E-scooters: Deaths and Serious Injuries

Simon Lightwood Excerpts

Wednesday 22nd May 2024 Westminster Hall

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is an honour to respond to this debate on behalf of the official Opposition with you in the Chair, Mr Dowd. I thank my hon. Friend the Member for Huddersfield (Mr Sheerman) for securing this afternoon’s important debate. He is a dedicated advocate for road and pedestrian safety. On behalf of the Front-Bench team, I would like to thank him for his tireless work and leadership as president of the Parliamentary Advisory Council on Transport Safety. If this was indeed his last speech in this place—his swansong after 45 years—let me say that I am proud to have served with him and to have been here for his final contribution.

I also thank all hon. Members for their contributions, not least my hon. Friend the Member for Bradford South (Judith Cummins), whose concern about the use of quad bikes is one that I share. I echo the praise for your work to improve road safety and get justice for victims, Mr Dowd. I also share the concerns raised about the potential under-reporting of accidents involving e-scooters. To respond to the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), we have all been waiting for this long-awaited comprehensive transport Bill that has never materialised.

As Labour’s shadow Minister for local transport, I have met dozens of stakeholders to discuss the issue of e-scooter safety and micromobility more widely. Virtually all those stakeholders, who have all raised different challenges in the micromobility sector, tell me of the desperate need for clarity, certainty and a clear indication of the way forward from the Government. Ambiguity and confusion over the current and future legal status of e-scooters, both rental and privately owned, are an enormous source of frustration. From disability campaigners, local councils, digital mobility platforms, and scooter rental firms themselves, I hear the same thing time and again. We desperately need the Government to end this damaging uncertainty.

Labour supports the principle of greater mobility choice and the importance of embracing new technologies as they emerge. The ability to hire a small, lightweight, easy-to-use and zero emissions scooter on the street to complete a journey would have felt far-fetched in the UK even 10 years ago, but they have now become a regular feature of many towns and cities. The rental e-scooter sector would certainly not have emerged were it not for the advent of the modern smartphone, which has enabled new modes of sustainable transport that take cars off the road and encourage the use of active travel infrastructure.

The advent of all these is welcome, but it is plain as day that the sector desperately needs the Government to show some leadership, to stop those positives being outnumbered and outbalanced. Since e-scooters first hit Britain’s streets, and with the infamous introduction of the first e-scooter trial zones in 2020, what has emerged is a confused patchwork of inconsistent standards and contradictory positions from the Government.

The Government’s first set of trial zones were due to expire at the end of November 2021. The Government assured us that the trial would last 12 months and would be closely monitored, so that the Government could assess the benefits and impacts. The trial period was extended to March 2022, because they needed more time to gather evidence. That was then extended once again to November 2022 because the Government failed to properly issue safety guidance the first time. The trials were extended a third time to the end of May 2024 because the Government said they needed “more time to reflect”.

Most recently, the Government extended for a fourth time to May 2026. Across the sector and for the multitude of organisations campaigning on the issue, patience has not just run thin; it has completely run out. What was clearly intended to be a temporary study period has been extended and extended so many times that it has become an utter farce. After four years of constant extensions—six, if the trials run their course—we still have no clarity on what the Government intend to do next, despite repeated promises that e-scooter regulation would be included in a transport Bill that never materialised. The Government must not underestimate the impact of such indecision.

Even rental e-scooter operators tell me that the lack of certainty from the Government is undermining their ability to invest in the UK for the long term. The Government are therefore holding back potentially tens of millions of pounds of investment into our economy and the micromobility trade because they cannot make up their mind. The Government have provided guidance on e-scooter trial safety, but that is a far cry from the strong action that the sector and campaigners desperately need. While the Government dither, the reality on the ground is stark.

My hon. Friend the Member for Huddersfield was completely right to draw attention to the deeply worrying levels of serious injuries and fatalities that have been reported since e-scooters first emerged. He was also right that the Government’s refusal to take the steps that they promised to regulate on safety has led to the chaos, and he was right to highlight the potential under-reporting of casualties, as shown in the research by PACTS.

I am extremely keen to hear the Minister’s response to PACTS’ recommendation that the DFT must urgently improve data collection to address the issue. Without firm data collection on the impact of safety, how can the Government honestly believe that they will be able to enact regulations—if they ever do—that put pedestrian and rider safety first?

Many colleagues will be aware of the Guide Dogs for the Blind Association. I had the privilege of visiting its offices and meeting its dogs earlier this week. They truly do incredible work, but what was clear from watching them in action was the scale of the impact that unregulated e-scooters are having on people with sight loss. According to research by Guide Dogs, 12% of people with sight loss reported that their guide dog had been disturbed and another 12% said that their mobility aid or cane had been hit by an e-scooter. In fact, half of people with sight loss who encountered an e-scooter reported changing their behaviour as a result. Some even said that they have had to avoid parts of towns and cities altogether.

Another huge impact on people with sight loss is the blight of e-scooters carelessly discarded on the pavement, which causes havoc for people with sight loss. It confuses their guide dogs or makes navigating with a cane incredibly challenging and stressful. As far as I can tell, e-scooters strewn across the pavement absolutely constitutes an obstruction—a criminal offence. Under a properly regulated system, with more stringent and enforced requirements on returning e-scooters to docks, those obstructions might be less of an issue. This is an immensely important problem, so I urge the Minister to assure those with sight loss that he is actually listening. Will he clarify in his response whether he intends to take action?

[Mr Sheerman]

I mentioned PACTS. We have always believed in evidence-based policy and what works in other countries. Is it not time that the Government and all of us woke up to what is good practice across Scandinavia and other leading nations that have tackled the issue before us?

[Simon Lightwood]

I think it is really important that we always consider evidence from all over the place to make sure that we have the legislation and guidance that befits our situation.

Before I finish, I want to touch on privately owned e-scooters, as the majority of e-scooters that we see used day to day are not part of the rental schemes, but are among the estimated 1 million privately owned e-scooters used in the UK, as my hon. Friend said. Indeed, over half of e-scooter casualties are outside trial areas. There are 1 million privately owned e-scooters, despite their being completely illegal to operate on public highways and despite the Government promising to crack down on them in 2022. Their widespread use is entirely because of the confusion the Government have caused about their legal status.

A huge issue that I have heard about from stakeholders, particularly the fantastic team at Electrical Safety First, is the deadly risk of chemical fires when people put their private e-scooters on charge at home. In 2023, there was an e-bike or e-scooter fire once every two days in London, a trend that is reflected across the UK. Often, those are caused by inexpensive e-scooters bought online, often imported from abroad, which completely fail to meet UK plug safety standards. These are not just regular fires; they involve what is known as thermal runaway, which causes 600-degree fires and releases toxic gases such as hydrogen fluoride, which strips the lining from the lungs. With proper regulation from the Government, those incidents would be completely preventable, so I urge the Minister to clarify what he is doing to tackle that. Does he intend to protect UK consumers from products that do not meet our safety standards?

Labour knows that there are enormous social, economic and environmental benefits from a thriving e-scooter industry but, from consumer safety in the home to insufficiently regulated rental schemes, it is clear that the Government’s current wild west approach to e-scooters is immensely dangerous. With the right policies, e-scooters can play an integral role as a last-mile solution in a joined-up urban transport system, and I encourage people to take more sustainable journeys. However, the Government’s current approach is letting down pedestrians, whether they are disabled or non-disabled. It is putting homeowners at risk from faulty products and is frustrating the efforts of e-scooter hire companies that want to play their part as responsible transport services. I implore the Government to regulate these vehicles urgently.

We have had five Prime Ministers, seven Chancellors, seven Transport Secretaries and 11 failed plans for growth. People across the country have had enough of Conservative chaos and decline. The nation is desperate to turn the page and move on. People have had enough of 14 years of decline that has cost them, their families and their communities. In transport, the Tories have failed to deliver a comprehensive transport Bill, they have failed to act on e-scooters, they have failed to act on taxi safety standards, they have presided over a shocking decline in our bus services, and our railways are broken. Only Labour can bring the country together and deliver, from infrastructure to our public services.

Transport

Simon Lightwood Excerpts

Tuesday 21st May 2024 Written Corrections

The following extract is from the Westminster Hall debate on Low Traffic Neighbourhoods on 20 May 2024.

[Simon Lightwood]

I will be brief. In my reading of the Department for Transport website and the “Low Traffic Neighbourhoods” research report, at no point is it mentioned that it is an interim or draft report. Will the hon. Member elaborate on that and explain, if it is an interim report, when the final report is expected?

[Guy Opperman]

I am afraid the hon. Gentleman has misinterpreted that. The final report will be this summer.

[Official Report, 20 May 2024; Vol. 750, c. 272WH.]

Written correction submitted by the Under-Secretary of State for Transport, the hon. Member for Hexham (Guy Opperman):

Zero-emission Buses

Simon Lightwood Excerpts

Tuesday 21st May 2024 Westminster Hall

[Simon Lightwood (Wakefield) (Lab/Co-op)]

I am pleased to serve under your chairmanship, Mr Rosindell, and to respond to this debate on behalf of the official Opposition. I extend my sincere thanks to the Backbench Business Committee for facilitating this debate, and to the hon. Member for North Antrim (Ian Paisley) for securing it. The hon. Member is a vociferous and passionate advocate for UK manufacturing—not just for Wrightbus in Ballymena, which is in his constituency, but for all bus manufacturers across the United Kingdom; for that I thank him.

This is a vital issue, and it is right that we have had the opportunity today for such robust discussion. I place on record my thanks to the excellent, insightful contributions that we have heard from colleagues throughout this debate, including the hon. Member for Milton Keynes South (Iain Stewart), Chair of the Transport Committee. I share his desire for a vibrant zero-emission bus fleet in the UK, with the majority manufactured on these islands, and I agree on the need for fair competition and that the true cost must be highlighted. I also thank him for his mention of the end-of-life processes for those buses and how those should also be taken into consideration.

I am afraid the hon. Member for Strangford (Jim Shannon) had me at lemon drizzle cake—I would love to sample that—but he also made the important point about the significant capacity for UK manufacturers to expand their capabilities, given the right conditions and the certainty that they need. The hon. Member for Paisley and Renfrewshire North (Gavin Newlands) raised the real importance of recognising social and environmental benefits when awarding those grants. I thank all hon. Members for their contributions.

Labour knows that decarbonising the transport sector is essential to achieving net zero. Decarbonising what is now the single largest source of the UK’s carbon emissions will be no easy feat, but Labour is crystal clear that with those challenges come enormous social and economic opportunities. Across road, rail and bus there are immense opportunities for secure, high-skilled green jobs to power our next industrial revolution. With bus being by far the most utilised mode of public transport, zero-emission buses are central to that.

Across the UK, operators and local transport authorities are already taking great strides to decarbonise their fleets, meaning that demand for zero-emission buses will only continue to rise. However, it is clear that the flagship decarbonisation scheme known as ZEBRA, which was announced with much fanfare two Transport Secretaries ago as part of bus back better, continues to be woefully off-target.

Bus back better promised 4,000 new zero-emission buses on the road, but it also promised to set a date for ending the sale of new diesel buses in the UK. Neither of those promises have been met. The Government continue to dither on the phasing-out date, leaving both manufacturers and operators in the dark. In July 2023, the previous Transport Minister—the right hon. Member for North West Durham (Mr Holden)—promised that a response to the DFT’s consultation would be forthcoming “within months”. Well, almost 12 months later, it is still the case that no Transport Minister is able to tell us on what date they will mandate the end of new diesel bus sales. The current Minister with responsibility for roads and local transport, who is here today, told the House in response to a written parliamentary question in January this year that more information would be provided “in due course”. Almost five months on, we are none the wiser.

In the absence of leadership on this issue from the Government, large operators have resorted to setting their own targets. National Express has committed to operating only zero-emission buses by 2030, and Go-Ahead, First Bus and Stagecoach aim to have fully decarbonised fleets by 2035. Although that is commendable, the continued silence from the Government on the end date for diesel bus sales will doubtless have the biggest impact on smaller and more rural bus operators.

The parameters of the Government’s consultation, which was launched back in 2022, could see a date for phase-out set “between 2025 and 2032”. Operators and manufacturers alike need certainty from this Government. It feels like a profoundly short-sighted, anti-business stance for the Government to refuse to grant that certainty, leaving it up to the sector to guess whether the phase-out could be as soon as next year or in eight years’ time.

As I mentioned, bus back better also pledged 4,000 zero-emission buses. I regularly quiz the DFT on the latest statistics about the roll-out of zero-emission buses funded by ZEBRA. The most recent statistics, which I was able to obtain last month, show that just 313 are on the road and 1,053 have been ordered using ZEBRA 1. That means that to date the Government have achieved barely a quarter of ZEBRA’s potential. The successful bidders in the next phase of ZEBRA—ZEBRA 2—were announced back in March, funding a further 955 zero-emission buses. But even if every single one of those buses is somehow on the road by the end of this Parliament, the Government will still fall considerably short of their target. Even the Chair of the Transport Committee said last year that “it seems increasingly unlikely” that the Government will meet their target.

Despite bold steps by operators, local transport authorities and manufacturers, it is clear that we have a long way to go before we decarbonise our bus sector. I would be grateful if the Minister could tell me exactly how many zero-emission buses he thinks he will be able to deliver on the road by the end of this Parliament. For the UK’s leading bus manufacturers—Alexander Dennis, Wrightbus and Optare, or Switch—the ambition and appetite for zero-emission buses is an enormous opportunity. Our bus manufacturing sector directly employs 3,500 staff across the UK and supports a further 10,000 across the supply chain.

Those companies are world-class, trailblazing manufacturers producing some of the most advanced zero-emission and ultra low emission buses anywhere on the globe. Not only are their products world-class, but they are vital employers, contributing millions to the UK economy. I regularly meet them and they frequently tell me about their fantastic apprenticeship schemes and training and upskilling programmes. But under the Government’s approach to decarbonising the bus sector, those companies are at risk.

Research undertaken by Labour and—commendably—by the office of the hon. Member for North Antrim shows that 46% of the money spent by the Government on funding ZEBRA 1 has been used to purchase buses built outside the UK. The Minister will be aware that in addition to recent reports of more Chinese buses being procured, funding from ZEBRA has already been used to procure hundreds of Chinese Yutong buses. In last week’s Transport questions, I told the Secretary of State that it had emerged that a major UK operator was preparing to procure tens of millions of pounds-worth of buses, not from Wrightbus, ADL or Optare, but from China.

Labour is realistic about the fact that, as demand for zero-emission buses increases globally, competitive manufacturers will be involved in the supply chain. However, we are at a crossroads. Britain under the Tories risks losing the global race for the clean industries of the future, losing jobs overseas and betraying communities across the country. The hon. Member for North Antrim is right to question whether taxpayer-funded schemes to support the introduction of zero-emission buses should be delivered in a manner that helps UK bus manufacturing industries more. We must remember that the Government have refused to adopt a full-scale industrial strategy since 2017. We should make no mistake: the lack of a strategy from the Government is putting home-grown bus manufacturers at risk. Alexander Dennis tells me that, with enough joined-up thinking from the Government, the company could spool up production to meet demand, but, in the absence of certainty, it may have to reconsider its future in the UK.

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

I am listening to the hon. Member’s speech with interest. I want to clarify one point before I address the Chamber. Is the Labour party’s approach to continue to be part of the World Trade Organisation agreement on Government procurement rules made in 2012? Surely that goes to the heart of the debate.

[Simon Lightwood]

I do not agree with the Minister’s assertion. As others have said, the debate is about highlighting and acknowledging the important social and environmental benefits that UK manufacturing brings to these shores.

UK bus manufacturers are in a profoundly frustrating position when they should be leading our green transition. Support for them has not been sufficiently integrated into the national bus strategy from the start. It is a damning metaphor for the Government’s attitude that the front cover of the “Bus Back Better” document shows an image of a bus manufactured by BYD, a Chinese company.

Labour will always back British industry. A Labour Government will act as a strategic industrial partner, setting out clear priorities to provide the certainty that businesses and investors need to solidify the UK’s position as a leader in clean industry. That extends across the EV supply chain. Labour will accelerate domestic battery-making capacity with a national wealth fund to part-finance the new gigafactory capacity that we will need to support the green transition. Not only will that create thousands of good, green jobs in the supply chain and add billions to the UK economy, but it will provide the certainty that UK bus manufacturers desperately need to continue to play a leading role in the UK’s decarbonisation.

I will finish with a few questions for the Minister. On the battery supply chain, what is he doing to ensure that, as demand for electric bus batteries rises, so too does our battery manufacturing capacity? There are billions of pounds-worth of growth to be unlocked if Ministers get this right. The Government’s battery strategy is a welcome first step, but we are already behind the curve, and the scale of ambition in the strategy does not currently match the scale of the challenge we face to reach 100 GWh of capacity by 2030.

What steps will the Minister take to support UK bus manufacturers, in respect of everything that has been discussed today? In a similar Westminster Hall debate in 2022, the then Transport Minister, the hon. Member for Copeland (Trudy Harrison), was asked the same question. She said that she would look into going

“further to understand how we can support British-built buses.”

She went on to say she would explore the factors

“that may help to encourage competitive bids from UK firms”.—[Official Report, 5 July 2022; Vol. 717, c. 290WH.]

I would be grateful if the Minister updated us on whether that work has progressed, and whether he considers the current procurement regime sufficient to back British industry when it comes to bus manufacturing.

Labour stands ready to embrace the green transport revolution and knows that zero-emission buses are essential to that. The UK has a world-class bus manufacturing sector that can, with the right policies from the Government, deliver millions of pounds-worth of economic growth by leading the transition. We need more action from the Government to ensure that our home-grown bus manufacturers can continue to thrive.

Low Traffic Neighbourhoods

Simon Lightwood Excerpts

Monday 20th May 2024 Westminster Hall

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is an honour to respond to this debate on behalf of the official Opposition with you in the Chair, Ms Harris. I thank my hon. Friend the Member for Battersea (Marsha De Cordova) for sponsoring the debate and all those who have added their names to these two important petitions: a petition calling for an independent review of low-traffic neighbourhoods and a petition calling for the exemption of blue badge drivers from low-traffic neighbourhoods.

I thank hon. Members for their contributions this evening—I have been getting better at learning the names of Members’ individual constituencies, but bear with me if I get any of them wrong, Ms Harris. My hon. Friend the Member for Lewisham East (Janet Daby) is quite right that we must continue to work hard to reduce the impact of air pollution on our constituents. My hon. Friend the Member for Oxford East (Anneliese Dodds) said that we need a joined-up approach—I quite agree with that—and that everyone should be able to travel from A to B in a green way.

I heard a lot from the right hon. Members for Chipping Barnet (Theresa Villiers) and for North East Somerset (Sir Jacob Rees-Mogg) about the so-called war on motorists and how there were alternatives to it. I have to say, I did not hear many mentioned, but I thank them for their advocacy on behalf of their constituents. I think this shows the importance of proper consultation and considerate planning.

My hon. Friend the Member for Battersea said that low-traffic neighbourhoods can work when they are supported by the residents they affect, but that that must include consultation and co-production with disabled people. I agree with the hon. Member for Bath (Wera Hobhouse) that effective consultation is important and that the views of all the different kinds of road users should be taken into account. Crucially, I agree that the debate must be based on evidence. Finally, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury) was right to draw attention to the ongoing consultation about LTNs. Where there is a clear need for change, action should be taken. Her recognition of the positive impact on school zones was also important.

Low-traffic neighbourhoods have become a common part of many communities across the country in recent years. They play an important part in delivering safer streets and cleaner air and in helping encourage people to use active travel to get around. We know that benefits local economies, improves physical and mental health and brings down carbon emissions.

In many areas, LTNs have become a core part of life for the communities who live in them, with many enjoying the reductions in noise and air pollution thanks to the reduction in congestion as a result of roads being closed to through traffic. Obviously, there often need to be exemptions: emergency services, public transport, permit holders, and sometimes taxis. However, the overall reduction in most through traffic from LTNs is still significant.

Studies have shown that in areas where LTNs have been introduced, traffic has been reduced by 32% on average, with only a 4.5% increase in traffic on boundary roads. Nitrogen dioxide pollution has fallen by up to 9% in some areas with those schemes. Inside LTNs in Waltham Forest, road injuries have fallen by up to half compared to before the schemes were introduced. Data shows that 61% of people living in low-traffic neighbourhoods support the schemes. It is important to talk about the benefits of the schemes, because, despite what the Government try to say, the evidence shows that for the most part they are popular with local people and effective at achieving the desired reduction in levels of pollution and road injuries.

However, not everybody who lives in low-traffic neighbourhoods supports the schemes. Some have legitimate criticisms of how the schemes have been designed and implemented. In some individual cases there has arguably been a failure to consider the needs of particular groups, including—as is the subject of one of the petitions—those with limited mobility and blue badge holders. We can all agree that local authorities that introduce the schemes should ensure that accessibility needs are carefully considered and prioritised as proposals are designed and consulted on.

Many low-traffic neighbourhoods already exempt blue badge holders, but many do not. The Government’s own review on low-traffic neighbourhoods has found that of the LTNs surveyed, 38 exempted blue badge holders and 34 did not. It is clear that more can be done to ensure that LTNs consider the needs of those with limited mobility. I am interested to hear the Minister’s views on how the needs of disabled people, and those with limited mobility, can be considered from the start of the process when it comes to designing and implementing low-traffic neighbourhoods.

There is a balance to be struck between ensuring that the needs of all constituents are properly considered, and supporting the right of local communities to make the right decisions for their areas. That point—that this is a decision for local communities—is extremely important. Measures to improve road safety around schools and in residential streets are vital for the safety of children, are often demanded by local communities themselves, are essential to meeting legally binding objectives set by central Government on, for instance, air pollution, and are ultimately decisions to be made by those who know their local areas best.

Labour’s position on low-traffic neighbourhoods is clear: they are decisions that should continue to be made by local authorities, not be decided by diktat from Whitehall or Westminster. Of course, these decisions must be made with proper consultation, and the concerns of each community must be taken on board. Central Government have a role to play in ensuring that is the case, but if we go too far we risk undermining the independence and autonomy of the elected local decision makers who know their areas best.

Although I appreciate the strength of views in the petition that calls for a review of LTNs, as colleagues have noted the Government recently commissioned a review and published it just weeks ago. It came after the Prime Minister claimed that he wanted to stop “hare-brained” safety schemes and the so-called “war on motorists”, so let us look at some of its findings. Some 58% were unaware that they lived in low-traffic neighbourhoods altogether. Of those who were aware, more people were positive than negative. A clear majority of people were concerned about the number of vehicles travelling through their areas, and they were equally concerned about the pollution that they caused. That is not exactly the outcome it appears the Prime Minister was looking for when he commissioned the review. Perhaps that is why it was reported that the Government tried to permanently shelve it.

It would be remiss of me not to point out the pure hypocrisy behind the Government’s apparent about-turn on low-traffic neighbourhoods. Despite decrying these schemes, which their own review have found to be largely unobtrusive and popular, as part of the so-called “war on motorists” senior Conservatives themselves championed the schemes from the start. In July 2021, a prominent politician described low-traffic neighbourhoods as “transformational”, and warned:

“if you are going to oppose these schemes, you must tell us what your alternative is”.

Who was that? It was the disgraced former Prime Minister Boris Johnson.

In November 2022, another distinguished colleague of ours in this House said that decisions on low-traffic neighbourhoods are

“entirely a matter for local authorities…to make.”—[Official Report, 14 November 2022; Vol. 722, c.493.]

Who was that? Why, it was the right hon. Member for North West Durham (Mr Holden), the Chair of the Conservative party. Would the Minister like to tell us what the current Prime Minister thinks the alternative to these schemes is? Does he agree with the right hon. Member for North West Durham that they are best left to local authorities themselves to decide on?

It is increasingly clear that the Prime Minister’s desperate attempts to deflect on to this so-called “war on motorists” are just hollow soundbites with no substance behind them. Just a quick look at his record confirms that. The cost of driving is soaring: car insurance costs are up 80% in just two years. The charge point roll-out for electric vehicles remains off track. The Government are set to miss their own 2030 target of 300,000 public charge points by several years. The state of our local roads today is just shocking: there are more potholes on British roads than craters on the moon.

Despite the Prime Minister’s and the Transport Secretary’s desperate attempts to politicise local transport issues such as road safety, school streets and reducing local air pollution, the evidence tells us that these schemes remain largely popular, and that they are effective and inobtrusive for most people. Although the Prime Minister may be keen to airbrush history, not too long ago these very schemes were championed by the most senior figures in his own party.

Many LTN schemes are far from perfect, and there are perfectly legitimate questions about how to design them with sensitivity to the needs of constituents—especially disabled people and those with limited mobility. I look forward to hearing the Minister’s views on how we can best support local authorities to do just that, but we should not forget the basic principle that decisions about local roads and local neighbourhoods are best made by those who live in those neighbourhoods and those who have been directly elected to represent them. These powers and responsibilities have been devolved to local government for many years. We should not let a desperate quest for political relevance from those at the top of Government to lead us to put our lives at risk, fail to tackle harmful air pollution and backslide on the basic principles of local democracy.

--- Later in debate ---

[Simon Lightwood]

Will the Minister give way?

[Guy Opperman]

I am sorry but I will not. I have taken multiple interventions and am going to try to make some progress. I am only on page 6 of my speech, which was meant to take only 10 minutes.

The review that has taken place has flagged particular concerns over the impact on disabled residents, the high number of penalty charge notices, the cost of the LTN schemes, and even concerns from individual emergency services that delays to crews caught up in LTNs could potentially risk lives. Those are not concerns that should be under-managed in any way.

Many disabled residents, as well as groups representing the views of disabled transport users, felt that inadequate consideration had been given to their needs and the impacts of LTN schemes on disabled people. In addition, several LTN schemes reported by local authorities to the DFT had not carried out equality impact assessments. We believe we have tackled these issues through the draft guidance, which sets out clear expectations for comprehensive and in-depth local engagement and full consideration of the needs of all road users in such a scheme.

We are clear that we will not support LTNs in future unless they are designed and delivered having had regard to the new statutory guidance, which will apply to new and existing schemes. Although it is guidance, we reserve the right to take further action if local authorities do not follow it. Local authorities are expected to consider the guidance. As with the new guidance on 20 mph limits, those that do not follow it could find implications for the future award of funding. As I have set out, I will pass that message on.

On the key accessibility point, the Government are committed to improving transport accessibility and supporting disabled people to have the same access to transport as everyone else. The LTN review found that too many schemes had not fully considered the impact of the changes on disabled people. I make the point that local authorities are bound by the public sector equality duty, and it is for them to ensure that they fully consider the impact of any proposed scheme in such a way. Any infrastructure they install should be delivered in a way that enables them to comply with equalities legislation.

The second petition we are debating requested that a flag be added to DVLA records to identify vehicles that belong to blue badge holders, so that they can be automatically exempted from any restriction and not attract enforcement activity. Although I understand the concern, I am afraid that currently that is not a viable solution. I will try to address in detail why that is the case. Clearly, blue badges are linked to the individual and not the vehicle. A badge holder may travel as a driver or a passenger in any vehicle, including a taxi or minicab, allowing them to access more easily the goods and services that they need to use. Therefore it is not possible to flag with the DVLA every vehicle in which a blue badge holder may travel. Likewise, although local authorities have access to a record of blue badge holders in their area, badges are registered to the individual and not the vehicle in which they travel.

Notwithstanding that, our draft LTN guidance makes it clear that local authorities should always consider exemption from restrictions for blue badge holders, as well as for deliveries and other essential services. It also addresses things such as emergency services. Again, I do not want to read out the entirety of it, but I encourage anyone who is passionately interested or who is contemplating this matter to look at the sections on exemptions and exceptions and how the individual situation for disabled people can be improved. The guidance sets that out in quite a lot of detail.

To answer the point made by my right hon. Friend the Member for Chipping Barnet (Theresa Villiers) when she identified particular problems, I make the strong point that there should be considered, ongoing, good-practice principles of monitoring and evaluation, in line with the active travel fund monitoring guidance, but, where local authorities detect hotspots, where a disproportionate number of PCNs are issued or where representations or appeals are being made, that should alert them to a possible need to review the cause. The monitoring of PCNs and challenge levels should be carried out from the outset. That clearly includes monitoring the impact on local communities, the impact on the disabled, the impact on individual businesses, and the way in which the fines are being taken.

I cannot address much more, given the nature of the guidance being an unfinished document that the Government have to respond to.

[Simon Lightwood]

Will the Minister give way on that point?

[Guy Opperman]

Very well.

[Simon Lightwood]

I will be brief. In my reading of the Department for Transport website and the “Low Traffic Neighbourhoods” research report, at no point is it mentioned that it is an interim or draft report. Will the hon. Member elaborate on that and explain, if it is an interim report, when the final report is expected?

[Guy Opperman]

I am afraid the hon. Gentleman has misinterpreted that. The final report will be this summer.

The situation in terms of the way ahead is that we need to find a way in which our local communities can use a process that has been around for a considerable time and managed in local communities in, by and large, a satisfactory way, but has clearly been expanded substantially over the last few years. We need to find a way in which the Government can provide the guidance and then local authorities can implement the schemes in an appropriate way. If they are not implemented in an appropriate way, clearly there have to be consequences.

I assure the petitioners, who are the most important people here, that we are working to ensure that local authorities give proper consideration to the needs of all users and gain buy-in across the local community, in all shapes and forms, when discussing and then implementing any local authority LTN schemes.

Oral Answers to Questions

Simon Lightwood Excerpts

Thursday 16th May 2024 Commons Chamber

[Mr Speaker]

I call the shadow Minister.

[Simon Lightwood (Wakefield) (Lab/Co-op)]

The UK has a proud bus manufacturing history, from London’s iconic original Routemasters to Alexander Dennis’ next generation of hydrogen double-deckers used today in the Liverpool city region. As operators and local authorities decarbonise their fleets, UK manufacturers are ready to power that green revolution, but our bus makers are at risk from cheap models imported from overseas. This week, a major UK operator is preparing to procure Chinese-built buses for tens of millions of pounds due to cost pressures and because this Government have not set out a full industrial strategy since 2017. Will the Secretary of State tell the House what he will do to back British bus manufacturers and secure their role in this green revolution?

[Mr Harper]

The hon. Gentleman will know that it is not possible, given our international commitments under the World Trade Organisation, to specify that people have to buy British buses. He will also know that British bus manufacturers are very competitive. The Government have made support available to businesses through our Advanced Propulsion Centre and UK Export Finance. As I said to the hon. Member for Kilmarnock and Loudoun (Alan Brown), if the shadow Minister thinks that there is any unfair competition with subsidised imports, the Trade Remedies Authority has all the tools at its disposal to deal with that.

We back British buses. We have fantastic manufacturers, and I have confidence in them. In a fair competition, our bus manufacturers can take on the world. Wrightbus has had £76 million of support from UK Export Finance to support its ambitious exports. It is a shame that he does not have the same faith in British industry that we do.

Draft Renewable Transport Fuel Obligations (Amendment) Order 2024

Simon Lightwood Excerpts

Wednesday 17th April 2024 General Committees

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Mr Rosindell. I thank the Minister for introducing this delegated legislation. As we all know, transport has the highest carbon emissions of any sector, so decarbonisation should be a key priority. The Government first consulted on the amendment in this order in 2021, so why has it taken until today for us to consider it? Nevertheless, Labour supports this legislation.

The RTFO order is a key policy for reducing greenhouse gas emissions in transport—and, might I add, it was introduced by a Labour Government. The extension of the order to include recycled carbon fuels is welcome; after all, RCFs can be as much as 50% less polluting compared with fossil fuels. By 2033, the change is projected to result in the supply of more than 1 billion litres of additional low-carbon fuel, resulting in a saving of more than 15 million tonnes of greenhouse carbon dioxide equivalents. Crucially, the increase in the number of qualifying fuels in the RTFO order will contribute to lower costs for general road fuel consumers.

I welcome the caveats for RCFs in the order; thankfully, the Government recognise that they are not renewable. I am glad that RCFs will receive only rate 1 certificates per litre of fuel, rather than full credits, and to see the publication of the technical guidance on the specifics of how fuel suppliers can fulfil their obligations.

The exemption of small businesses that employ fewer than 50 people is welcome, but it raises a number of questions on which I seek the Minister’s clarification. Are the Government confident that recycled carbon fuels can perform the same action as ethanol, or are they to be diverted exclusively to sustainable aviation fuel? If the latter, what are the Government’s intentions for the RTFO-supported fuels that currently go into petrol? What assessment have the Government made of the impact of the change on UK fuel products that trade internationally?

More widely, why is there a nuanced understanding of the necessity to decarbonise here, but not in the recently published national networks national policy statement, which allows the inclusion of residual emissions in new projects? Why has the Prime Minister rowed back on the Government’s commitment to vehicle electrification by moving the petrol and diesel vehicle ban back to 2035? Where is the Government’s commitment to rail freight, hydrogen and biogas?

Overall, Labour supports this delegated legislation and the necessary wider decarbonisation of our public transport, but we must ensure that the Government have assessed the impact on the UK’s wider fuel sector.

Pedicabs (London) Bill [Lords]

Simon Lightwood Excerpts

Committee of the whole House
Tuesday 26th March 2024 Commons Chamber

[The Second Deputy Chairman of Ways and Means (Mr Nigel Evans)]

If no one else wishes to speak, we will come to the Front Benchers. I call the shadow Minister.

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is a pleasure to speak in my inaugural Committee of the whole House on behalf of the official Opposition. As we set out on Second Reading, Labour is clear that the Bill can help to sustain a thriving London pedicab industry that is also safe and trusted by its customers, and we support its progress. However, there are two areas in which Labour believes that the Bill can be improved: pedicab infrastructure, and the crucial safeguard of requiring enhanced disclosure and barring service checks for pedicab drivers.

Amendment 8, which was tabled in my name and those of my Front-Bench colleagues, would enable Transport for London to use pedicab licence fees for investment in pedicab infrastructure in London. Alongside passenger safety and unregulated fare charging, one of the biggest issues presented by unregulated pedicabs is the nuisance of operators blocking pavements and roads as they ply for trade. The Heart of London Business Alliance, which represents over 600 businesses across London’s west end, is clear that pedicabs frequently block pavements and roads outside many of its members’ premises. That can cause chaos at busy periods, such as when many hundreds of people are filing out into the street after a west end show.

The amendment would enable Transport for London to use fees levied from pedicab licences to invest in infrastructure that supports the industry. That infrastructure could include designated pedicab ranks in certain areas, designed to relieve the nuisance of blocked pavements by giving operators a specific area in which to pick up customers. TfL has already set out in its potential licensing framework that it will consult stakeholders on the provision of pedicab stands. I hope that the Heart of London Business Alliance, along with other associations and bodies, including the London Pedicab Operators Association, can feed into those discussions.

[Florence Eshalomi (Vauxhall) (Lab/Co-op)]

My hon. Friend is making a good closing speech on why regulation is important. The hon. Member for Cities of London and Westminster (Nickie Aiken) and I share the view that the Bill strikes the right balance between allowing a sustainable and supported pedicab industry to develop, and giving Transport for London the powers that it needs to ensure that the sector runs safely. Does he agree?

[Simon Lightwood]

I agree, but there could be enhanced DBS checks, which our new clause 3 would provide for.

As I have said, TfL has already set out in its potential licensing framework that it will consult stakeholders, and I hope that that will include the London Pedicab Operators Association. Of course, although it is vital that fees are set at a level that enables investment, they must remain proportionate. We are trying to provide for a prosperous pedicab industry, after all, so we must ensure that fees are not prohibitive. Clause 2(4) already provides for TfL to set fees at a level that enables the recovery of costs incurred for administering the licensing scheme. Licensing fees being set on a cost recovery basis is fair and proportionate. Amendment 8 to clause 2(4) would simply grant TfL a degree of flexibility while acknowledging the benefits that investment in pedicabs infrastructure can have.

[Matt Rodda]

My hon. Friend is making an excellent speech clearly setting out the importance of having the right balance. Does he agree that, from this work in London, lessons could be learned for other towns and cities around the country, and that encouraging the pedicab industry and other delivery by bicycle in a sensitive way around the country could generate a great number of local jobs and remove fumes and other menaces from the public realm?

--- Later in debate ---

[Simon Lightwood]

My hon. Friend makes a very important point; hopefully, during TfL’s consultation, it will engage with those other organisations to ensure maximum benefit. Labour’s priority, after all, is to grant TfL the flexibility it needs to implement a regulatory regime that promotes safety while also allowing the regulated pedicab industry in London to flourish. Naturally, infrastructure such as pedicab stands would be competing against many different demands for the use of central London’s kerbsides, and it will remain TfL’s responsibility to work with local authorities on where infrastructure can be viably located.

Some hon. Members may not agree that this Bill is an appropriate place to discuss pedicab infrastructure. Labour believes that on the contrary, the conduct of pedicab drivers and the safety of the public are undeniably linked to TfL’s ability to fund and make provision for infrastructure that supports a regulated pedicab industry. Amendment 8 clarifies one potential revenue stream for the provision of that infrastructure, and I hope the Government will consider its merits carefully.

I now turn to new clauses 1 to 3, which stand in my name and those of my Front-Bench colleagues. All three new clauses concern the safety of children and vulnerable adults using pedicabs. As we heard on Second Reading, and as has been reported widely in the media and by numerous stakeholders, misconduct by pedicab operators arguably provides the strongest case for the desperate need to regulate the industry. Blocking streets and pavements, reckless driving and noise nuisance are all important areas that regulation will address, but they pale in comparison with the vital responsibility we have to ensure that TfL has the power to ensure public safety effectively. As TfL’s proposed licensing framework sets out, that emphasis on safety will be its guiding principle for pedicab regulations.

At the front and centre are eligibility requirements for operators and drivers. TfL has set out a raft of proposed licensing requirements, including alignment of visa status requirements with taxi and private hire licensing, English proficiency, and highway code and hazard perception awareness. That is of course welcome, but TfL is also clear that it would like to see compulsory enhanced Disclosure and Barring Service checks for pedicab drivers, again in line with the taxi and private hire requirements. That should be a vital component of ensuring the safety of pedicab customers, but TfL has explicitly stated on page 5 of its draft licensing framework that it would require changes in legislation, because while clause 2(6)(a) of the Bill empowers TfL to regulate licensing eligibility, enhanced DBS checks may not form part of those requirements if TfL does not have the right powers. Those difficulties were raised in the other place and were acknowledged by the Lords Minister himself.

The draft licensing framework also makes a clear distinction between basic and enhanced DBS checks, and explicitly states that enhanced DBS checks for pedicab drivers would be TfL’s preference. I say for the benefit of colleagues that an enhanced DBS check may show information held by local police forces on individuals. That intelligence may prove vital when deciding whether to award a licence to a pedicab driver, and it is absolutely right that TfL should be able to require enhanced checks. While enhanced DBS checks are not a panacea, they are clearly an important component of thorough eligibility requirements. Labour recognises the need to balance getting the Bill swiftly on to the statute books with the need to ensure that it conveys sufficient powers to TfL to truly make pedicabs a trusted and safe mode of transport in London. If TfL does not have the right powers to vet pedicab drivers through enhanced DBS checks, that will threaten its ability to truly implement a watershed regulatory framework.

Labour’s new clause 1 would add this Bill, upon Royal Assent, to the list of existing taxi and private hire vehicle legislation under section 177 of the Policing and Crime Act 2017. As colleagues may be aware, section 177 empowers the Secretary of State to issue statutory guidance on how licensing authorities can ensure the safeguarding of children and vulnerable adults. Including pedicabs in the list of licensed activities covered by the statutory guidance would be a crucial step towards a safer pedicab industry.

Labour’s new clause 2 is designed to build on new clause 1 by turning the Secretary of State’s power to issue statutory guidance to TfL into a duty. Crucially, under subsection (2), this guidance would also include a requirement for enhanced Disclosure and Barring Service checks to be a condition of a licence. In concert with new clause 1, this new clause would equip TfL with the powers it needs to properly regulate in the name of safety by including enhanced DBS checks as a baseline standard for driver eligibility.

--- Later in debate ---

[Simon Lightwood]

I will keep my remarks brief, as this is the penultimate main business before the Easter recess, and far be it for me to delay colleagues returning to their constituencies. I am grateful for all hon. Members who have participated in the Bill’s progress, particularly the hon. Member for Cities of London and Westminster (Nickie Aiken). I am grateful for the hard work of colleagues in the other place, which meant that the Bill came to us in a much improved state, specifically by adding the provision for the regulation of noise nuisance. Their efforts to pressure the Government into changing their approach on requiring parliamentary approval ensured that the powers are fully devolved to Transport for London. That is commendable.

As I set out on Second Reading and again in Committee, Labour supports the Bill. For years there have been calls on the Government to grant Transport for London the powers it needs to regulate this industry. Labour welcomes the Bill as that will finally become law, and a regulated pedicab industry in London will soon emerge, but it has taken far too long to get here.

I must repeat what I emphasised on Second Reading: there is no doubt that the Bill is hugely welcome to London’s west end and a handful of other London areas, but these measures should have been introduced as part of a far wider transport Bill. Elsewhere in transport policy there remains desperate need for major transport reform, particularly on e-bikes and e-scooters, but the Government continue to duck that responsibility and have refused to use this opportunity to bring forward a long-promised and long-delayed transport Bill.

I have been listening carefully to the Minister’s arguments, and I welcome the Government being content that TfL can mandate enhanced DBS checks for pedicabs under current private hire vehicle legislation. It is regrettable that proposed new clauses 1 to 3, all pertaining to the safeguarding of vulnerable adults and children, were not accepted. TfL itself has indicated throughout its draft licensing framework that passenger safety will be its guiding principle, and it is keen to incorporate enhanced DBS checks into licensing conditions under clause 2(6)(a), but believes that it currently does not have the powers to do so. Each of Labour’s new clauses offered a different way forward to incorporating enhanced DBS checks into TfL’s regulations.

It is disappointing that the Government have not taken the new clauses forward, but Labour welcomes the opportunity that tabling them has presented to facilitate a discussion on the importance of TfL having the powers to integrate enhanced DBS checks into its licensing regime. I welcome the exploration of alternative means, as the Minister described, to achieve the same objectives. In the light of that, I gently ask the Minister to meet me at his earliest convenience to discuss this issue further, and to identify ways that we can work together on a cross-party basis to grant TfL the powers it needs to keep customers safe.

Overall, this Bill is welcome, if not long overdue. It is a great addition to the statute book. Once again, I thank all hon. Members and Lords in the other place for their involvement, in addition to the Clerks and stakeholders who have helped us scrutinise the Bill effectively.

Transport

Simon Lightwood Excerpts

Monday 25th March 2024 Ministerial Corrections

The following is an extract from Transport questions on 21 March 2024.

[Simon Lightwood (Wakefield) (Lab/Co-op)]

Good morning, Mr Speaker. Passenger watchdog Transport Focus published a report last week, which found huge regional variation in bus passenger satisfaction across the country, with large numbers of passengers “being let down”. Under the Tories’ deregulation of the bus sector, passenger satisfaction with some of our operators is miles below the average of 80%, with some as low as a dismal 66%. In places such as West Yorkshire, Labour Mayors are not standing for it any longer. As my hon. Friend the Member for Leeds North East (Fabian Hamilton) said, Tracy Brabin has announced her intention to pursue franchising to reverse decades of Tory decline. But the vast majority of local authorities do not have those powers, so will the Minister adopt Labour’s plan to give every local transport authority the same powers to take back control of their bus services?

[Guy Opperman]

Unlike the hon. Gentleman, I was at the launch of the said report and have read it. He will be aware that, for example, one reason for the complications is that the number of people working from home has increased by 40%. We have a plan to tackle that with the record investment that is being made to Mayors.

[Official Report, 21 March 2024, Vol. 747, c. 1032.]

Letter of correction from the Under-Secretary of State for Transport, the hon. Member for Hexham (Guy Opperman):

An error has been identified in my response to the hon. Member for Wakefield (Simon Lightwood).

The correct response is:

Oral Answers to Questions

Simon Lightwood Excerpts

Thursday 21st March 2024 Commons Chamber

[Mr Speaker]

I call the shadow Minister.

[Simon Lightwood (Wakefield) (Lab/Co-op)]

Good morning, Mr Speaker. Passenger watchdog Transport Focus published a report last week, which found huge regional variation in bus passenger satisfaction across the country, with large numbers of passengers “being let down”. Under the Tories’ deregulation of the bus sector, passenger satisfaction with some of our operators is miles below the average of 80%, with some as low as a dismal 66%. In places such as West Yorkshire, Labour Mayors are not standing for it any longer. As my hon. Friend the Member for Leeds North East (Fabian Hamilton) said, Tracy Brabin has announced her intention to pursue franchising to reverse decades of Tory decline. But the vast majority of local authorities do not have those powers, so will the Minister adopt Labour’s plan to give every local transport authority the same powers to take back control of their bus services?

Automated Vehicles Bill [ Lords ] (First sitting)

Simon Lightwood Excerpts

Committee stage
Tuesday 19th March 2024 Public Bill Committees

[Anthony Browne]

My hon. Friend is spot on; that is the entire point. We are creating a framework with a lot of flexibility in it because, as various Members have noted, this is moving technology. If we look back in 20 years’ time to where we are now, we will say, “Oh, that was very basic.” Things will change: technology will change; our understanding of the technology will change; and our understanding of how humans interact with the technology will change. That is why it is really important, as my hon. Friend said, that we keep the legislation flexible so that we can advance it.

[Simon Lightwood (Wakefield) (Lab/Co-op)]

I wonder whether the Minister has considered whether it would be better to start with a stricter level of safety and then, as we get used to the technology and understand its limitations, perhaps look to reduce it to the levels that are proposed.

[Anthony Browne]

I thank the hon. Gentleman for that comment. The Law Commission, whose work feeds into all this, recommended three standards of safety, and we have chosen the highest. There is a risk that, if we set the bar far too high, it will be impossible for the industry to develop in the first place. There is a balance that needs to be struck.

--- Later in debate ---

[Bill Esterson]

Okay. I hope that the Minister will rectify that apparent omission promptly. As I say, amendment 14 is not binding the hands of Government at all. Holding a review is an important part of the future process, and I hope that the Government will reflect on that. The Minister said that the Government intend to hold reviews; I just do not understand why he is not prepared to put that into the legislation. However, on this occasion I will accept the Minister’s word on that. I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Clause 2 ordered to stand part of the Bill.

Clause 3

Power to authorise

[Simon Lightwood]

I beg to move amendment 25, in clause 3, page 3, line 17, at end insert—

“(1A) An automated vehicle may be authorised for use in non-road public locations under subsection (1) as long as the Secretary of State is satisfied that the authorisation will not impact the accessibility of the locations to existing users, including pedestrians.”

This amendment would enable the Secretary of State to authorise vehicles such as for use in public places other than roads (such as automated mobility scooters and delivery robots on pavements, for example) as long as the impact on accessibility has been considered.

[The Chair]

With this it will be convenient to discuss the following:

Clause stand part.

Clause 4 stand part.

Amendment 17, in clause 5, page 4, line 24, at end insert—

“(5) An authorisation requirement may require purchasers of relevant vehicles to be provided with a demonstration of any authorised automated features under section 4 at the point of sale.”

This amendment would mean that sellers of automated vehicles may be required, under the terms of their authorisation requirement, to demonstrate automated features to potential purchasers.

Clause 5 stand part.

Amendment 16, in clause 6, page 5, line 10, at end insert—

“(6) Authorisation requirements must include a requirement for authorised self-driving entities to publish an equality impact assessment.”

This amendment would require authorised self-driving entities to publish equality impact assessments, reporting on the potential impact of their vehicles on, for example, those with protected characteristics and other road users.

Clauses 6 to 9 stand part.

Amendment 24, in clause 94, page 68, line 20, at end insert—

“or a delivery robot vehicle.”

This amendment would add delivery robots to the definition of ”authorised automated vehicle”.

New clause 4—User-in-charge: reaction times—

“Within two years of the passing of this Act, the Secretary of State must commission, and lay before Parliament a report of, a study into the reaction times of users-in-charge of automated vehicles when receiving an instruction to take full control of an automated vehicle and their ability to react safely to the relevant situation.”

This new clause would require the Secretary of State to commission a study into the ability of users-in-charge of automated vehicles to retake control of a vehicle when necessary.

[Simon Lightwood]

It is a pleasure to serve under your chairmanship, Mr Vickers. Amendment 25 seeks clarity on whether the authorisation of pavement robot vehicles can be within the scope of the Bill, and ensures that the safety of other road users is not negatively affected.

The amendment questions whether the Bill includes regulation for delivery robots. It is an opportunity for colleagues to consider whether we have thought about how the framework might be different from that for the automated vehicle framework and how it would be the same. This could well be a key missed opportunity in the Bill, and investment could be taken elsewhere if we lose out on economic gains because of the grey areas and lack of clarity. Pavement use is a grey area because the robots contain motors and a pavement is legally defined as part of the road. This question is within the Bill’s scope, yet clearly the regulation of vehicles that primarily use the pavement must be different from the regulation for those that use roads.

Pavement robots need clear regulation—for example, to ensure that they do not negatively affect disabled people, or that they are regulated only on pavements that are wide enough. Asda and Wayve have an ongoing trial of delivery services, and Starship already serves communities in Milton Keynes, Northamptonshire, Bedfordshire and West Yorkshire—in fact, I have visited a site in the Wakefield constituency. The DFT plans to conduct research on pavement use, but if primary legislation is needed to enact what comes from the findings the issue may remain unresolved for years, meaning that the UK will continue to fall behind other nations and lose critical investment opportunities.

As I have seen in my Wakefield constituency, there is a lot of potential in the principle of delivery robots. They deal with the final mile from where the lorry drops off its load to when the parcel gets to the individual dwelling. I find them particularly good for people in my constituency who are socially isolated. Using electric robots for that last mile rather than diesel vans, as often happens currently, has the potential to make a big contribution to our net zero commitments.

Starship has called for the regulation of the sector, because the lack of regulation has the potential to impact on investment decisions. In fact, Leeds City Council and Cambridge City Council did a survey that showed between 75% and 93% approval of the service provided by Starship Technologies. Between the Lords Minister and the Commons Minister there seem to be some crossed wires as to whether robot delivery vehicles are within the Bill’s scope, so some clarity on that would be good.

Amendments 17 and 16 and new clause 4 aim to improve transparency on the impact of AVs, to ensure that the public are properly informed and to increase Parliamentary scrutiny. Amendment 17 would mean that the sellers of automated vehicles might be required to demonstrate how each of the automated features were engaged and disengaged. That is critical in terms of transparency. Amendment 16 would require authorised self-driving entities to publish an equality impact assessment to assess the impact on other road users—including, crucially, disabled people.

New clause 4 would require the Secretary of State to commission a study on the transition period in respect of users in charge, to be laid before Parliament. The insurance company AXA has said that there is still debate over how long it would take for a user in charge not only to take back control but to understand their surroundings, fully re-engage with the driving task and react safely to an obstacle that the self-driving vehicle was incapable of dealing with.

Overall, the amendments and new clause 4 would provide greater transparency and reassurance to consumers, which I am sure Members will agree is crucial, and nowhere more so than in respect of the safety of AVs for all road users. In chapter 5.7 of its report, the Law Commission states that equality impact assessments must be published, but there is no reference to such assessments anywhere in the Bill. There is, then, a need for clarity on transition demands. The policy scoping notes, and the Minister on the Floor of the House, committed to equity of impacts, so why is that not on the face of the Bill, given that the Minister knows how important it is? I look forward to the Minister’s response.

[Grahame Morris]

I want to make a few points in support of my Front-Bench colleague, my hon. Friend the Member for Wakefield. As he rightly said, clause 3 would enable the Government to authorise a vehicle as an automated vehicle if it met the self-driving test and if other authorisation requirements were met. That is both a safety and an insurance issue, so it is fundamental to what the Bill is intended to achieve.

--- Later in debate ---

[Anthony Browne]

It absolutely would. To be authorised, the ASDE is required to be competent and financially sound. Clearly, the legislation needs to be binding on the ASDE wherever it is, or we could not regulate or authorise it.

New clause 4 is about transition demands, as we call them, although I do not think the hon. Member for Wakefield used that term in the new clause. It is important to get the right timing for transition demands. The Bill already requires a robust approach to ensuring that the user in charge—the transition demand relates to the user-in-charge feature; it goes back to them taking control from the self-driving feature—can respond safely to a transition demand and that they are aware of their responsibilities. As the hon. Member mentioned, we are already doing research on this fast-moving area, but ultimately what transition demand is appropriate depends on the use case: it might be different for someone driving on the motorway compared with someone doing some urban driving or operating a taxi or delivery vehicle.

How the transition demand works should be set out in the authorisation of the ASDE. Again, we are getting more and more data on the matter, and research is being done. It needs to be flexible because it depends on the individual case, so I do not think there is a need to set out in law that there should be research on it. Essentially, the new clause is unnecessary.

[Simon Lightwood]

Clearly, the only way we can have absolute clarity on the robot issue is to put it in the Bill and reference the inclusion of delivery vehicles specifically. There is potentially a mistake in terms of getting in the way of future investment and economic gains because of the grey area that continues to exist. We have had no clarity from the Government on when they may look at the issue further.

I thank my hon. Friend the Member for Easington for his comments regarding the insurance industry. Again, the amendments were there to give that transparency and clarity to that industry and to disabled groups. I will not be pushing any of the amendments to a vote. I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Clause 3 ordered to stand part of the Bill.

Clauses 4 to 9 ordered to stand part of the Bill.

Clause 10

Register of authorisations

[Bill Esterson]

I beg to move amendment 23, in clause 10, page 7, line 21, at end insert—

“(1A) The register referred to in subsection (1) must be made available online.”

This amendment would mean that the register of automated vehicle registrations is available online.