Vehicle Technology and Aviation Bill (Fifth sitting)
Debate between John Hayes and Alan Brown(7 years, 9 months ago)
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Alan Brown (Kilmarnock and Loudoun) (SNP)
I want to make a few brief points. Cyber-security is clearly a huge issue in this day and age, so we should consider it as we go forward. We need to think about where the endgame is for us: it is the 2050 target of all vehicles on the road being low-emission. That is partly predicated on the roll-out of the smart charge point grid and the use of electric vehicles. If we are looking towards that 2050 horizon, we need to take as many steps as we can to ensure that there is a practical roll-out and a safe mechanism. This and neighbouring clauses are about certain roles, responsibilities and liabilities, so making the owners and suppliers of charge points responsible for their security, and setting out regulations that define that safety and security, makes sense. For that combination of simple reasons, I support the amendment and the new clause.
The Minister of State, Department for Transport (Mr John Hayes)
I am delighted to welcome you back to the Chair, Mr Gray, and to continue our diligent scrutiny of this important legislation.
In a fallen world, it is not the existence or character of malevolence that changes, but its expression. The hon. Gentleman is right that the age in which we live, with its concentration of data, brings new risks through new vulnerabilities. The technology associated with vehicles is a good example of that, although by no means the only one. For those reasons, I am pleased that he has taken the opportunity to debate these important matters.
There will be a great deal of data in vehicles—indeed, a growing amount—as the hon. Gentleman describes. Some of those data will be accessed remotely—a point made by the hon. Member for Wolverhampton South West—some in real time and all potentially of value, and potentially vulnerable. The hon. Member for Kilmarnock and Loudoun is absolutely right that the security we build through the legislation, and beyond it, through the work he has invited us to do with manufacturers and others, will be critical. Its salience will grow as the technology develops and we become more dependent upon it.
I welcome the debate and the interest the Committee has shown in ensuring that vehicles and infrastructure are secure and safe from the kind of malevolence that manifests itself in the form of cyber-attacks. Protecting individuals by protecting the information about them and their vehicles is at the heart of what the Government intend. It is vital not only for its own sake but because it will build confidence if people know what they do is safe and secure. We need to build confidence to give the technology the support it needs if we are to build truly digital integrated transport networks—what a great phrase that is. I could just tell that you were hanging on it for a moment, Mr Gray.
Vehicle Technology and Aviation Bill (Sixth sitting)
Debate between John Hayes and Alan Brown(7 years, 9 months ago)
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Mr Hayes
That is true, but the example I gave of someone trying to attract attention in distress would be neither malevolent nor reckless. One thinks of laser flares, for example, which could be used for both reckless and malevolent purposes but are not designed for that, any more than a handheld laser is. We are not in the business of creating legislation that could be misapplied, or the enforcement of which was compromised by the breadth of definition.
Alan Brown
I thank the Minister for giving way. He says that he wants the regulations to be enforceable and practical, but in clause 22(1)(b) we read the phrase:
“the laser beam dazzles or distracts a person with control of the vehicle”.
I would suggest that that is going to be hard to enforce. It is a question of proving that the owner or the person in charge of the vehicle was dazzled or distracted. To me, taking that out makes the regulations more practicable and more likely to be enforceable.
Mr Hayes
As we were enjoying this interesting debate, I wrote that to learn to speak takes a couple of years for most of us, and to learn to listen takes a lifetime for almost all of us. I am inclined to share this with the Committee. Listening to other people’s perspective on this will help me to frame my own. That is how Committees should be. I have always taken the view that in this House, the purpose of democratic exchange is to help shape the thinking of Ministers and governments. Governments who fail to know that fail to learn it over lifetimes, and one might say that their lifetimes are the worse for it so I am, of course, mindful of the sense of what has been said.
Vehicle Technology and Aviation Bill (Fourth sitting)
Debate between John Hayes and Alan Brown(7 years, 9 months ago)
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Mr Hayes
He is rising to the occasion. Perhaps I can find a compromise, because it is important that we have a regulatory framework in place that ensures that manufacturers bring safe systems to market and that the process is as simple and effective as possible. I think we can do that, but not necessarily through the Bill or even through primary legislation. There is a good argument that understanding of the kind the hon. Gentleman advocates will emerge from the continuing dialogue that we enjoy with manufacturers and the further frameworks that result from it.
Our public engagement in this process is determined and well funded. We have invested more than £100 million in the research and development of connected and autonomous vehicles. Many of those projects have had a significant component of building public understanding, and part of that has been to explore precisely the issues that are dealt with in the clause and amendments
We have published a series of documents such as “Pathway to Driverless Cars: Proposals to support advanced driver assistance systems and automated vehicle technologies” and “Proposed ultra low emission vehicles measures for inclusion in the Modern Transport Bill”, which hon. Members will be familiar with. With the establishment of the Centre for Connected and Autonomous Vehicles, the programme of work continues. We will work with the industry and academia to ensure that we not only test the behavioural response to all this, but work on where manufacturers’ responsibilities begin and end and how much further legislative action is required. I do accept that, and perhaps we can find a happy middle ground, but I am not sure the Bill is the right place.
I underpin that by drawing the Committee’s attention to the briefing we have had from Ageas, which is the third largest motor insurer and leading provider of award-winning insurance solutions in the United Kingdom—that sounds a bit like an advert. None the less, Ageas says that:
“The Vehicle Technology and Aviation Bill will establish a new insurance regime for the next generation of autonomous vehicles currently being developed. Ageas is supportive of the Bill as it reflects the extensive discussion that have taken place between the government, insurance industry and other stakeholders.”
It goes on in a similar vein, but for me to amplify it further would seem a little self-congratulatory. I simply ask Members to give it their fullest consideration following this short speech.
Alan Brown
I thank the Minister for finally giving way. I appreciate him saying that there may be a middle ground; that gives some sort of hope. Touching on the previous intervention, this is not about the state legislating to stop vehicle software becoming obsolete. Clause 4 is about accidents arising from a failure to update software. That is critical; we are setting out responsibilities and liabilities, and that is why amendment 21 has merit. In terms of worrying about the state, there are 42 lines in clause 4 already and we are only asking for another five or six to be added. It is not too much and not too prescriptive, so I ask the Minister to think carefully about amendment 21.
Mr Hayes
Where I agree with the hon. Gentleman is that it is important that the insurance industry is entirely confident about the basis of this legislation. That is why I quoted a leading insurer a moment ago. The essence of their confidence is the creation of the first instance liability on the insurer to settle a claim involving a car in automated mode. That first instance liability will mean that the driver and other parties cannot be adversely affected in the way that the hon. Gentleman suggests. I can see why he said that, and that it was with the best intentions. I am not seeking to undermine his principles, but I do not think we need to do more at this juncture.
Alan Brown
I thank the Minister for giving way once again. Although he quoted a letter that says the industry are supportive of all this, I request that he asks what they think of the amendment and whether they are happy with it. Rather than saying that they are happy with the Bill as it is, they might see merit in the amendment as well.
Vehicle Technology and Aviation Bill (First sitting)
Debate between John Hayes and Alan Brown(7 years, 9 months ago)
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Alan Brown
Q On roll-out and testing, is further testing suggested? One of the suggestions made on Second Reading was that the vehicles have not been tested in snow conditions yet, and there was a suggestion that different weather variables may need to be looked at. Robert gave the example of a busy Fulham Road at 7 o’clock at night. One example I gave on Second Reading was the single-track roads in Scotland, on which, if two vehicles drive head-on, somebody has to make the decision to back up to the nearest layby. Are there things like that that still need to be robustly looked at?
Quentin Willson: I am afraid I am not an expert in this autonomous technology, but there will have to be algorithms that can solve that and there will certainly have to be a testing regime.
Robert Evans: For connected and autonomous vehicles, there is now funding set aside for a series of demonstrations of different types. Those will reflect the real world as well as the virtual world in which the technology will be speedily developed before being put out into controlled demonstration environments and, ultimately, on to the open road. The UK is well placed, with activities and the announcements in the Budget, to do the preparatory work and the learning to make the UK a receptive environment for these vehicles to be deployed in and to deal with exactly the type of use cases you referenced.
Quentin Willson: However, it is possible to say that with autonomous vehicles you might even reduce the amount of accidents in the UK, because it is 90% human error. The 2,000 fatalities we have in the UK on our roads a year have plateaued and are due entirely to people making mistakes. If we put this technology in, that death toll could conceivably come down significantly.
Mr Hayes
Q It is good to hear you make the case for us being pre-eminent in this field. The Government are certainly determined to make this country a world leader. Returning to the issue of infrastructure, what are your views on on-street charging infrastructure? We spoke a bit about petrol stations, service stations, supermarkets and so on. Other places—Paris is a good example—have done quite a lot of work on spreading on-street charging infrastructure quite evenly across the city. What more could Government do on that?
In that spirit, what about the design of these charging points? Governments have not been entirely hopeless in past decades on that—one thinks of the Gilbert Scott telephone box, the Belisha beacon or the post box. In recent years it has perhaps been not so good, but we can do good things. Should we think more about the design of the charging points and what they look like, to make them instantly recognisable, iconic and widely respected and admired as such?
Quentin Willson: There is a powerful argument for making them iconic as part of this new and very important cycle of change that will make our lives better. In Bordeaux, they have a proliferation of on-street charges because they have a fleet of little electric cars that you can just go up and hire for the day, the hour or the quarter of an hour and then return to a little charging pod. It is a huge investment, but it works extremely well, and of course it limits the amount of traffic coming into cities because those cars are available. It would benefit us hugely if we started to think about urban car club schemes that are just electric cars and the proliferation, as with the Boris bikes, of a recognisable charging pole on the street. It would also help all those people who do not have parking to charge their cars.
Robert Evans: Members of the association take the view that they can produce an iconic charge point that is recognisable as their own brand. They have been in that business and have tried to make the best use of their equipment and make it as attractive as it can be. In the UK, we have quite a dynamic market for the supply of infrastructure. We now are learning that the major US supplier, ChargePoint, is looking to bring its technology into the UK market. We have had BluePoint, which is the Bolloré scheme, and others. They will bring what they view as the norm in their markets into our markets.
Quentin Willson: We could have a competition, could we not?
Robert Evans: We could, but I think there would be a resistance among the industry to effectively move to one standard shape of pole. You have a post and you plug into it, but the innovation is occurring in the way you access it. That is more about people using smartphones to input information and say, for example, “I want to charge for this period. I’m prepared to pay this. I might be prepared, if you incentivise me, to allow my vehicle to have managed charging, as long as it has so many kilowatt-hours in it by the time I come back.” That type of interface is where there will be a lot of innovation. The poles themselves work to pretty standard methodologies, and motorists are used to using them. The clever bit in the design will be about the user interface on the smartphone app that enables smart and managed charging.
Vehicle Technology and Aviation Bill (Second sitting)
Debate between John Hayes and Alan Brown(7 years, 9 months ago)
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Alan Brown
Q I just wonder what input your organisations have in the testing trials that are ongoing. I know that there have been four trials in different parts of England, but I am thinking of the bigger issues. If we look at it from a Scottish perspective, we have rural roads, single-track roads and different weather conditions. There are connectivity issues, which my colleague touched on earlier. What plans are there to review the tests that are ongoing? How much more robust do the tests need to be and how is that going to be rolled out across the rest of the UK?
Iain Forbes: My team actually oversees the research programme that is paying for the tests you mention, the four city driverless car trials. It is really important when taking forward the competitions to have as open a process as possible. We work closely with Innovate UK, the Government’s innovation agency, to design competitions around challenges where we think it is likely that the UK is going to be able to pull through developments in the research base into products that are going to be usable and commercially viable. The initial set of tests were in London, Bristol, Milton Keynes and Coventry. We anticipate having future rounds of competitions that will be open to anyone in the UK to participate in if they want to form consortium bidding.
Mr Hayes
Q You know that the Bill attempts to strike a balance between, on the one hand, doing enough not to constrain future development—indeed, to facilitate it—and, on the other hand, trying to determine what the schedule describes as an “unknowable future”. Have we got that right, or should we have done more? I draw particular attention to the relationship between connection and automation and the issues of privacy and security of data. Should we do more now, or is it enough that we take powers to do things when we know more later?
Iain Forbes: It is a really important question. The advent of automated vehicle technology will in time require changes to different parts of our regulatory system. We have heard about some of those already today. The trick is to try to find ways of targeting the areas where we think action is necessary now in order to unblock barriers, or where we know technology is near to market. We need to make sure that we have the framework in place to enable the safe use of that technology.
To some extent it is a question that different people have different views on, but we certainly consulted last year with a range of different stakeholders on the areas where they thought action was necessary in order to ensure that the UK was doing the right things to set up a framework. The area in the Bill was the one that stakeholders highlighted as the one that was most important to act on first.
In time we will have to have further steps in the process of getting our regulatory framework ready. In doing so, I would hope to follow the same approach of identifying where the barriers are that need action now and which technologies are nearer to market. We need to make sure that we have the framework in place to enable those.