysis and three rounds of public consultation yielding hundreds of responses. I am grateful to the commissioners for their work, and for providing such a robust set of foundations for this Bill.
I move on to the main measures of the Bill, beginning with the issue that I know, rightly, will be at the forefront of noble Lords’ minds. Safety will be baked into every facet of this new regime from the very beginning. Only vehicles that meet the self-driving test will be authorised as self-driving. To satisfy this test, they will need to meet rigorous standards and be capable of driving safely and legally without human intervention. The test will be informed by a statement of safety principles, published by government following consultation and setting out the behaviours that self-driving vehicles should be expected to achieve. We intend that these safety principles will be drafted in line with the Government’s safety ambition: that self-driving vehicles should meet an equivalent level of safety to that of a careful and competent human driver. Perhaps regrettably, I should stress that this is in fact a much higher standard than that of the average driver on UK roads.
A new authorisation scheme will supplement the existing vehicle approval process and apply the self- driving test. The scheme will guarantee that there is an authorised self-driving entity, or ASDE, associated with every self-driving feature deployed in vehicles on our roads. The ASDE, likely a corporate entity such as the manufacturer or software developer, will assume responsibility for how the vehicle drives when the self- driving feature is activated. Once authorised, the vehicle and the ASDE will be subject to ongoing safety monitoring under the in-use regulatory scheme. Any safety-critical changes to the self-driving feature will require reauthorisation.
The Bill distinguishes between two types of self-driving features: those that can complete an entire journey in self-driving mode and those that can complete only part of a journey, thus requiring the option of handing back control to a human driver in certain contexts. In the latter case, while the vehicle is driving itself, the driver assumes a new role, which we call the user-in-charge. The Bill shields the user-in-charge from prosecution for offences relating to the driving task. The user-in-charge remains responsible for other elements not relating to the driving task, such as roadworthiness and insurance. Naturally, they are required to resume control if directed to by the vehicle, subject to being given sufficient time to regain awareness.
On no-user-in-charge, or NUIC, some features will allow the vehicle to complete an entire journey without needing the option of handing back to a human. These features will not require a user-in-charge. People in the vehicle, if indeed there are any at all, would all simply be considered passengers while the self-driving vehicle is activated. We refer to these as no-user-in-charge features.
The Bill creates a new legal entity for these circumstances: a licensed no-user-in-charge operator, also known as a NUIC operator. The NUIC operator will be comparable to a fleet operator; responsible for overseeing the vehicle and responding to incidents such as breakdowns. As always, the ASDE retains responsibility for how the vehicle drives.
The Bill includes a strict obligation on both these new entities, ASDEs and NUIC operators, to disclose safety data as part of in-use regulation, with criminal penalties for managers if they fail to comply. The Bill also grants powers to investigate incidents and issue regulatory sanctions. We will be able to direct entities to take certain actions to prevent future incidents, to issue compensation to those impacted or to pay fines. The Secretary of State will have unilateral power to suspend or alter any self-driving authorisation rapidly, if necessary to protect public safety. The Bill also contains measures to allow for safety investigations to be undertaken by independent statutory inspectors. These inspectors’ reports will not apportion blame or liability, but instead will make recommendations to improve safety in the sector as a whole. Together, the individual elements of the safety framework—approval, authorisation, in-use regulation, operator licensing and incident investigation—will form a safety feedback loop so that learning and improvement is baked in.
The Bill represents a major step in creating a full legal framework for self-driving vehicles, but it is not the only step. As with any new technology, we must regulate alongside its growth, building in the right checks and balances and the flexibility to respond to new developments and new use cases. The Bill will be followed by consultations and secondary legislation on the core elements that I have outlined. The statement of safety principles will be subject to parliamentary scrutiny, as will the authorisation and approval requirements and the in-use regulation scheme.
All the secondary legislative elements that make up the cohesive whole will be consulted on following Royal Assent, bringing in the views of the public, industry and academia. They will be delivered through secondary legislation or statutory guidance, which can be developed over time and subsequently amended as the technology evolves. Policy scoping notes relating to elements of the secondary legislation programme have been published, and I encourage noble Lords to review them ahead of Committee. I am also happy to arrange in-depth briefings as required.
Before I conclude, I would like to clarify the extent of the Bill. The scope of the Law Commission’s review was
“self-driving regulation in relation to road vehicles”.
Therefore, the Bill does not deal with other forms of self-driving technology, such as drones, aircraft or sea-craft. The Bill will extend to Great Britain. Self-driving vehicles which are authorised under the new regime can be authorised to use their self-driving features only in England, Wales and Scotland. While there is no explicit legal prohibition on their use if they cross the border into Northern Ireland, they would be operating without the clarity of legal responsibility that the Bill will provide. Operation with a safety driver or in conventional, human-driven mode will still be possible.
I conclude by highlighting again the opportunities here, for they are threefold. The first is road safety. Over 1,500 people are killed on our roads each year; each one a tragic loss felt so keenly by friends and family. There is now an opportunity to start to reduce that loss. The Bill is explicit that our safety principles must be framed with a view to improving road safety, and our safety ambition goes beyond this, setting a standard well above that of the average human driver.
The second opportunity is connectivity. Self-driving vehicles could significantly improve the efficiency of passenger and freight traffic on our roads while offering new travel options to those most at risk of isolation.
Finally, there is the economic opportunity. Recent years have seen astonishing leaps forward in the UK’s homegrown self-driving vehicle sector. The Law Commission’s thorough and detailed review of this subject lasted four years. In that same period, the UK self-driving sector generated £475 million of direct investment and created 1,500 new jobs. With the Law Commission’s work as its foundation, this legislation will deliver the vital legal clarity that the UK needs to retain its position at the global vanguard of this new technology. I beg to move.
Lord Davies of Gower (Con)
My Lords, I am grateful to noble Lords for their very thoughtful, indeed fascinating, contributions on the Bill. I will attempt to respond to as many questions and concerns as possible and where I have not been able to, I will certainly follow up in writing.
Let me begin, once again, with safety. The noble Lords, Lord Berkeley and Lord Hampton, my noble friends Lord Holmes of Richmond and Lord Lucas, and others have rightly highlighted the debate about the exact safety standard to which self-driving vehicles should be held. As my noble friend Lord Borwick rightly pointed out, the long-term safety benefits of these vehicles could be truly vast. However, they will not be realised if the public lose confidence early on, or if an unnecessarily high threshold is imposed from the outset. A careful balance must therefore be struck. We believe that the careful and competent driver standard in our safety ambition strikes that balance most appropriately. As I have said, this standard is considerably higher than that of the average driver on UK roads. It is the highest of the three standards on which the Law Commission consulted and the same one to which human drivers are held.
By setting out the statement of safety principles in statutory guidance, informed by this safety ambition, we will be able to raise standards over time as the technology improves or as public expectations change. This approach is in line with the Law Commission’s recommendations. My noble friend Lord Holmes of Richmond asked how and when we would review the safety of self-driving vehicles. The Bill sets out a flexible, future-proof framework that can be adapted and updated in line with technological developments. While we do not believe that it would be appropriate to specify time periods for review in the Bill, we of course recognise the importance of transparency and regular reporting. Clause 38 therefore creates a general monitoring duty, requiring the Secretary of State to publish an annual report on the performance of self-driving vehicles and how this aligns with safety standards.
This leads me to the points made by the noble Lord, Lord Liddle, the noble Earl, Lord Lytton, and the noble Baroness, Lady Randerson, on whether this framework will work in a world with a mix of self-driving and manual vehicles. The Law Commission’s recommendations, accepted by the Government, set out a framework that is designed to work for a mix of traffic where self-driving vehicles will share the road with conventional human drivers and vulnerable road users. Similarly, in response to my noble friend Lord Naseby’s question in this area, self-driving vehicles will need to be able to safely operate using existing infrastructure, and we therefore do not anticipate any immediate changes in current provision or practices. To satisfy the self-driving test, vehicles must drive safely and legally in accordance with road rules and conditions which apply to everyone.
In response to my noble friend Lord Holmes of Richmond asking whether the Government would ban human-driven vehicles if self-driving vehicles were found to be much safer, we reiterate the point that nothing in the Bill seeks to restrict any existing road users exercising their right to use roads or other public places.
The noble Lord, Lord Cameron of Dillington, raised the possibility of jaywalking laws restricting pedestrians from crossing roads except at pedestrian crossings. In response, I point to the law commissions’ analysis that to restrict the freedom of movement of pedestrians due to the insufficiencies in automated vehicle functionalities does not appear justified at this time.
The noble Baronesses, Lady Randerson and Lady Bowles, raised the issue of cybersecurity. Vehicles with automated systems will be subject to detailed technical cybersecurity assessment as part of the well-established type approval process. The DfT co-chairs the UN group that developed the new international regulations for vehicle cybersecurity. Separately, the DfT runs its own cyber safety and assurance programme for self-driving vehicles, working closely with the National Cyber Security Centre, other government departments and our international partners. This has included developing a bespoke cyber training programme for technical staff, supported by the NCSC.
I turn to the pertinent issue of accessibility, as raised by my noble friend Lord Holmes of Richmond and the noble Baronesses, Lady Brinton and Lady Bennett. The granting of self-driving authorisations will be subject to the public sector equality duty, and the Government intend to make equality impact assessments part of the authorisation process. The noble Baroness, Lady Brinton, raised concerns that, by disapplying existing taxi, private hire and bus legislation, important accessibility protections may not apply. Clause 87 requires that automated passenger permits could be granted only with a view to improving the understanding of how these services can be provided and designed for older and disabled passengers. Service providers will also need to report back on lessons learned.
I turn to some of the specifics of how we expect these vehicles to operate. The noble Baronesses, Lady Bowles and Lady Randerson, the noble Lord, Lord Liddle, and others asked about the transition demand, particularly how we will ensure that users are given sufficient time to safely resume control. The Bill requires that transition periods be long enough for the user-in-charge to resume control, including any time required to regain situational awareness and prepare themselves. Transition demands will use a combination of visual, acoustic and haptic warnings. The exact time required will vary significantly by use case and is therefore not set out in the Bill. Authorisation will assess whether a self-driving feature’s transition demand is of sufficient duration and whether it issues appropriate cues given the context. This may also be assessed as part of vehicle type approval.
The noble Baroness, Lady Bowles, and others asked about the interaction between self-driving vehicles and the insurance industry and how we will ensure that insurers have access to appropriate data. Following a road incident, a claimant would notify the insurer. The insurer would need access to data recorded by the vehicle to determine in the first instance how the claim will be handled. The Secretary of State will have the power to create provision in secondary legislation for the vehicle to record and retain data to determine liabilities and ensure that the insurer has access to that data.
The noble Lord, Lord Tunnicliffe, asked how the framework would deal with a breakdown or other incident occurring to a no-user-in-charge vehicle, given that there may be no human present in the vehicle at the time. Every no-user-in-charge vehicle will be overseen by a licensed no-user-in-charge operator. These operators will be responsible for responding to incidents such as breakdowns. We will be able to set detailed conditions as part of the operator licensing, ensuring that they have the right capabilities in place to respond to such incidents.
The noble Lord, Lord Berkeley, asked about issues with self-driving vehicles crossing international borders. Given that domestic regulations on these technologies are still in their infancy, there are as yet no international agreements governing vehicles passing from one jurisdiction to another. We have been engaging with our international partners to develop guidelines on the use of these vehicles and to encourage consistency in domestic approaches.
In the interim, we anticipate that vehicles will be designed to de-activate any self-driving features when outside their intended domain of operation. We would also have the power to require this through authorisation conditions if necessary. Communication about authorisation for the use of self-driving will make it clear that it applies only to Great Britain. We will monitor rules in other countries to determine what messages should be provided for users of authorised vehicles who intend to use them outside Great Britain.
Similarly, my noble friend Lord Moylan and the noble Baroness, Lady Randerson, raised the issue of vehicles passing into Northern Ireland. The core provisions of the Bill do not extend to Northern Ireland, in line with the Road Traffic Act 1988, which extends to Great Britain only. Northern Ireland has its own traffic laws. Accordingly, the authorisation for use of self-driving does not extend to Northern Ireland, and in the absence of specific rules on use there, the vehicle would be treated as conventional and the driver would be liable for its behaviour. Throughout the review, led by the Law Commission, and the development of the Bill, we have kept the Northern Ireland Executive briefed on our plans.
The noble Lords, Lord Tunnicliffe and Lord Liddle, asked about jobs and growth. We believe that the self-driving sector could create more than 38,000 new, well-paid jobs up and down the country by 2035. The UK’s being a leader in self-driving technology will attract inward investment and commercial opportunities, as mentioned by my noble friend Lord Ranger. These new jobs could range from the design and manufacture of vehicles to overseeing safe and secure passenger operations.
Turning briefly to address questions of scope, the noble Lord, Lord Tunnicliffe, mentioned so-called “pavement bots”. The Bill is designed to cover all road vehicles. While the legal definition of roads includes the pavement, the use of vehicles on pavements is limited through the Highway Act 1835. Any future changes to regulations regarding pavement use would need to be balanced with the need to maintain safety and accessibility for other road users. We are funding research to better understand the opportunities and risks associated with this technology.
My noble friend Lord Bourne of Aberystwyth asked about the Government’s plans for industries out of scope of this Bill, such as the aircraft industry. I assure my noble friend that the UK’s strategic vision is to maximise the benefits of automated air and maritime technologies, as well as road technologies. We will publish the Future of Flight action plan, which will set out the strategic direction for the aviation industry, developed through the Future of Flight Industry Group.
On data, the noble Baronesses, Lady Bowles and Lady Brinton, and my noble friend Lord Borwick, correctly pointed out that large quantities of data will be created and used to enable self-driving. Data may need to be shared to ensure that safety is maintained and operations such as insurance continue to function efficiently. However, data must remain properly protected. Self-driving vehicles will be subject to existing data protection laws in the UK. Our proposed Bill does not alter that, so manufacturers and government will have to ensure that data is protected. The Bill allows data to be requested for the monitoring of self-driving vehicle safety and the investigation of incidents. As the noble Baroness mentioned, the Secretary of State may make regulations authorising the sharing with other persons of the information gathered. Those regulations will be subject to consultation and considered in the House. It will be an offence for persons to share data or use it for other purposes unless authorised by those regulations. However, the noble Baroness, Lady Bowles, pointed out the provisions under Clause 42(7) are very wide. We will reflect further on her comments to ensure that the right balance of safety, commercial interests and personal data protection is maintained.
The noble Lord, Lord Tunnicliffe, asked about the rationale behind the misleading marketing offences in the Bill. The inclusion of these offences was specifically recommended by the Law Commission, as it felt that the current law would leave some gaps in protection. For example, the Consumer Protection from Unfair Trading Regulations 2008 apply only if a customer makes a transactional decision such as buying a car. This is too narrow and leaves a gap, as the risk of misunderstanding a vehicle’s self-driving capability is not confined to the purchase alone. It could include, for example, borrowing the vehicle from a friend.
As the noble Baroness, Lady Randerson, and other noble Lords have pointed out, it is vital that we build and maintain public consent for this new technology. In 2022 the Department for Transport funded an award-winning and unprecedented study called the Great Self-Driving Exploration. It was explicitly designed to allow people from all walks of life to engage with self-driving vehicles, understand how they might affect their lives, address the existing transport challenges and determine whether it would be a good thing. The learning from this research is being used to develop future engagement plans, which are being developed with trialling organisations, industry, academia and road safety groups, including through the government-led AV-DRiVE group.
The noble Baroness, Lady Randerson, raised the question of how the Government will administer this new framework. We intend that the delivery of these new processes will rest with the Department for Transport’s executive agencies, in line with other existing responsibilities for conventional vehicles. We expect the Vehicle Certification Agency to assume responsibility for the initial authorisation process. The authorisation of self-driving vehicles will, in many cases, use vehicle type approval to support assessments of safety. As the UK’s designated type approval authority, the VCA is well placed to carry out this new function.
We expect the Driver & Vehicle Standards Agency to be responsible for the NUIC operator licensing and enforcement. The DVSA is already responsible for licensing for passenger service vehicles and freight operators, and it has existing powers for stopping and testing vehicles. The in-use regulatory system applies across both authorisation and operator licensing and, as the noble Baroness, Lady Randerson, pointed out, it will require close co-operation between the agencies.
On the question of capacity and capability raised by the noble Lord, Lord Liddle, the roles of the VCA and the DVSA are being developed as part of our ongoing safety assurance programme. We are working with the VCA and external partners to begin to put in place the right skills, facilities and processes to deliver this new regime. That has included developing existing staff and creating new roles to cover critical areas such as cybersecurity, simulation and machine learning; establishing new facilities in Bristol and the Midlands focused on assessing complex electronic systems; and conducting research into potential assessment methodologies. Similarly, the DVSA has established a dedicated team to consider the new processes that may be necessary to support NUIC operator licensing and in-use regulation.
My noble friend Lord Bourne of Aberystwyth asked a question on the budget for the Centre for Connected and Autonomous Vehicles. The centre is a special policy directorate working across the Department for Transport and the Department for Business and Trade. At the last spending review, the CCAV received £100 million covering a three-year period to 2025. Of that funding, £66 million was for research into and development of the commercialisation of the technology, and £34 million was to fund the research and evidence required to develop the regulatory framework, including funding for capability building in the motoring agencies. The work the CCAV does is not just limited to funding.
My noble friend Lord Bourne also asked about what international engagement has taken place. UK officials take part in key international and UN programmes, including the Global Forum for Road Traffic Safety and the World Forum for Harmonization of Vehicle Regulations. As noble Lords would expect, UK officials also regularly engage bilaterally with counterparts in other nations developing legislation and standards in this space.
I am conscious of the time and apologise if I have not been able to address all the questions raised by noble Lords; I stand ready to provide further detailed briefings to noble Lords where required. I will check the record to see what has been missed and will address that in writing. We have heard a healthy mix of views today, and there is general consensus that utmost care and attention will be necessary if we are to build a system that can capture the benefits of self-driving vehicles while winning the confidence of the public, which is absolutely essential. I am therefore extremely grateful for all noble Lords’ insightful contributions, which I look forward to discussing further as we move to Committee.
Lord Davies of Gower
That the bill be committed to a Grand Committee, and that it be an instruction to the Grand Committee that they consider the bill in the following order:
Clauses 1 to 37, Schedule 1, Clauses 38 to 45, Schedule 2, Clauses 46 to 54, Schedule 3, Clauses 55 to 66, Schedule 4, Clauses 67 to 81, Schedule 5, Clauses 82 to 84, Schedule 6, Clauses 85 to 100, Title.