Oral Answers to Questions

Debate between Alan Brown and Steve Baker

Thursday 3rd May 2018 Commons Chamber

[Mr Baker]

I can tell my hon. Friend that I have read that statement with care and that we do share its ambitions. Ministers fully understand and recognise that fishing is of totemic importance to not just the fishing community but the UK as a whole—this goes way beyond its contribution to GDP. We take that knowledge forward as we go into these negotiations, working to deliver that status as an independent coastal state, with all that that entails.

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

In order to demonstrate that Scottish fisherman will not be treated as expendable once again, have the Minister’s discussions focused on control of Scotland’s waters being given wholly to Scotland?

[Mr Baker]

As we go forward, we will continue to work with the devolved Governments to ensure that there is a settlement that works for the whole of the United Kingdom.

Oral Answers to Questions

Debate between Alan Brown and Steve Baker

Thursday 15th March 2018 Commons Chamber

[Mr Baker]

Yesterday I attended the Joint Ministerial Committee plenary session, and I have to say that the First Minister’s tone was very constructive. I feel sure we will work with her to take forward the framework discussions—and, I hope, satisfactorily.

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

Farmers need to know what a transitional deal is going to look like, what a trade deal is going to look like and about labour constraints. To go back to the question asked by my hon. Friend the Member for Airdrie and Shotts (Neil Gray), why will the Minister not listen to NFU Scotland and ensure that all agriculture powers are assigned to Scotland so that the Scottish Government can design a policy to suit Scottish farmers?

[Mr Baker]

Of course we are listening, and in the run-up to the March European Council we very much have the concerns of the devolved Governments in mind, but we must ensure that the internal market of the United Kingdom continues to function. We will go forward with those two tensions in mind.

Exiting the EU: Sectoral Analysis

Debate between Alan Brown and Steve Baker

Tuesday 7th November 2017 Commons Chamber

[Mr Baker]

I am grateful to my right hon. Friend. It is very important that we in this House do not do the work of our negotiating partners for them. We wish to have a deep and special partnership, and to go forward in a spirit of friendship, but it is not our place to do an analysis of our own negotiating capital for our partners.

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

I actually want to commend the Minister, as I thought it was impossible for this Government to get more incompetent but they are doing a very good job of it. When they release the data, will they explain why, if they have undertaken all this analysis, none of it is quantitative? That does not bear any credence whatsoever, because there is no point undertaking an analysis without checking what the impact will be.

[Mr Baker]

I am very happy that I now have so many hon. Friends from Scotland, which is a statement about what the Scottish people think of the competence of the hon. Gentleman’s party. In so far as there is quantitative analysis in the documents, which I have carefully studied, that is a statement of the facts as they were known at the time, not a projection into the future.

Vehicle Technology and Aviation Bill (Fourth sitting)

Debate between Alan Brown and Steve Baker

Thursday 16th March 2017 Public Bill Committees

[Mr Baker]

I am grateful to the Minister for indicating assent. The point then becomes that it is between the insurer and the manufacturer to ensure that these vehicles are safe, properly insured and that the risks involved are insurable—in other words, low.

I have in mind skydiving. I like to skydive. The parachute that has saved my life a couple of hundred times was sold to me without warranty for use for any particular purpose—in other words, it is formally a novelty item under the law. However, it seems to keep saving my life, provided I use it properly. I am quite comfortable with that, because I understand that the vendors of the equipment—the container and the parachute—produce good, reliable equipment to which one can reliably trust one’s life.

I rather imagine that, in relation to cars, while it will all be much more formal and the software will be more complicated than the parachute’s, we are in a similar position. Provided everyone understands where the trust and the liability lies, and provided those relationships are correctly defined, so that they can be tested in court, and provided that the arrangements that are in place are understood, we have a basis on which we can proceed. The quite detailed, technical arrangements, which I would suggest we as legislators are not equipped to either foresee or handle at the time, can actually be dealt with in a way that allows innovation, spontaneity and creativity, but within a fixed framework of law that is suitable to the purposes.

If I may say so, that is why I am so excited about the Bill. I think it shows that the Government are embracing a better way of structuring our society that allows for freedom, but within a fixed institutional framework that does not seek to intervene too much. That is why I reject new clause 9. It is very well intentioned, but for the reasons I have set out, I personally cannot accept it today. If the Government wish to achieve a similar intent, they will need to choose a different form of words at the fore.

[Alan Brown]

It is a pleasure to serve under your chairmanship, Ms Ryan. I will mainly speak to amendment 21, and I will be brief. To remind the Committee, the amendment relates to clause 4. The title of the clause, “Accident resulting from unauthorised alterations or failure to update software”, implies that software that has not been updated causes an accident. Part 1 of the Bill is about defining the liabilities and responsibilities needed to make insurance practical and able to be rolled out, and to facilitate the roll-out of autonomous vehicles. On that basis, amendment 21 makes a lot of sense to me. In defining liability and responsibility, it clearly sets out that manufacturers have a responsibility to try to make sure that vehicles are updated with the latest software. That is important, and I do not think it should be left to the small print of individual insurance policies. If we are trying to improve consumer confidence going forward, placing an onus on manufacturers to fulfil their responsibilities make sense, and putting that in the Bill would help that. It would facilitate that for insurance companies as well.

New clause 9 complements amendment 21. I take on board the comments about incorporating terminology such as “safety critical” in the new clause; that is something that should be considered going forward as well. I think there is merit in the amendment and the new clause.

--- Later in debate ---

[Alan Brown]

With your indulgence, Ms Ryan, I have some sympathy with what the hon. Member for Wolverhampton South West said, because I wondered whether this was the right place to make an amendment, given that the actual title of part 2 is “Electric Vehicles: Charging”. This clause is all about the charging of electric vehicles; it is not actually about internal combustion engines, so I would suggest that perhaps it is not the correct place to make this amendment.

Also, the Government Members of the Committee are some of the greatest free marketeers. If we move to this position where hydrogen internal combustion engines are the future, hopefully the free market will help to drive that as well, because we have all these petrol filling stations that can no longer sell petrol and they may have an opportunity to convert their petrol tanks to hydrogen tanks. There is still a future, but I think we are a wee bit way off it yet.

[Mr Baker]

I am extremely grateful for the range and scale of this debate. I started by saying that I would not dream of pushing this amendment to a Division, so I beg to ask the Committee’s leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Question proposed, That the clause stand part of the Bill.

Vehicle Technology and Aviation Bill (First sitting)

Debate between Alan Brown and Steve Baker

Tuesday 14th March 2017 Public Bill Committees

[Mr Baker]

Q I think that you just hit on the nub of the matter. A board director has major capital investments to protect, which means that they are inclined to stay within trammels once a technology is established. That is very much the point that my hon. Friend the Member for North West Hampshire has been making: there is a danger that we could end up choosing the wrong technology because a whole system of incentives sets up people to stick with electric.

Quentin Willson: The brutal fact of the matter is that getting hydrogen from point A to point B requires pipework. You can have static hydrogen stations that manufacture it, but they will be the size of shipping containers. If you look down the road, creating infrastructure and points, keeping it cheap and making it not a by-product of refining chlorine are all barriers to entry that are much greater than for electrification, which is simple and understandable; it is a currency that we are familiar with now, and we have the electric network. These are the major barriers to hydrogen uptake.

Robert Evans: To follow up on that point, Innovate UK and the Advanced Propulsion Centre are funding research and development projects involving hydrogen fuel cells, and they have done so throughout the period of the low-carbon vehicle innovation platform. The Office for Low Emission Vehicles recently put forward funding for both hydrogen stations and vehicles in deployment.

I think the challenge at the moment is that you could put a very large amount of money on the table and say, “Here’s the money; will you bring the vehicles?”, but the supply of vehicles is very limited. Quantities are still small, as has been explained, and they are very expensive, so the car industry is not looking to flood the market with these vehicles. What we are doing in the UK is being ready for the time when the vehicles will come in larger volumes. We will have a receptive market, and we have infrastructure here in London. What London has done is really positive progress that is viewed as a beacon for how the rest of the UK could be ready to deploy hydrogen fuel cell vehicles when they are ready and cost-effective, and when the supply comes to the UK.

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

Q I have a few questions from a pre-selected list. It is probably best to ask about electric charging, to follow on from the discussion. The Government say that electric charging infrastructure makes more sense just now, and that hydrogen is still a wee way off. Can the panel advise what has been learnt today about the required structure of the charging network needed? Will the Bill and the current regime ensure that there will be adequate numbers of charging points in each part of the country?

On Second Reading we heard about the gathering of statistics on the current variance in the number of charging points. Orkney, for example, has many more charging points than some big towns in England. Also, is there a need for a uniform way to access charging points? Is the legislation as proposed sufficient for that? I rolled quite a few questions into one.

Vehicle Technology and Aviation Bill (Second sitting)

Debate between Alan Brown and Steve Baker

Tuesday 14th March 2017 Public Bill Committees

[Mr Baker]

Does anybody else wish to add anything on that point? No? Thank you very much.

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

Q Earlier, in the discussion with Rob, there was discussion about phraseology—about large fuel retailers or just retailers—and an issue with forecourts. I want to clarify something. I am not sure if forecourts are mentioned in the Bill, so is that a red herring? Is it not going to be up to the retailers to site the charging points where they are most convenient?

Following on from the previous question, if you are not blocking the forecourt, a rapid charger may take 30 minutes, but is that not an opportunity for sales if it is the shops that make all the money? I would have thought that for somebody who is travelling, if it is an intermediate store, it would be an ideal opportunity to park and charge their car, go into the shop, buy a newspaper or a magazine and a few snacks, sit in their car, then move on. Is there not a business opportunity there?

Edward Woodall: Yes, there is. As we said in our submission, only 11% of sites have seating areas for customers, so there might not be the capacity to manage all that. Equally, how big is a forecourt site? Think about your local forecourt site—how many cars can it fit? For some of these electric vehicle charging areas, they will not consider it unless it is an acre or an acre-and-a-half-sized site.

Teresa Sayers: Certainly, the charging sites would have to be on the periphery of a forecourt. The current configuration of estates has very limited space to accommodate any parked vehicles. As was previously mentioned, the business model is a very high throughput of vehicles. The maximum duration on the forecourt is usually below five minutes—they fill up, pay and leave. It is just not built and configured to have additional cars there for a very long period of time.