United Kingdom Internal Market Bill

Debate between Alan Brown and John Hayes

Wednesday 16th September 2020 Commons Chamber

[Sir John Hayes (South Holland and The Deepings) (Con)]

At the heart of the purpose of politics is a marriage between the common good and the national interest, and trade is at the heart of both. This Bill—in particular, clauses 46 and 47—makes that principle real, yet the supporters of these amendments seem either unaware or unwilling to accept that trade is a national policy and has to be determined in the interests of the whole kingdom. Of course, as the hon. Member for Glasgow Central (Alison Thewliss) said, co-operation and collaboration are necessary with the constituent parts of that kingdom, but in the end trade deals are negotiated by the Government as a whole.

The idea vested in the amendments in this group—notably, amendment 33—that Ministers should act only with the permission of people in those constituent parts is preposterous, as anyone on either side of the House who has served as a Minister knows. Of course, collaboration requires a relationship between those in the devolved Assemblies and Ministers here, but that relationship is one in which the devolved Minister knows that the buck starts and stops with the national Government.

[Alan Brown]

I am not sure whether the right hon. Gentleman has read clause 46 or the amendment correctly. Clause 46 says:

“A Minister of the Crown may…provide financial assistance”

in respect of matters of devolved interest. It is not about trade; it is about the UK Government being able to take decisions on behalf of the devolved nations on matters that are otherwise devolved. Why is it so objectionable to seek the consent of the devolved Administrations on matters that should be devolved anyway?

[Sir John Hayes]

The problem at the heart of the hon. Gentleman’s proposition—this was reflected in the opening speech by the hon. Member for Glasgow Central—is that the Scottish National party, the Scottish separatists, believe that the relationship between the United Kingdom Government and the people of Scotland should be devised and delivered only through the prism of them and their friends. The truth of the matter is that the United Kingdom Government have a relationship with Scotland irrespective of the SNP and its friends.

[Alan Brown]

Will the right hon. Gentleman give way?

[Sir John Hayes]

No, I will not give way again.

[Alan Brown]

rose—

[Sir John Hayes]

No. I say to the hon. Gentleman that I am conscious of your strictures, Dame Eleanor, that we should not stray into the realms of loquaciousness. Many other Members on both sides of the Chamber wish to contribute, so I will not give way to the hon. Gentleman, with whom I have shared many arguments and, indeed, many agreements over a considerable period of time. I suspect that we are not going to agree about this.

[Alan Brown]

rose—

[Sir John Hayes]

I am not going to give way. I have made that clear.

Although it is true that the vast majority of the people of Scotland, Wales, England and Northern Ireland may not be gripped every waking moment by the minutiae of British politics, millions of patriotic Britons across all parts of our kingdom, in England, Wales, Scotland and Northern Ireland—small business owners, farmers, fishermen, employers, workers; everyone from trade unionists to tree surgeons—expect this Government to get Brexit done and to strike trade deals in the national interest and for the common good. It is as straightforward as that. Anything that provides an impediment to that desire is not only unacceptable but directly contradicts the will of the people. This sovereign Parliament’s mission—its duty—is to embody the will of the people, to respect it and to deliver on it. I am afraid the amendments before us would impede that process, whether that is their intent or not. I will be generous and make it clear that I am not alleging that that is their intent, but it would certainly be their effect.

Perhaps saddest of all are the amendments in the group tabled in the name of the official Opposition. I see sat at the Dispatch Box the hon. Member for Sheffield Central (Paul Blomfield), an old friend, looking as sorrowful as I am when I have to make that charge. The official Opposition is a Unionist party, yet it is clear from the amendments in their name that they have gone along with the idea that Ministers of the Crown should be required—yes, required—to seek and gain the consent of devolved Ministers before proceeding with what they believe is in the national interest. I have to say, I am disappointed about that, and it is another reason why we should vote against the amendments in the entire group and support the Bill unamended.

The shared interest of the people of Britain—the common good, as I described it—has been endangered; indeed, it has been diluted, year after year, through our relationship with the European Union, as my right hon. Friend the Member for Wokingham (John Redwood) set out earlier in his excellent speech. Taking back control is in the people’s interest, because it will allow us to develop policies that are pertinent to that interest in every part of the United Kingdom.

The debate we are having about the Bill is to some degree rather recherché. It reminds me of the debates we have had in recent times between those who wanted to honour the people’s will, expressed in the referendum, and those who were unreconstructed remainers. Many who campaigned to stay in the European Union have accepted the result and gone along with it, because they believe it was a once-and-for-all decision that should be honoured, but there are those—we have seen them persistently in recent times—who did not accept it. Perhaps, tied to their kind of bourgeois, liberal, doubt-filled, guilt-ridden perspective on world affairs, they were unwilling to recognise that that is a world apart from the view of working-class Britons, as the referendum and the general election showed. That is, in large part, an explanation for why my party seized power in constituencies across the country, particularly in the midlands and north, that it had never represented before. Those people in those places have woken up to the fact that that elite had no understanding and no care for their sentiments or their interests and could not really grasp why they believed that it was right that our trade policies, our policies on migration and other matters should be determined by this sovereign Parliament speaking for those very people.

Automated and Electric Vehicles Bill

Debate between Alan Brown and John Hayes

Tuesday 26th June 2018 Commons Chamber

[Mr Hayes]

I do not want to agree with the right hon. Gentleman too often, otherwise this fleeting romance might become a marriage—heaven forbid, as we know how that worked out for the Liberal Democrats last time round—but he is right again. Rapid charging will, to some degree, help with that, but we also need a sufficient number of charge points, conveniently located.

It is possible that, knowing me as he does, the Minister assumed, not unreasonably, that in making my point about the look and feel of the charging points I was merely advancing a case for aesthetics. It is true that, like Keats, I believe that truth is beauty and beauty is truth, but getting the appearance of the charging points right will be vital to the gaining of public acceptance. People know what a pillar box looks like, they know what a telephone box looks like, and they need to know with equal certainty what an electric charging point looks like. It should be beautiful, but it should also be immediately identifiable for what it is.

Having made those few points, I endorse all that the Minister said about the character of the amendments and the nature of the consideration so far. Once again, I congratulate him on the role that he has played—together, by the way, with my old friends on the Opposition Front Bench, who have themselves played a dutiful and entirely responsible role in trying to make this legislation better.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to follow the right hon. Member for South Holland and The Deepings (Mr Hayes).

[Mr Hayes]

I should have mentioned the hon. Gentleman as well.

[Alan Brown]

Cheers! We had better watch out that this does not become the road to a marriage.

The right hon. Gentleman—the former Minister—talked about the standardisation of charge points, and I agreed with what he said. I thought that he was going to end with a reference to the “Hayes hook-up”.

I will be brief, although last night I got a slight kick out of speaking for longer than others thought I was entitled to. I support the Bill, as do the Labour Opposition, and I support the Lords amendments, most of which are tidying-up measures. I also welcome the clarification on hydrogen fuel cells because there is no doubt that hydrogen will play a big part in the decarbonisation of transport.

In particular, I support Lords amendment 32, which requires the Secretary of State to report on the impact of part 2 of the Bill. I have previously pointed out to the Minister that when I have tabled amendments suggesting that the Government should report, I have always been rebuffed. I looked back and found the new clauses about reporting that I tabled in the Public Bill Committee, and, in the context of the reporting to which the Government are committed, I hope that they will take on board some of my previous suggestions.

One of my new clauses, entitled “Review of impact of Part 2”, required the Secretary of State to report on

“the number and location of charge points in the United Kingdom…the resulting uptake of electric vehicles…the manufacturing of electric vehicles”.

Another, entitled “Report on electric charging points”, referred to the development of

“a strategy for establishing charging points for…domestic properties…urban and rural settlements, and…the road network.”

Automated and Electric Vehicles Bill (Seventh sitting)

Debate between Alan Brown and John Hayes

Committee Debate: 7th sitting: House of Commons
Thursday 16th November 2017 Public Bill Committees

[Alan Brown]

I welcome that intervention. It is a valid point; we need to look at the wider considerations. Buses and other vehicles are the biggest polluters in terms of NOx, so it is certainly an important consideration. As I said, I will be happy to hear the Minister’s response; I hope that it will encapsulate these issues as well.

[Mr Hayes]

In 2013, as the whole Committee, including the hon. Gentleman, will know, the Government published “Driving the Future Today”, which set out the path to achieving zero-emissions vehicles. It was Yeats, my favourite poet, who said that

“Happiness is neither virtue nor pleasure nor this thing or that, but simply growth. We are happy when we are growing.”

The growth of new kinds of vehicles has been almost unremitting since that publication. The facts speak for themselves. There are around 10 times more ultra low emission vehicles registered in the UK than in 2013, so although the aims of the strategy published then remain the same, the hon. Gentleman is right that we need a new one. I have thought about it since I read his new clause and since hearing the arguments made from both sides of the Committee. We shall publish a new strategy that will include all vehicles. The hon. Member for Warwick and Leamington is right: we have had private discussions about this and he has made representations to me. We will start work on it now, because I do not want to delay—I am casting an eye only at the politicians in the room, by the way. Shall we say that we will have it completed and published by March? That would be well within the time in which the Bill is being considered. On that basis, I hope the hon. Member for Kilmarnock and Loudoun will withdraw his new clause.

[Alan Brown]

As the Minister says, the facts speak for themselves. I certainly welcome that review and that forward direction. I would also be grateful if he wrote to the Committee to confirm the timescale and the terms of reference.

--- Later in debate ---

[Mr Hayes]

indicated assent.

[Alan Brown]

On that basis, I beg to ask leave to withdraw the motion.

Clause, by leave, withdrawn.

New Clause 14

Report on impact of electric vehicle charging points on energy consumption

“(1) The Secretary of State must, within 12 months of this Act receiving Royal Assent, lay a report before Parliament on the impact of charging points on—

(a) energy consumption,

(b) grid management, and

(c) grid storage capacity.

(2) Before exercising their duties under subsection (1), the Secretary of State must consult the Scottish Government, the Welsh Government and the Northern Ireland Executive and have regard to their views.

(3) As well as consulting those in subsection (2) the Secretary of State must consult with—

(a) the National Grid, and

(b) any other such persons as the Secretary of State considers appropriate.”—(Alan Brown.)

This new clause would require the Government to consult with devolved administrations and produce a report on the impact of energy consumption as a result of increased number of electric vehicles in the UK.

Brought up, and read the First time.

--- Later in debate ---

[Mr Hayes]

It is indicative of the generosity that typifies your stewardship of this Committee, Sir Edward, that you have allowed us to speak about the new clause, arguably tangentially but not in a way that is not helpful to our consideration. I will return to the argument of the hon. Member for Kilmarnock and Loudoun in a second, but the remarks of my right hon. Friend the Member for West Dorset are reminiscent of the conversations that he and I had many years ago when I was the Minister responsible for energy and when we unsuccessfully attempted jointly to address these matters.

My right hon. Friend is right to say that it is important that the Bill creates the necessary means by which powers could be taken, should they become necessary, to deal with the flow of information in the way he described. He will know well, having studied the Bill in detail, that although clause 11 and clause 11(2) in particular suggest that the Secretary of State can indeed take powers that he considers necessary, those powers are defined as being

“likely to be useful to users or potential users”

of a charge point. Moreover, there is nothing in clause 12 that specifically addresses the argument that my right hon. Friend just made.

In the light of that I am minded to consider a minor technical Government amendment, which either adds a further Roman numeral to the list or amends one there already, to be certain that the Secretary of State taking the powers detailed in the Bill could do so for the purpose that my right hon. Friend set out. I hope that will be sufficient to persuade him not to become rebellious and, even if the hon. Member for Kilmarnock and Loudoun, who I am about to try to satisfy, withdraws his new clause, bring something potentially destructive to bear, thereby changing the whole atmosphere of this extraordinarily convivial Committee.

I think the hon. Member for Kilmarnock and Loudoun is right again, if I may say so. It is certainly true that the strategy that I described, which we will bring in with vigour and rigour, with diligence and alacrity, should include the manufacture or use of electric vehicles. That is a given. It needs furthermore to relate that to the Government’s environmental objectives, which I spoke about earlier—our desire to create a low emission vehicle environment that is helpful to our broader air quality plans. However, he is also right that consideration of the matters brought up by his new clause must be part of that broad sweep or strategic approach. So, again, he does us a service by highlighting that.

I will take that point away and I hope that by the time we get to the next stage of our consideration of the Bill I will be able to say a little more about the characteristics of the strategy. On that basis, I hope that my right hon. Friend the Member for West Dorset and the hon. Member for Kilmarnock and Loudoun will feel that I am going not the extra foot or yard but the extra mile to ensure that their wishes are granted.

[Alan Brown]

It is often asserted that the SNP is never satisfied in this place, but I am certainly satisfied with the Minister’s remarks and with that direction of travel, so I beg to ask leave to withdraw the new clause.

Clause, by leave, withdrawn.

New Clause 15

Liability of insurers etc where accident is caused by automated vehicles in convoy

“(1) That the Secretary of State must set out in regulations liability for insurers and other parties where an accident is caused by automated vehicles driving themselves in convoy.

(2) These regulations must make provision for—

(a) a definition of automated vehicles driving themselves in convoy,

(b) determining liability of insurers and automated vehicle owners in cases where—

(i) the automated vehicles travelling in convoy are insured, including where the vehicles may be insured by different companies;

(ii) one or more of the automated vehicles driving in convoy are not insured.

(c) resolving liability disputes where automated vehicles are driving in convoy,

(d) ensuring any compensation received by the injured party in such accidents is not delayed by liability disputes.

(3) Where a statutory instrument contains the first regulations made under this section, the instrument may not be made unless a draft of it has been laid before Parliament and approved by resolution of the House.

(4) A statutory instrument containing regulation under this section that is not the first such regulation made under this section, is subject to an annulment in pursuance of a resolution of either House of Parliament.”—(Clive Efford.)

Brought up, and read the First time.

Automated and Electric Vehicles Bill (First sitting)

Debate between Alan Brown and John Hayes

Tuesday 14th November 2017 Public Bill Committees

[Mr Hayes]

The hon. Gentlemen implies that those things are mutual exclusive. Of course, if someone intentionally—deliberately—goes about the business of not updating their vehicle, that creates a responsibility and a liability. That has ramifications of the kind that I described for insurers, but it also has the wider ramifications that he described. I do not think we are in different places on that.

Let me turn briefly to the comments made by the shadow Minister. Again, I can see why he makes that point, but as he knows, we will shortly discuss clause 5, which gives the right of recovery against the person actually responsible for the incident, whoever that responsible person is. We can probably deal with the matter he raises when we debate clause 5, rather than adding to this clause in the way he suggests. His intent is entirely understandable but I do not think this is the best place to make the amendment that he proposes. With that, and my commitment to take further the point that my hon. Friend the Member for North Warwickshire raised, and the more general commitment I have made, reflecting my original remarks about the ambitions of the Bill, the limits on those ambitions, and the development of further regulation, I do hope that the hon. Member for Kilmarnock and Loudoun and others will see fit not to press their amendments.

[Alan Brown]

I have listened to the Minister and to the comments that have been made. Amendment 11 is still about putting additional responsibilities on the manufacturer, which seems to accord with some of the comments made by the hon. Member for North Warwickshire. The Minister agreed to take on board those comments, but I felt he was a little dismissive of amendment 11. I would like to press amendment 11 to a vote, but I will not press amendment 12.

Question put, That the amendment be made.

Automated and Electric Vehicles Bill (Sixth sitting)

Debate between Alan Brown and John Hayes

Committee Debate: 6th sitting: House of Commons
Tuesday 14th November 2017 Public Bill Committees

[Mr Hayes]

I will take that, Sir Edward, with the courtesy that you deserve, as a bid and consider it alongside other helpful suggestions.

So, the design competition will be launched shortly. A combination of that readily recognised design, with the pervasive policy that will result from the work that we are going to do with other Government Departments and the powers we are taking here, will mean that, as with the old red telephone boxes, when they were more common, and pillar boxes that still are, people will know exactly what a charging point looks like and how they can access one.

Perhaps inspired by the hon. Member for Kilmarnock and Loudoun, I want to deal with the matter of rural areas, which is not in my notes. I am mindful of the experience of mobile telephone coverage or the roll-out of broadband. Members of the Committee who represent rural areas who, if they have not said something already, will at least be thinking, what about Dorset, Lincolnshire or Cornwall? We love driving on the main arterial routes, but will we be neglected? I think we need to do more work on that. We have mentioned major retailers in the Bill, but by their nature they may well be disproportionately located in the places where populations are concentrated and where most vehicles travel, and not in the rural areas represented by a number of members of this Committee.

We should think creatively about how to ensure that rural areas are not neglected. We must not end up with an inadequate number of charging points in parts of the country and therefore a disadvantage for the people of, for example, Gainsborough. I know you would not want that, Sir Edward. That is an additional consideration that I offer the Committee. I do not think it is an automatic consequence of the Bill, but it should accompany it as a further piece of work. There may be ways in which we can encourage certain local authorities. There may be ways to monitor and then ensure a consistent roll-out of charge points across the country. This is not unlike the suggestion that was made by the hon. Member for Warwick and Leamington about how we might apply different aspects of the policy in different ways at different locations.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

I welcome those comments, but obviously this will not be in the Bill. How can we make sure that the work goes ahead on assessing rural capability and the actual roll-out in rural areas?

[Mr Hayes]

This part of the Bill facilitates a regulatory environment that would allow us to address a range of challenges. The Bill anticipates regulations, though I do not yet know whether this needs to be done by regulation or whether it can be done by other means. I wanted to highlight that I share the hon. Gentleman’s concern. I know that the Committee felt that there is, not a risk or a likelihood, but a possibility that we might end up concentrating charge points, even though they are interoperable and easily accessible and wonderfully recognisable and beautiful, and that rural areas would consequently be at a disadvantage. I will look at the matter closely and see whether we need regulation, or whether we can use other means.

I must say a word about amendment 3, as it is the subject of the debate. The hon. Member for Kingston upon Hull East suggests that we require the Secretary of State to consult charge point operators and vehicle manufacturers before regulating. I can absolutely assure him that we will be consulting charge point operators and vehicle manufacturers before we make regulations. He has my certain assurance that that consultation will take place. I do not feel that the amendment is necessary, because it is implicit in the way in which the Government will go about their work. Ruskin said:

“Remember that the most beautiful things in the world are the most useless; peacocks and lilies for instance.”

That does not mean that useful things must be ugly. It is perhaps true that the most beautiful things are useless, but let us make useful things as beautiful as they can possibly be.

--- Later in debate ---

[Mr Hayes]

I know that when I display my scepticism about the free market, it excites my Opposition friends whose views on such things are closely aligned with mine. I have to say, however, that the market is not entirely undesirable. We hope that through co-operation and collaboration, consultation and discussion, we can bring about a happy series of outcomes. We want to work with manufacturers and industry to ensure that we get to the destination that we all seek, but the regulations ensure that if we do not get there, we take the powers. My view is simple: we will introduce regulations when it is necessary to do so. We will not regulate unless we have to. As my right hon. Friend the Member for West Dorset said, there seem to be persuasive arguments that if we do not establish the ability and, in some instances, the actuality to do so, the market will not necessarily deliver all these outcomes, but that is a matter to gauge when we see how things develop. The important thing is that the Committee can be proud of putting in place the means by which Government can do just that.

[Alan Brown]

Building on the Minister’s commitment to look at the considerations for the roll-out in rural areas, I make a plea for him to consider the associated factors that need to be taken into account, such as mobile coverage or communications connections. I ask him to take account of those wider issues to get the full big picture of what is required to enable roll-out.

[Mr Hayes]

I am a great believer in allowing one’s ideas to formulate and develop through scrutiny. I am inclined to say that we should do a mapping exercise to see where charge points are now and where we envisage them developing in the short term, and to identify the further steps that need to be taken at an early stage. With the other technologies that the hon. Gentleman and I have mentioned, we are playing catch-up. Good work has been done by this Government, the previous Government and the Government before that in trying to get there, but anticipating some of those problems by doing a detailed mapping exercise might allow us to take early steps of the kind that the hon. Gentleman and I wish to see. I commit to do that as a result of this scrutiny.

--- Later in debate ---

[Mr Hayes]

The amendments and the new clause address the issues of consultation and review, as the hon. Gentleman briefly set out. I could give a short version of my speech and simply say to him, “Yes, yes, yes, yes and yes,” but I am not sure that that would satisfy the more demanding members of this Committee, so let me explain what I mean.

The hon. Gentleman is right that consultation must be part of the continuing determination to ensure that the objectives of the Bill are met. I am determined that we should consult with the National Grid, large fuel retailers and others before making regulations. I completely agree with him that it will be important to consult a wide range of stakeholders on making regulations under these powers, and that will include the devolved Administrations detailed in amendment 13.

The hon. Gentleman will note that we have an obligation, set out in clause 15(3), to do so:

“Before making regulations under this Part, the Secretary of State must consult such persons as the Secretary of State considers appropriate.”

It is right that the hon. Gentleman asks, “Well, who does the Secretary of State consider appropriate?”, because these are broad powers. It would certainly include all the organisations he has mentioned and, by the way, others across the industry. The providers of charge points and others must be consulted, as I have emphasised throughout our consideration of the Bill. He can have the binding assurance from me that we will consult in precisely the way his amendment suggests.

Furthermore, I agree with the hon. Gentleman about the business of review. Given that I have emphasised, as I think have other members of the Committee, that this is a rapidly changing area of work, with evolving technology—the modest nature of the Bill means that we know more will need to be done, both in secondary legislation and, I suspect, beyond—it is important that we keep a close eye on how things are developing.

I have already agreed, as a result of the brief exchanges between myself and the hon. Member for Kilmarnock and Loudoun, both today and in earlier consideration of these matters, that we should map the provision of charge points across the country. It is very important that we monitor closely how charge points are rolled out. We have spoken about workplaces, local authorities, service stations and so on and so forth, but we need to get a clear view about where the concentrations of charge points are and what needs to be done to fill in any gaps that emerge.

More than that, it is appropriate to review more generally. I draw the attention of the hon. Member for Kingston upon Hull East to the Small Business, Enterprise and Employment Act 2015, in particular to section 28. He will remember, probably having debated it at other times and in other places, that section 28 creates a

“Duty to review regulatory provisions in secondary legislation”—

in my judgment, absolutely properly. Section 28(2) makes it clear that:

“The Minister must—

(a) make provision for review in the secondary legislation in which the regulatory provision is made…or

(b) publish a statement that it is not appropriate in the circumstances to make provision for review in that legislation”.

Either the Minister must justify why he is not reviewing, or review.

My strong indication to the Committee is that in those circumstances, we would want to review and consider the ramifications that result from the legislation, for the very reasons I have just given. It is a rapidly evolving and changing field and we want as much debate and scrutiny of it as possible. It is not a matter of contention, but a case of the whole Committee—indeed, the whole House—wanting to get it right. There is provision for us to do so; we have committed to that in clause 15. For those reasons, and with the strong assurances I have offered, I hope that the hon. Gentleman will withdraw the amendment.

[Alan Brown]

I agree with the principle of amendment 7, and it is good that the Minister says he will take that on board and do the necessary consultation. New clause 5 is about annual review, reporting and updating Parliament, so I would like to hear a wee bit more about how the Minister will do that kind of review of the uptake of electric vehicles and feed back to Parliament, working out, if necessary, what targeted interventions might be required on the back of that.

The Minister said that he would consult the devolved Administrations listed in amendment 13, which appears in my name. I welcome that, but the whole purpose of the amendment was to get the involvement of the devolved Administrations into the Bill, to absolutely ensure that it happens. Based on his earlier intervention, I am sure that the hon. Member for Stirling would agree with that concept.

Certainly, there are advantages to a UK-wide approach, and that requires the involvement of the devolved Administrations. For example, Scotland has its own electric and automated vehicles strategy, which was announced in this year’s programme for government. Scotland is trying to take a lead in the roll-out of such vehicles, and we have set a target of 2032 as opposed to 2040. If the Bill had not been so tight, I would have tabled an amendment to bring forward the 2040 deadline, but unfortunately I have not been able to do so. There is a different strategy in Scotland, and the UK Government need to take that on board, with the Scottish Government.

Scotland has an excess of commercial and academic expertise in smart grids and data management, and we need to ensure that that expertise is tapped into in the consultation and brought forward for the benefit of everyone. I have mentioned the Scottish Government; clearly, other devolved Administrations might have their own priorities that need to be fed in as well. The Minister said that he would give that assurance, but I will look to see how it is taken forward and whether we need to revisit amendment 13 on Report.

I am happy not to push the amendment to a vote; I am just looking for that certainty on an ongoing basis. The Minister is probably aware, regarding the Brexit negotiations just now, that the Scottish and Welsh Governments have raised concerns that they are not fully involved and are getting overlooked. We cannot be in a position where decisions are imposed on the devolved Administrations without consultation and without those decisions being agreed.

[Mr Hayes]

The hon. Gentleman is not the first, and will not be the last, to clamour to hear more from me, but I do not want to tire the Committee unduly. I have given the commitment that he will have heard about the consultation, but just in case he is uncertain about the good will that lies behind it, let me say, merely on the grounds of unvarnished self-interest, that the Government would certainly want to consult, because we want to get this right. Frankly, there is little for the Government to lose from that kind of dialogue with the devolved Administrations and the whole of the industry. Any responsible Government would want to engage in such dialogue and consultation. I do not suggest for a moment that the hon. Gentleman does not trust my good will, but just in case he does not want to depend on it, I assure him that it is in the Government’s interests to ensure that we get this absolutely right.

Automated and Electric Vehicles Bill (Fifth sitting)

Debate between Alan Brown and John Hayes

Committee Debate: 5th sitting: House of Commons
Tuesday 14th November 2017 Public Bill Committees

[Mr Hayes]

The hon. Gentlemen implies that those things are mutual exclusive. Of course, if someone intentionally—deliberately—goes about the business of not updating their vehicle, that creates a responsibility and a liability. That has ramifications of the kind that I described for insurers, but it also has the wider ramifications that he described. I do not think we are in different places on that.

Let me turn briefly to the comments made by the shadow Minister. Again, I can see why he makes that point, but as he knows, we will shortly discuss clause 5, which gives the right of recovery against the person actually responsible for the incident, whoever that responsible person is. We can probably deal with the matter he raises when we debate clause 5, rather than adding to this clause in the way he suggests. His intent is entirely understandable but I do not think this is the best place to make the amendment that he proposes. With that, and my commitment to take further the point that my hon. Friend the Member for North Warwickshire raised, and the more general commitment I have made, reflecting my original remarks about the ambitions of the Bill, the limits on those ambitions, and the development of further regulation, I do hope that the hon. Member for Kilmarnock and Loudoun and others will see fit not to press their amendments.

[Alan Brown]

I have listened to the Minister and to the comments that have been made. Amendment 11 is still about putting additional responsibilities on the manufacturer, which seems to accord with some of the comments made by the hon. Member for North Warwickshire. The Minister agreed to take on board those comments, but I felt he was a little dismissive of amendment 11. I would like to press amendment 11 to a vote, but I will not press amendment 12.

Question put, That the amendment be made.

Automated and Electric Vehicles Bill (Fourth sitting)

Debate between Alan Brown and John Hayes

Committee Debate: 4th sitting: House of Commons
Thursday 2nd November 2017 Public Bill Committees

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

I apologise for not understanding, but will the Minister explain further how the Road Traffic Act 1988 covers the specific example of an automated vehicle transitioning from automatic to driver mode, or vice versa?

[Mr Hayes]

I will be happy to do that when further inspiration reaches me. In the interim, while I wait for that inspiration, I will say that we recognise the need to ensure that the transition controls are safe. It is of value to emphasise that research, including some being carried out in the UK, will help to determine a safe transition process to inform international safety standards of the kind I mentioned earlier. In essence, therefore, the field is a developing one in which those international standards are being built on. Research is taking place here and elsewhere.

The research that we spoke briefly about in the witness sessions is such that it includes the development of software to take account of endless eventualities that might occur while a vehicle is being driven or driving itself. The work being done is to simulate a range of road conditions and circumstances in which any car might find itself at any point in time on any kind of road. That is of course as numerous as might be imagined, but the aim is to have software that is clever enough to deal with all kinds of driving circumstances. The work is not complete but ongoing, and is being done on London roads as we speak—trials on London roads in real time.

I am therefore confident that the further work will lead to an outcome where the software that in the end allows us to see the further development of automated vehicles will be able to replicate circumstances that drivers find themselves in. That, by the way, relates to a debate we had earlier about the judgments that might be made by a human being replicated by the software given all kinds of different challenges.

--- Later in debate ---

[Mr Hayes]

A former lawyer, I should say. Of course Governments always look during scrutiny at the wording of Bills and at what can be tightened, changed or improved. That is part of the business that we are engaged in today. That is why we are having these debates; that is why we believe in the parliamentary process; that is why I started by saying that my intention was not to blindly drive the Bill through unaltered, but to listen, consider and reflect. That is the approach that I adopt.

The risk in this particular case, and with this kind of Bill, lies in trying to do too much. My right hon. Friend the Member for West Dorset will say, “Yes, but it has to be sufficient,” and of course he is right. The point that he made at the beginning of his remarks was that if we are seeking clarity—and the case that we are making for the Bill is clarity—we cannot end up with something that is not clear. Otherwise, ipso facto, we are not fulfilling our ambitions. This debate is about that clarity.

Let me put this on record and see if it helps. It is likely that the first automated vehicles to reach the market will be usable in automated mode only in specific situations or use cases; we talked about that previously. They will probably be used, in the first instance, on motorways, for obvious reasons. In those terms, to put it in a way that most of us should find easy to grasp—I certainly find it easy to grasp, and if I find it easy, that is fair enough—it is a bit like a combination of what we have now. We have cruise control, which we might use on a motorway, but we probably would not use on a small side road in a rural area. We might use other driver-assist mechanisms currently available that are not automated, but have been developed over time to make driving more straightforward. We use assisted parking only when we are parking or reversing. There is a relationship between developing technology and actual use. That, I think, is how it will be at the beginning of the process—the journey, the road, the mountain; I do not mind which simile I use—that we are embarking on.

[Alan Brown]

Will the Minister give way?

[Mr Hayes]

I will give way in a moment; I just want to complete this thought. Manufacturers have spoken about creating geofenced vehicles that would operate in defined parts of the city; others have spoken about systems that would operate on motorways and other high-speed roads. It is likely that the relevant global regulations that will be used to type-approve automated vehicles will reflect such limited-use cases. It is also possible that the regulations will contain requirements that the vehicle be able to detect where it is so that the system cannot be used in other situations.

Therefore, it is not clear that we need to make matching regulatory changes in our domestic framework. If necessary, we can use existing powers—this relates to what I said earlier—in the Road Traffic Act 1988 to revise existing or create new road vehicle construction and use regulations to reinforce the global regulations. That is exactly the point that I would make to my right hon. Friend the Member for West Dorset. If that legal power exists, and as long as the Bill does not counter it—it is a useful addition, but it does not negate any of that—it seems to me entirely possible to deal with those technological changes.

--- Later in debate ---

[Mr Hayes]

If it is helpful to explain to the Committee in greater detail and in more technical detail, if I can put it that way, the relationship between the Road Traffic Act and the Bill, I am happy to do so, and to do so in particular relation to the point that my right hon. Friend has just made about responsibility and liability, because he is right that if such a contradiction occurred, the purpose of the Bill would not be fulfilled. So, I am happy to reflect and write on that, and given what the hon. Member for Kilmarnock and Loudoun has said, perhaps that will be beneficial in dealing with his query, too.

[Alan Brown]

Further explanation might help, but the Minister also said that he could use the Road Traffic Act to create regulations that could deal with this issue, because he said that the Bill is to do with fully autonomous vehicles. However, it still seems logical that, if this is a new Bill to deal with autonomous vehicles, we should deal with the scenario that we know exists—it is a scenario that we have already heard evidence about. There is already what is called the tier 3 or level 3 mode of operation, whereby a vehicle already makes that transition from driving to automated, so it seems logical that we deal with this issue while we are considering the Bill.

[Mr Hayes]

No, I do not think that I agree with that. We are all, to a lesser or greater extent, experienced legislators, or most of us are, and therefore we know that when a Bill is introduced and then becomes an Act, it certainly needs to be synergistic and compatible with the other, pre-existing measures to which it relates. I am not sure that it always needs to replace them; if that was the case, every Bill would have to be immensely ambitious in its scope.

So I do not think it is impossible to reach a position where, if we can accommodate the requirements of my right hon. Friend the Member for West Dorset, we can end up with an Act that is compatible with existing regulation and that fits—knits, if you like—with it, in as much as the insurance industry can rely on the existing legal framework for the products that it already sells and that the public enjoy—or endure, depending on which way people look at it—and there can be a new set of products that relate to the new technology and that build on the framework that this Bill, which hopefully will ultimately become an Act, delivers. So I am not sure that I agree with the hon. Gentleman.

[Alan Brown]

The amendment provides clarity, though.

[Mr Hayes]

The hon. Gentleman intervenes from a sedentary position. Yes, but what I described does not suggest a lack of clarity. It simply says that the existing legislation is obviously clear, because it has given rise to an insurance marketplace that works; the new legislation needs to be clear, as my right hon. Friend the Member for West Dorset; and then the relationship between the two needs to be clear. We have achieved one objective, which has been achieved since 1988 at least; of course, there was legislation before that, but we do not need to deal with that legislation now.

So, I am not sure that those things cannot be squared; in fact, I am certain they can be squared and it is my job to do so. Because it is my job to do so, I am not sure that I can accept the amendment—although it is entirely understandable, well-argued and designed to help; I know that—not least because it is too detailed for the level of development of the technology and could constrain more appropriate subsequent regulation of the kind that I have described.

Also, ultimately the amendment would not help with the process of determining and apportioning liability in the event of an incident, which will remain the same as it is now, with the courts making judgments based on the facts. I am not sure that the amendment really helps with that, and for that reason I invite—not just invite but recommend—the hon. Member for Eltham to withdraw it.

Automated and Electric Vehicles Bill (First sitting)

Debate between Alan Brown and John Hayes

Committee Debate: 1st sitting: House of Commons
Tuesday 31st October 2017 Public Bill Committees

[Alan Brown]

Q As insurance premiums come down, as predicted, in the future, is there a concern or risk that the Chancellor of the Exchequer will increase the Government’s take from insurance premiums, so that all the savings are not passed on to the driver?

David Williams: We always worry about insurance premium tax increasing.

[Mr Hayes]

Q You talked, in relation to the question from my hon. Friend the Member for North Cornwall about people who are disadvantaged not currently being able to access transport and so on, and subsequently, in answer to the question from the hon. Member for Eltham, dealt with predictable, standard routes. Where an autonomous vehicle is acting more like a bus in effect—it is on a standard journey—presumably it will be particularly appealing to those who currently cannot access transport of their own, because it will be, as you put it, in straightforward mode; even in a straightforward mode, many people currently cannot drive a car, because a visual impairment or a disability prevents their doing so. Is that a future you envisage?

David Williams: I think there will be, in the same way as there are many variations even to the Uber model now, many variations to autonomous vehicles. I think the advantage will be that you will not have to stick your hand out to stop a bus; the vehicle could potentially come into your drive and then go back out and continue its journey.

Automated and Electric Vehicles Bill

Debate between Alan Brown and John Hayes

2nd reading: House of Commons & Ways and Means resolution: House of Commons
Monday 23rd October 2017 Commons Chamber

[Mr Hayes]

I am not unsympathetic to that argument. The hon. Gentleman is right that the development of the necessary skills to service this new technology will be critical to its acceptance, rather as the absolute assurance of safety will. I expect the new skill set to develop, and I think that the industry will want that to happen.

I spoke briefly about the balance between what the market will provide and what Government need to do to frame and shape market provision, and this is a good example. We hope to see the development of apprenticeship programmes that are sufficient to cope with the demands that the hon. Gentleman set out, and we want the Government to work with the further and higher education sectors accordingly. We want to ensure that the work being done on emerging technology by most of the big motor manufacturers—as he knows, there is hardly a motor manufacturer that is not investing in research and development in this field—is tied to a proper consideration of the development of enough people with the skills to support it.

I think the hon. Gentleman is right, and I look forward to further debate about the matter. I am not unpersuaded of the idea that Government should play their part. The Bill as it was presented to the House does not contain measures to that effect, but our scrutiny may well give us the opportunity to consider further the points that the hon. Gentleman has made. I cannot believe that the Opposition have not read their Hansard, and that they will not return to the argument that they made in relation to the previous Bill—not that I am, for a moment, accusing them of being repetitious.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

The Minister has used the words “common good”, “national interest” and “safety”. Another thing in the Vehicle Technology and Aviation Bill was laser pen offences. The Minister heard from pilots about how dangerous such incidents are, so can he explain why those measures have been dropped from the Bill and tell us when he will introduce legislation on the matter?

[Mr Hayes]

Looking around the Chamber, I see, in all parts of it, Members with a laser-like approach to addressing legislation. It will not, therefore, have escaped anybody’s notice that this Bill is a rather cut-down version of the one that we considered earlier in the year, which enjoyed a Second Reading and a Bill Committee. We chose to focus on the core elements of that Bill, namely the provisions that deal with autonomous vehicles and electric vehicles.

The hon. Gentleman is right to say that there is a proper concern about the use of lasers. That is something that we have discussed previously. Indeed, I have discussed it with shadow Ministers, and I am determined to do more. We are, by the way, also determined to do more in respect of drones, which may fly above our heads during our consideration in this Chamber, at least in a metaphorical sense—or rather, I hope, only in a metaphorical sense. We are determined to deal with those issues, and we will talk about them in more detail over the coming weeks and months.

Air Travel Organisers’ Licensing Bill

Debate between Alan Brown and John Hayes

3rd reading: House of Commons & Committee: 1st sitting: House of Commons & Report stage: House of Commons
Tuesday 11th July 2017 Commons Chamber

[Mr Hayes]

Then I will draw my remarks to a gradual conclusion. I have already brought my introductory remarks to their conclusion, and I am now moving to the main thrust of my response to the hon. Member for Kingston upon Hull East.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

Far be it from me to prevent the Minister from continuing to drag things out. I apologise, but I do not have one of the intervention sheets that have been circulated. A few interventions ago, the hon. Member for Mid Bedfordshire (Ms Dorries) suggested that the great repeal Bill will account for this amendment. Can the Minister explain how the yet-to-be-published great repeal Bill will supersede or take account of it?

[Mr Hayes]

What I actually said is that the Air Travel Insolvency Protection Advisory Committee, which is missioned to consider these matters in the way I described, will doubtless take account of the contextual changes associated with our independence from the European Union, and I use the word “independence” advisedly. It is inconceivable that the committee would not make reference to that in its annual report, but I also said that I would write to draw the committee’s attention to the specificity of the measures we are bringing before the House to ensure that it carries out the very kind of report and review called for by the amendment.

Air Travel Organisers’ Licensing Bill

Debate between Alan Brown and John Hayes

2nd reading: House of Commons
Monday 3rd July 2017 Commons Chamber

[Mr Hayes]

Madam Deputy Speaker, let me say—as the Speaker leaves the Chamber—that I was about to move to John Ruskin, who said:

“the first test of a truly great man is his humility.”

We present this legislation in that humble spirit, recognising that this is a changing market and the Government must act to reflect that change, but recognising, too, that the market will continue to change. Any Government who believed that this was the end of the story would, I think, be disregarding the further changes that are likely to result from technology, the way people organise their affairs, the way they book their holidays, the way the internet operates, and the fact that other technology will change the way we go about our business. I therefore have no doubt that there will be a need for further provision at some point in the future, but, at this stage, the Bill is an important step in bringing the ATOL provisions up to date and up to speed.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

rose—

[Mr Hayes]

I will happily give way to the hon. Gentleman, who played a useful role in the Committee to which I referred a few moments ago.

[Alan Brown]

I thank the Minister for giving way, and for saying that I played a useful role. As he knows, this legislation was part of the Vehicle Technology and Aviation Bill. What will happen to other measures that were in that Bill, particularly those relating to offences involving the use of lasers that affect pilots?

[Mr Hayes]

I would not want to test your patience, Madam Deputy Speaker, or indeed your largesse, by ranging widely across the provisions of the other aspects of the Vehicle Technology and Aviation Bill, but the hon. Gentleman is right to point out that, as I said earlier, these measures had their origin—their genesis—in that Bill. We will bring further measures to the House: the Queen’s Speech makes it clear, for example, that we will address the issues of autonomous and electric vehicles, which the hon. Gentleman debated, alongside the Opposition spokesman, the hon. Member for Middlesbrough (Andy McDonald), and others, in the Committee that I mentioned. Further measures will be presented, and—not wishing to test your generosity any further, Madam Deputy Speaker—I think I will leave it at that.

In this new Parliament, many of the measures that I described as essential will be introduced, and this ATOL reform is one of them. I hope that our debate today will match the convivial and consensual spirit of our discussions in the Bill Committee to which the hon. Member for Kilmarnock and Loudoun (Alan Brown) alluded. We made progress on both sides of that Committee, and I hope that it continues. I think it fair to say that those discussions demonstrated that there was really

“no difference of principle between the Government and the Opposition on this matter.”—[Official Report, Vehicle Technology and Aviation Public Bill Committee, 21 March 2017; c. 25.]

Those are not my words, but the words of the hon. Member for Birmingham, Northfield (Richard Burden), who also played a useful role in the Committee.

Vehicle Technology and Aviation Bill (Fifth sitting)

Debate between Alan Brown and John Hayes

Tuesday 21st March 2017 Public Bill Committees

[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 Alan Brown and John Hayes

Tuesday 21st March 2017 Public Bill Committees

[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]

Will the Minister give way?

[Mr Hayes]

I am happy to give way, but then I do want to move to the substance of my remarks. These were my exciting and relatively pithy introductory remarks.

[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 Alan Brown and John Hayes

Thursday 16th March 2017 Public Bill Committees

[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]

Will the Minister give way?

[Mr Hayes]

I will happily give way to the hon. Gentleman, because I have not been generous enough to the Scottish nationalists—it is against my inclination to be so, but I am changing.

--- Later in debate ---

[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.

[Mr Hayes]

I am always happy to engage with the industry on the basis the hon. Gentleman describes. I am more than happy to include that in our continuing discussions, and it is right that we should continue to have that discussion with the insurance industry.

Vehicle Technology and Aviation Bill (Second sitting)

Debate between Alan Brown and John Hayes

Tuesday 14th March 2017 Public Bill Committees

[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.

Vehicle Technology and Aviation Bill (First sitting)

Debate between Alan Brown and John Hayes

Tuesday 14th March 2017 Public Bill Committees

[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.