Automated and Electric Vehicles Bill

Debate between John Hayes and Geraint Davies

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

[Mr Hayes]

Yes. I will not amplify that extremely well-made point except to say that my hon. Friend is right that each of the three objections cited are likely to be dealt with, in one way or another, over time. Some will be dealt with by the industry concerned, some will be dealt with by changing market circumstances and some will be dealt with by the sagacious and pertinent behaviour of the Government. It is with both sagacity and pertinence that I will now continue my short—some may say, all too short—introduction to the Bill. Some may not actually say that, but I prefer to side with those who do, so let me continue.

We certainly need to improve the UK’s charging infrastructure to ensure that we remain at the forefront of these developments into the future. Hon. Members will know that, as we have begun to debate tonight, the Government have set the goal that nearly all cars and vans should be emission-free at the tailpipe by 2050. That means less pollution and more clean air. I am disappointed that the hon. Member for Brighton, Pavilion (Caroline Lucas) is not in the Chamber because I was going to say that this is not about a preoccupation with some high-flown theory about what the climate may look like in hundreds of years’ time. It is about having clean air now—the air our children are breathing in cities—and the particular material that affects human health day in, day out. That is why it is imperative we take action, and we are determined to do so. I am not prepared to have my sons, who are in the Gallery tonight, breathing air that is less clean than it ought to be. I want the same for them as I want for every other young person: to live in a cleaner world with fresher air, which is better for their health and their futures.

[Geraint Davies (Swansea West) (Lab/Co-op)]

I welcome the Minister’s words. On the priorities for the charging infrastructure, will he confirm that the focus is on shopping centres and other places where people naturally leave their cars for a considerable time, not just petrol stations and places where they want to nip in and out? If there is a limited resource, it is obviously in the interests of the oil companies to have all the chargers at petrol stations to put people off, but we need them to be where people go shopping and stop at motorway services, and that should be the top priority.

[Mr Hayes]

That is a well-made point and one that we explored when we considered these matters previously. It is very important that the charging infrastructure is spread. There is a risk, which has been highlighted by Members from all parties, including the SNP Members who served on the last Bill Committee, that charging infrastructure becomes focused on major routes and in urban and suburban areas, and that smaller roads and rural parts of our kingdom are under-provided. That is not acceptable and we will look at ways of addressing it.

The Bill is born of a determination to increase the number of charging points. It does, as the hon. Member for Swansea West (Geraint Davies) suggests, talk of major retailers at the moment, but I am prepared to look at other ideas for how we can seed more charging points more widely. I have no doubt that we will explore that during the passage of the Bill.

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[Geraint Davies]

Have the Government considered that automation might require software to make moral decisions? For example, if a car is hurtling down a road and some children go on to the road, would the software decide that the only option is for the car to go headlong into a lorry so that only the driver would die? Has the Minister considered such moral aspects?

[Mr Hayes]

The research and development work I studied in detail this morning looked at hundreds of thousands of scenarios. The people developing these products are now engaged in exactly this process of designing software capable of anticipating all the variables that drivers might encounter. It is complex and challenging, but it is going to happen. The hon. Gentleman is right, however, that this is about doing as well as—indeed better than—a driver in control of a vehicle and therefore about making the vehicle safer.

Diesel Vehicle Scrappage Scheme

Debate between John Hayes and Geraint Davies

Wednesday 19th April 2017 Westminster Hall

[Mr Hayes]

My hon. Friend is right that in implementing any set of policies we need to be clear about the particularities of different localities. The circumstances in rural areas are different in all kinds of ways. The biggest problem with air quality and pollution is obviously in urban areas, and the Government’s approach—of which clean air zones are the exemplification—has, of course, focused on just such areas. It would be inconceivable for us not to be sensitive to different circumstances, which is why we are so determined to work with all agencies and local government in particular to ensure that the specificity of any proposals that we put into place is sufficient to deal with those particularities. He is absolutely right to raise that.

Having said that air quality has improved, let us be clear: we must do more. There is no complacency in making a bald statement about the facts. We have to go further, for, as Disraeli also said:

“The health of the people is really the foundation upon which all their happiness”

depends. It is right that high nitrogen dioxide levels exacerbate the impact of pre-existing health conditions, especially for elderly people and children, as my hon. Friend the Member for Tiverton and Honiton and others made clear; it is right that we protect those most affected by poor air quality. I am absolutely committed to that objective.

People know this already, but I am not afraid or ashamed to restate it: Government can be a force for good. I mentioned the Clean Air Acts, and in those terms Governments were a force for good and can continue to be so if we get the regulatory environment right. Air pollution has reduced, but we need to tackle it with a new vigour and determination. Road transport is at the heart of that, because it is the single biggest contributor to high local concentrations of nitrogen dioxide, and it is nitrogen dioxide that has featured large in the debate.

[Geraint Davies]

The Minister mentioned the reduction of pollution, but will he not accept that the aggregate reduction of pollution in Britain is linked to the demise of the coal mines and the exporting of our manufacturing base, as well as the financial disaster in 2008? If he focused his measurements on more recent years and urban environments, there has been a worrying escalation in the NOx and particulates that we are talking about. We should therefore support the scheme.

[Mr Hayes]

In recent years emissions have been a problem in particular areas—I acknowledge that clearly—and the Government are particularly keen to deal with the effects on those areas. The air quality plan will of course have a national footprint, as it is a national plan. The particularity I described was about Government setting out an appropriate and deliverable framework, and then working with localities to ensure that in the implementation of that framework all those local circumstances are put in place. That is the point that I was making about urban and rural areas and the different circumstances that apply there.

Clean air zones cover a designated area and involve a range of immediate local actions to support cities to grow while delivering sustained improvements in air quality and transition to a low-emission economy. Measures that could be implemented include the promotion of ultra-low emission vehicles; upgrading buses and taxis; promoting cycling schemes; and, in the worst cases, charging for the most polluting vehicles. In 2015 we named five cities, Birmingham, Leeds, Nottingham, Derby and Southampton, that are required to introduce a clean air zone. The Government are engaging with the relevant local authorities on the schemes’ detailed design.

Clean air zones will support the transition to a low-emission economy, but the Government are considering how to mitigate the zones’ impacts on those worst affected. I am not in the business of disadvantaging those who are already disadvantaged and in exaggerating the circumstances of those who already face tough choices and have a struggle to make their way in the world. That is not we are about and would not be the kind of fair politics that I believe in and to which this Government are committed. A fairer Britain is one that takes account of such disadvantages and we will do so in the construction and delivery of this policy.

My hon. Friend the Member for Tiverton and Honiton suggested that a means-tested scrappage scheme could address some of those issues. He emphasised the fact that his scheme would be means-tested, and he did so with a fair amount of passion. Hegel said:

“Nothing great in the world has ever been accomplished without passion”,

and my hon. Friend has displayed that very passion today. Let me be clear: I note his points and I will ensure that they are considered as part of our consultation and as part of our work. I do not think you get much better than that typically in Westminster Hall.

It is absolutely right that the Government’s clean air zone policy recognises all the challenges that have been set out by various contributors to the debate and it tackles the problems of the most polluted places by acknowledging that low-cost transport is vital to people’s opportunities and wellbeing.

Severn Bridges

Debate between John Hayes and Geraint Davies

Tuesday 31st January 2017 Westminster Hall

[The Minister of State, Department for Transport (Mr John Hayes)]

It is a pleasure to serve under your chairmanship, Mr Davies.

Dickens said:

“An idea, like a ghost...must be spoken to a little before it will explain itself.”

The hon. Member for Newport East (Jessica Morden) has certainly spoken to and about this idea on many occasions, including today, and I congratulate her on taking the opportunity to make the case that she has made before once again. Relatively recently, in July 2015 in this Chamber, she raised these issues and asked the Government to do many things. I will address as many of those issues as I can in the time that I have available. As is inevitable on these occasions, I have a pre-prepared script written for me by my officials, which will inform me, but I will not be constrained by it. As I have said before, I feel it is important in Westminster Hall debates to answer the points made by hon. and right hon. Members and not simply to parrot what I could have said regardless of their contributions.

[Geraint Davies (in the Chair)]

I am sure that is very welcome.

[Paul Flynn]

Will the right hon. Gentleman elevate himself to a star in the political firmament by abandoning his pre-prepared script and answering the debate? It would be a rare and delicious experience for us.

[Paul Flynn]

It depends how we look at history. I once read a book that asserted that only the future is certain, but the past is always changing. We have just seen an example of that and of somebody rewriting his own history. However, it is a matter of great honour and pride to us in Newport that in 1839 the last Chartist riot took place in order to set up a republic. We have week-long celebrations every year. That is our view of history and the Chartist riot was contemporaneous with the Rebecca riots. It was a glorious start to socialism in this country and throughout Europe, and something of which we are very proud. Of course, there is a black history interpretation whereby people with a Conservative mood of mind try to fictionalise those great events, but they were heroic and it is time to bring them back.

[Geraint Davies (in the Chair)]

I confirm this is in order because it is a bridge to the future.

[Mr Hayes]

I did not want any historical inaccuracy—I have used the word now—to stand on the record uncorrected. I know you would not have wanted that either, Mr Davies.

I want to turn now to the specific matters relating to the Severn crossing. The hon. Member for Newport East generously acknowledged at the outset that we have begun the consultation that was promised previously. In the debate that I referred to in 2015, she referred to

“the need to offer some light at the end of the tunnel for my constituents.”—[Official Report, 21 July 2015; Vol. 598, c. 436WH.]

That is part of the reason why she secured that debate then when she sought further progress on the character of tolls, which I will try to address today. She will know that the current consultation invites contributions on a range of issues, many of which have been raised here. It is a real consultation, and we are genuinely open-minded about how we move forward. The Government have made some proposals, as was also said. None the less, to be meaningful, the consultation has to respond to consultees’ ideas and thoughts. We have not come to any predestined conclusion, and I will take into account the various comments that have been made.

I want to deal with five matters. First, on the amount of the toll, the hon. Lady and other hon. Members will know that we have proposed effectively to halve the toll by reducing it to £3. She will also know that that will be welcomed widely by regular users of the route, for any reduction of that scale and size is bound to be welcome. However, the hon. Lady asked for more detail on traffic flows. That is a perfectly reasonable request and I will make more information available following today’s debate. It is important that we gauge the effect on traffic flows of any changes we make both in the toll and in the way it is collected.

There were changes to traffic flows—I discussed this before the debate—when we changed the tolling system at the Dartford crossing in Kent. We believed that if we could automate the process it would improve the flow of traffic and ease congestion and so on. If we were to make that change at the Severn crossing—we are consulting on that and people will offer views—it is important that we gauge the likely effect on the convenience of travellers. The hon. Lady is right to ask about that and details will be provided.

The hon. Lady also asked us to break down costs in greater detail, and that is also a reasonable request. There are a variety of costs. My hon. Friend the Member for Montgomeryshire (Glyn Davies), who always speaks with great authority on all matters to do with Wales—indeed, on all other matters as well—said that a balance has to be struck. A perennial debate on river crossings—bridges and other structures—is how much the Exchequer and the user should each contribute. That debate continues almost wherever some fee or charge is made. It is easy to describe it as double taxation of those concerned but, my goodness, we could say that of any charge that is made for any public service. I do not think that we should want to characterise every charge made to every taxpayer as double taxation. That would be crude and even—dare I say—a little crass.

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[Mr Hayes]

The hon. Lady is right to say that we need to set out the process, and that responsibility will pass to Highways England. The fourth of my five points is that it is important to be clear about how Highways England will manage the process. She asked particularly whether others will be involved and Highways England will contract the responsibility. That will of course partly depend on the results of the consultation. If we move to a free-flow system, like the one at the Dartford crossing, it will have implications for organisation and management. Fewer people will be involved at the crossing and more behind the scenes, and there will be advance booking as happens at Dartford, with an account-based system that will hopefully help traffic flow. That will require us to set out, following the consultation, the further steps necessary for the handover. I am happy to do that, but I do not want to pre-judge the consultation.

There are arguments for maintaining cash payment; I will be blunt about that. When we debated Dartford, the first time I was in the Department for Transport, we considered that closely because a cash system is simple and straightforward; but there are disadvantages—particularly the delays. Evidence from places in this country and abroad shows that automated systems can be highly effective, can be properly managed, and can offer considerable benefits, particularly to regular and business users. We will set out the transition process and it will to some degree depend on what we do about future toll collection.

The fifth point that I want to make is to express thanks to those involved over time in managing and maintaining the crossing. It is right that in any changes that take place we recognise the contribution that people have made to running this important crossing, which is a vital piece of UK infrastructure. It has benefited road users from England and Wales for 50 years, it is used by more than 25 million vehicles each year and it has provided road users and businesses in England and Wales with exceptional savings in time and money since the first crossing helped to connect the economies of both countries in 1966.

I enjoyed the story about the ferry, although I am not sure I was meant to enjoy it. It sounded like a hazardous—indeed tortuous—business, and I imagine that those who can look back on that will recognise just what a difference the crossing has made. As we now consider the next steps, it is important that we take account of the effects they might have on all of those involved in the process, and I wanted to do so publicly.

Let me summarise my response. I repeat that we have no preordained view about how this matter should unfold. It is important that these debates inform thinking, and they certainly do in my case. There is a strong argument for making as much information available as possible to Members of this House and more widely along the lines requested throughout the debate across the Chamber, and we will do so.

If the debate does no more than all of that, it will have achieved a great deal, because it has persuaded this Minister—if he needed persuading—not only of the importance of the matter but that we need to move ahead with as wide agreement as possible about the kind of tolls charged, the effect they have on people, the methodology that we employ and the steps we will take to manage that process. All of that will happen, and the hon. Member for Newport East can be proud of yet again representing her constituents and others so admirably.

As a postscript, the hon. Lady and the hon. Member for Newport West can be pretty sure that my references to the pre-written script were as slight as the hon. Gentleman had hoped.

[Geraint Davies (in the Chair)]

We will finish where we started: I call Jessica Morden to wind up briefly.

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[Mr Hayes]

I am sorry to interrupt the hon. Lady. I have spoken already, but I omitted to pay tribute to the Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones). Were it not for him and his role in this matter—I mention him because he answered the debate last time round—I do not think we would have moved as quickly as we have. He has been determined to ensure that we responded properly to the hon. Lady’s concerns. It is not I but he who deserves the credit for any progress that has been made.

[Geraint Davies (in the Chair)]

That sets a precedent—an intervention on a wind-up.

Oral Answers to Questions

Debate between John Hayes and Geraint Davies

Thursday 17th February 2011 Commons Chamber

[Mr Hayes]

As you know, Mr Speaker, the future jobs fund is not within my ministerial purview—[Hon. Members: “Ah!”] Well, never pitch above your pay grade or outside your purview. I will of course meet the young people and the hon. Lady and listen to what they have to say.

[Geraint Davies (Swansea West) (Lab/Co-op)]

I have just returned from a fact-finding mission to Dusseldorf and Berlin with the Welsh Affairs Committee. Is the Minister aware that all German businesses are required to join a local chamber of commerce and the regional chamber of commerce, and that those organisations are required to provide comprehensive apprenticeships, tailored to the industrial needs of that region? Will he consider that approach so that we have apprenticeships that are comprehensive and grounded in the real business earth of this country?

[Mr Hayes]

We can learn a lot from the example of other countries. Germany is often held up as a shining example of apprenticeships, and France has also made immense progress with apprenticeships over the last quarter of a century. I hear what the hon. Gentleman says about the link to local businesses and chambers of commerce and, as ever, he makes a thoughtful contribution to our affairs. I will certainly take another look at the issue to see what can be done to borrow that kind of good practice.