Automated Vehicles Bill [HL]

Debate between Lord Davies of Gower and Baroness Bowles of Berkhamsted

Consideration of Commons amendments
Wednesday 8th May 2024 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Davies of Gower) (Con)]

My Lords, I will speak to Amendments 1 to 11. I thank colleagues for their previous engagement and constructive approach to the Bill during its passage through this House. The excellent review carried out by your Lordships was reflected in its broad acceptance in the other place. As a result, the Government were required to make only minimal amendments, including minor technical amendments.

I begin with Amendment 1. Following constructive discussions with the Welsh Government, we tabled a clarificatory amendment to Clause 40 to include the Welsh Ministers as an authority that may be required to report on incidents within Wales. This follows clarification that Welsh Ministers are a traffic authority for the purposes of the Road Traffic Regulation Act 1984, and a highway authority for the purposes of the Highways Act 1980. In our discussions with the Welsh Government, they confirmed that they would like to see the Clause 93 powers to digitise traffic regulation orders extended to Welsh Ministers. Previously, this was an England-only measure. Amendments 5 to 8 make the necessary changes to enable this.

In various places, the Bill allows the Secretary of State or the devolved Administrations to delegate or confer functions on traffic commissioners. The remaining amendments make minor and technical changes to correct drafting errors in these areas. Amendments 2 and 10 ensure that traffic commissioners are able to recover their costs through fees made payable under the Bill when carrying out functions that may be conferred on them under operator licensing regulations. These amendments correct a straightforward drafting omission; the Bill was always intended to function in this way. Indeed, such provisions are already included in relation to the other instances where functions are conferred on traffic commissioners.

Amendments 3, 4 and 11 clarify that these receipts are deposited into the correct consolidated fund, depending on the nature of the funds. The mechanism aligns with that used for the direction of other fee receipts and is in line with previous legislation and current practice. These amendments do not allow for any new taxation; they are included to make sure that fees can be recovered, no matter who is carrying out the function, and to ensure that those fees get paid into the right place. I hope that that reassures my noble friend Lord Borwick, who wrote to me yesterday on this specific point.

These amendments also make provision so that, if the devolved Administrations were to delegate the power to receive penalties to the traffic commissioners, the receipts relating to those penalties would go the appropriate devolved consolidated fund. My officials have engaged with the devolved Administrations, who have agreed that this matter does not require a legislative consent Motion. I beg to move.

[Baroness Bowles of Berkhamsted (LD)]

My Lords, this Bill is a technical framework, with the detail largely to follow in regulations. We on these Benches have been generally supportive throughout the passage of the Bill and will remain closely interested as the detail is fleshed out in secondary legislation. We welcome the Commons amendments as improvements—in particular to reflect the responsibilities of the devolved Administrations. In the case of Amendments 5 to 8, the Government have, on this occasion, listened to the representations from the Welsh Government to extend the powers in Clause 93 to Welsh Ministers. The Bill applies to the whole of the UK, parts of which will—indeed, already do—have slightly different approaches to traffic regulation. It is therefore important to ensure that the relevant Ministers have the right powers.

On other matters, we are disappointed that some of the issues raised when the Bill was passing through this House were not agreed in the Commons amendments either. A number of amendments were tabled to the Bill about the accessibility of public transport for disabled people, but none of these proposals was accepted by the Government. It is nevertheless still crucial that disabled people are involved in the developments from this legislation to make sure that it makes transport more accessible, not less.

Similarly, Wera Hobhouse MP continued to raise the concerns that we voiced around the protection of personal data but, sadly, those concerns were dismissed by the Minister in the other place. Thus we will be particularly keen to see how the legislation addresses all the concerns that we have raised throughout the passage of the Bill and how it ensures that the rollout of autonomous vehicles will be both inclusive and innovative. I will also watch with interest how the balance between open-source and IP rights plays out.

Automated Vehicles Bill [HL]

Debate between Lord Davies of Gower and Baroness Bowles of Berkhamsted

Committee stage
Wednesday 10th January 2024 Lords Chamber

[Lord Davies of Gower (Con)]

I am sorry if the noble Lord took that view of it, but that was not my intention.

[Baroness Bowles of Berkhamsted (LD)]

My Lords, I thank the Minister for his responses. At this stage, of course, everything is probing. I possibly still entertain a hope that we can have some little light-touch mentions that are not overbearing somewhere in the text. Maybe we will return to some of these issues on Report.

There are one or two things other noble Lords have said that I would like to touch on. The noble Lord, Lord Lucas, mentioned connectedness. We are falling into a bit of a trap if we start talking about the connectedness of automated vehicles, because the big prize is the connectedness of all vehicles—those which are driven and those which are automated. That is where the real benefits to traffic management and the economic benefits reside. That is a much bigger scheme of interconnectedness, and we are doing ourselves a disfavour by almost sidelining the connectedness and connected car issues as if they are something small and of less importance than the big goal of automated vehicles. In the near term, connectedness is a lot more relevant and moves into what is happening with automated vehicles. We should try to think of it as more of a whole.

I am aware on the simulation aspects, which were addressed, and that we cannot have millions of hours of road driving. Simulations are important and it is an iterative process between simulated tests and road tests. I am perhaps reassured that that is what is in mind. I still do not like the vision that, sometime in the future, it might happen that there are absolutely no road tests—even small ones. Maybe it is wrong to try to insert “substantial”, implying that—this is not what I intended—it would be more than the simulated tests. I still think there should be a significant amount in there for a very long time into the future.

The noble Lord, Lord Liddle, said that his main interest is safety. Certainty is quite fundamental to safety. There is lots more to get to, so I will not say any more now. With the notion that I might return with this in a gentler form on Report, I beg leave to withdraw my amendment.

Automated Vehicles Bill [HL]

Debate between Lord Davies of Gower and Baroness Bowles of Berkhamsted

Committee stage
Wednesday 10th January 2024 Lords Chamber

[Lord Davies of Gower (Con)]

My Lords, once again I thank noble Lords for their contributions. I begin with Amendments 29, 34 and 42, tabled by the noble Baroness, Lady Bowles of Berkhamsted. The protection of personal and commercial data is of course a critical issue and one that requires careful consideration. On Amendments 34 and 42, all information collected and shared under Clauses 42 and 88 is subject to restrictions on unauthorised use, breach of which constitutes an offence. Where personal data is collected, this is also subject to data protection legislation. This information can be disclosed or used only for the purposes specified in the regulations made under each respective clause.

As set out in our policy scoping notes, this is a novel policy area, and it is not yet known exactly how information may need to be used or shared. However, as the examples in the notes illustrate, this is likely to be for public interest purposes such as road safety or improved passenger services. On the basis that information sharing will be proportionate and in the public interest, a requirement to pay commercial compensation would be inappropriate.

To further support data protection, the Government will be considering the recommendations by the Centre for Data Ethics and Innovation, in its report Responsible Innovation in Self-Driving Vehicles. These include a recommendation to work with the Information Commissioner’s Office to issue guidance on how data protection obligations apply to self-driving vehicles.

On Amendment 29, all information required to be shared under Clause 14 will be subject to the requirements and safeguards of data protection legislation. The Bill does not change these protections. This information will be used for regulatory purposes to ensure the safe and legal operation of self-driving vehicles. It will also be used to determine criminal and civil liabilities associated with the use of these vehicles. Again, these purposes are proportionate and in the public interest. Businesses will be aware of the regulatory requirements for information sharing prior to seeking authorisation or licensing, and the information will be subject to these obligations from the outset. There would therefore be no expectation that it could be treated as commercially confidential information which holds a market value.

I turn to Amendment 31. The department does not notify entities when using information obtained under an investigation and used in the public interest— for example, to improve road safety. In the case of Clause 22(2), the information would be used for

“any of the investigative purposes in relation to any regulated body”.

These purposes aim to ensure the continued safe and legal operation of self-driving vehicles, and are therefore in the public interest.

The amendment would place an additional administrative burden on the Secretary of State that brought minimal benefit to the regulated body in question, as the investigative purpose would continue none the less. In the case of a regulatory issue being identified, the body would be notified by the appropriate regulatory action, such as a compliance notice. This would then allow the regulated body to challenge the use of information by representations under paragraph 5 of Schedule 1.

On Amendment 21, tabled by the noble Baroness, Lady Brinton, I recognise that she made a characteristically incisive series of detailed points on these issues. I will be happy to meet with her, in addition to the separate meeting we have scheduled on accessibility, to have a fuller discussion on her questions, and I extend the same invitation to other noble Lords.

We believe it is right that the protection of personal data will be considered alongside the detailed development of authorisation requirements—it is an important issue. These requirements will be set out in secondary legislation and will be subject to consultation and impact assessment. The schemes referred to in the amendment are industry led and therefore not within the control of government. There is therefore a risk that they would not achieve the intended result.

On Amendment 35, it is the role of the Information Commissioner’s Office to regulate on data protection issues. The ICO has an existing obligation to report annually to Parliament on the commissioner’s activities. Any report by the Department for Transport would risk duplicating this work. The Department for Transport is also not the data controller for information collected by regulated bodies, which means that such reporting would be inappropriate. Further, the Secretary of State already has a duty under Article 36(4) of the UK GDPR to consult the ICO on proposals for legislative measures. Amendment 36 therefore duplicates an existing requirement.

On Amendment 55B, the Information Commissioner’s Office is the independent regulator responsible for upholding information rights in the public interest. Given its role as a whole-economy regulator, it would be unnecessary and duplicative to establish a separate third-party body, with the same expertise, to oversee the use of personal data by self-driving vehicles.

I turn to the proposal that Clause 42 be removed. Clause 42 contains provisions that constrain the use and disclosure of information obtained through the regulatory framework. The removal of these provisions would open up the possibility of personal data being processed in a much wider manner, such as for reasons of “legitimate interest”. This would amount to a weakening of the data protections in the Bill.

On the points raised about national security, whole-life cyber resilience will be tested as part of the approval processes. The UK has co-chaired the UNECE group developing standards in this area, and government is working with colleagues in the National Cyber Security Centre and the National Protective Security Authority on these issues.

Finally, on the point regarding the protection of personal data when selling a vehicle, in cases where manufacturers and supporting services store data outside the vehicle, all relevant data protections will need to be met. If a vehicle user has given access rights and connections to personal information, it is the responsibility of the user to delete the data from the vehicle. Indeed, this is the same approach as that applied to devices such as mobile phones, which contain similarly large quantities of sensitive data. I ask noble Lords not to press their amendments on this.

[Baroness Bowles of Berkhamsted (LD)]

Can I just clarify something? I accept what the Minister says. In most cases there may be a public interest provision and there are not statutory protections on the information that the public interests can win. But where there are—I will take the statutory protection of a patent—that is essentially exerting a Crown user provision with no compensation, which would offend against international treaties.

[Lord Davies of Gower (Con)]

I thank the noble Baroness for that. She raised a number of important points that I have perhaps not addressed fully, and I would be very happy to go back and write to her comprehensively on a couple of them.