Oral Answers to Questions

Karl Turner Excerpts

Thursday 24th May 2018 Commons Chamber

[Mr Speaker]

Order. The hon. Member for Kingston upon Hull East (Karl Turner) has had to be away for a period. We have missed him, and I think I speak for colleagues in warmly welcoming him back to the Chamber.

[Karl Turner (Kingston upon Hull East) (Lab)]

That is very kind, Mr Speaker. Thank you very much indeed.

Can the Secretary of State confirm whether he will be revising the airports national policy statement in the light of the 25 recommendations from the Transport Committee?

[Chris Grayling]

The hon. Gentleman and I sometimes spar vigorously across the Chamber, but I echo your words to him, Mr Speaker.

If the hon. Gentleman will forgive me, I do not think it is appropriate to talk about our response to the Select Committee report before our response is published, which will happen shortly. I simply give him the assurance that we are taking the recommendations very seriously. I certainly want to see many of the recommendations embedded in our planning as these matters go forward.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 1st March 2018 Commons Chamber

[Chris Grayling]

We should have some big, bold visions for the future. That is the way that we plan properly in transport terms. Our big, bold visions for the country right now are HS2, the potential expansion of Heathrow airport, the lower Thames crossing, the trans-Pennine tunnel, the A303 dualling and the Stonehenge tunnel. This Government have and are delivering lots of big visions for Britain.

[Karl Turner (Kingston upon Hull East) (Lab)]

The chairman of Maritime UK has said that, if a deal is not reached on Brexit, lorry drivers could be stuck on the main roads to Dover for up to two days. Even if a deal is reached, with a hard border at vital ferry ports, the industry is warning that customs and port health checks will cause massive disruptions. What concrete assurances can the Secretary of State give us that that will not be the case?

[Chris Grayling]

As I have said before, I have regular dialogue with the haulage industry and the ports sector. I have been very clear to them, as I am being clear in this House today and as the Prime Minister has made clear, that we do not intend to impose a fixed border. We want a free-flowing border and that is what we will deliver.

--- Later in debate ---

[Jesse Norman]

As the hon. Lady will be aware, a study has been done on all-lane running showing that, if anything, it may be safer than the previous arrangements, and that is to be welcomed. We will be making an announcement on red X signals fairly imminently.

[Karl Turner (Kingston upon Hull East) (Lab)]

Does the Minister not recognise the correlation between his Government’s decision to scrap road safety targets, introduced by Labour, and their failure to reduce the number of those seriously injured or killed on our roads?

[Jesse Norman]

I am a little reluctant to get into the statistics game with the hon. Gentleman. He will be aware, however, that for the year ending September 2017 road fatalities fell by 4% and overall road injuries fell by 5%, compared with the previous year. The picture is mixed and generally heading in the right direction.

Draft Renewable Transport Fuels and Greenhouse Gas Emissions Regulations 2018

Karl Turner Excerpts

Monday 26th February 2018 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a pleasure to serve under your chairship, Ms McDonagh. The Labour party is supportive of the draft regulations and very much welcomes them.

The Minister and I met briefly before the Christmas recess, I think it was, and I lobbied him very hard. I am grateful to him for doing what he said he would, which was to work hard to ensure that the draft regulations were brought forward swiftly. That is very much what has happened. The draft regulations are a step in the right direction for the UK to decarbonise transport. As hon. Members will know, transport is the single largest greenhouse-gas-emitting sector. This is a worrying issue, and we must deal with it as soon as we can.

However, this legislation has been delayed for several years—already at least three—which has caused real worry in our renewable fuel industry. In the UK, an estimated 50,000 premature deaths each year are linked to this issue, so it is crucial that the legislation is brought into effect by April.

The Opposition support the growth and development of our renewable industry, in order to support high-skill, high-wage jobs across the UK, particularly in the north, where there are already various renewable fuel producers, in areas such as Hedon, which is very close to my constituency, and in Teesside. Our renewable transport fuels industry is worth £1.5 billion to our economy each year, and the Government need to support it to turn the northern powerhouse into a reality. Actions speak louder than words.

The draft regulations set out to increase the target level for renewables to just under 10% in 2020 and well over 12% by 2032. That will satisfy existing renewable fuel providers. However, I think it is fair to say that the proposals lack ambition. Perhaps the Government can look at further increasing the targets in the very near future. They aim to incentivise the development and take-up of new types of green fuels, as well as revising a crop cap for these types of biofuels. We are aware that the Government have taken that decision because these fuels could eventually result in a net increase in greenhouse gas emissions. The Opposition would therefore like the Government to answer some brief questions and clarifications that I will place on the record. I do not expect the Minister to respond fully today; perhaps he could do so in writing.

I will briefly mention why this has caused concern for our biofuel industry in the medium term and why it believes the Government should regularly review the cap. The industry has raised particular concerns about the steadily declining crop cap; the proposed cap would be the lowest in the EU. It may restrict UK industry and farmers when we should be supporting and encouraging domestic industry as much as possible. I am aware that the regulations provide for a review and further amendments could be proposed later down the line.

I would also like to hear from the Minister about what the Government are doing to support the introduction of E10. He mentioned it briefly in his opening speech, but what are they doing to support the introduction of E10 and when will it be moving forward? It is already used successfully in other countries. We should be at the forefront of adopting new, environmentally friendly fuels in order to tackle climate change, but the Government seem to be dragging their feet on that important issue. Currently, the option of adopting E10 is open to suppliers in meeting their targets under the obligations. Previous Governments have shown the way in mandating unleaded petrol and low-sulphur fuels. Perhaps the Government should look at that model.

To conclude, there are areas in which the regulations can be improved, but we are supportive on the basis that they are a step in the right direction. I hope that some of the brief concerns that I have raised are considered very carefully by the Minister further down the line after the instrument is implemented.

Automated and Electric Vehicles Bill

Karl Turner Excerpts

3rd reading: House of Commons & Programme motion: House of Commons & Report stage: House of Commons
Monday 29th January 2018 Commons Chamber

Let me conclude so that I do not take up any more time than is necessary. I hope that right hon. and hon. Members will be able to support new clause 1 and amendments 1 to 3, but I urge them to not to press the other new clauses, which I do not believe are required.

[Karl Turner (Kingston upon Hull East) (Lab)]

The Opposition Front-Bench team are supportive of the Government’s new clause 1 and the consequential amendments. In Committee, some of my colleagues and I tabled amendments to ensure that planning and consultation between the Government, National Grid and electricity distribution operators took place in order for this policy to work. The new clause enables regulations to be made for the transmission of charge point data, for example, on energy consumption levels and geographical data, to be given to “specified persons”, such as National Grid. As we set out during earlier stages of this Bill, the sharing of specific data such as that on energy consumption and geography will be fundamental in enabling and encouraging the uptake of electric vehicles, which I am sure Members on both sides of this House want to achieve.

Labour has been working to improve this Bill to ensure that the UK remains at the forefront of research and development in this important and fast-moving industry. The sharing of data is necessary to grow the number of charge points and to ensure that the relevant agencies can monitor and plan for energy demand and consumption at charging points. I wish to pay tribute to the former Minister, the right hon. Member for South Holland and The Deepings (Mr Hayes), who gave me a “binding assurance” in Committee that the Government would come back to Parliament with more detail and specific proposals. The Bill originally did not include much detail on regulations for the distribution of data relating to charge points, so I am grateful that the Government have listened to the Opposition on this point.

[Sir Hugo Swire]

Is the hon. Gentleman reassured about the transmission of data relating to rural petrol stations, which may not use much electricity—they may not be used very often? Is he assured that the transmission of such data elsewhere may lead to a tendency for such petrol stations not to maintain that service in the way that they might, thus discriminating against more remote areas?

[Karl Turner]

The strategy has to address the issue of remote areas—that is essential. In Committee, the then Minister gave assurances that it would. We now know, of course, that the strategy will be published in March. I would like to press this Minister on how security will be ensured in regards to the transmission of data from charge points. That issue was brought up repeatedly in Committee, and the Government’s new clause does not seem to address it head on.

The Opposition are also supportive of Government amendment 1, which relates to enforcement. It expands Clause 13 so that the requirements allow for the inspection or testing of “any thing” to do with charge points rather than just allowing the person “to enter any land”. That position was ambiguous and we welcome any tightening up of the wording in the Bill. The original subsection gave prescribed persons permission to enter land but did not include much else. The Government amendment extends the scope of enforcement and defines what documents and other important data and information can be investigated in order to inspect whether the proper regulations have been complied with when it comes to charge points.

We are also supportive of new clause 2, which was tabled by the hon. Member for Bath (Wera Hobhouse). Currently the Bill regulates for the provision of public charging points at large fuel retailers. The new clause would mean that owners and operators of public facilities such as supermarkets, public car parks and airports would also be required to provide charging facilities. Such locations would already have the service areas for vehicles to park up and be placed on charge. Having accessibility to charging points is vital to promoting the use of electric vehicles, and the new clause seems a sensible way of doing just that. The objective of the new clause is commendable, and I trust the Minister will bear that in mind when he is devising the Government strategy on this.

[Dr David Drew (Stroud) (Lab/Co-op)]

I refer to my declaration in the Register of Members’ Financial Interests. At the moment, electricity charging points at motorway service stations are separate from petrol stations. Does my hon. Friend anticipate that when we have fully accessible electricity charging point provision they will be one and the same, on the same location—or will they remain separate?

[Karl Turner]

I think they will be an integral part of these sites. That is how things would have to work in order to be practical.

I congratulate my hon. Friend the Member for Warwick and Leamington (Matt Western) on tabling new clause 3 and put on record my personal support, and that of our Front-Bench team, for the new clause. New clause 3 focuses on public transport and commercial vehicles, but it raises many of the issues I was hoping to speak to in relation to new clause 4. For uptake to be encouraged, electric vehicles need to be practical, affordable and convenient for users, which means putting in place the necessary infrastructure. There are currently nearly 12,000—11,862, to be precise—charging points for electric vehicles in the UK, but there are multiple charging point operators, each with their own plugs, software, customer charges, billing systems and payment methods. These are also unevenly distributed, with more charging points available on the Orkney Islands than in Blackpool, Grimsby and my own fair city of Hull combined. New clause 3 would ensure that the Secretary of State assesses the costs, benefits, location and feasibility of charging points to enable the promotion of a national network of sustainable charging points for commercial and public transport.

[Stephen Kerr (Stirling) (Con)]

Does the hon. Gentleman agree that the visibility and recognisable features of the charging points will be a spur to the take-up of electric vehicles?

[Karl Turner]

I very much agree with the hon. Gentleman. There were many suggestions in Committee that we call the charging points Hayes hooks. The former Minister, the right hon. Member for South Holland and The Deepings, was keen for schools and colleges to get involved in some sort of national competition on the design.

[Mr John Hayes]

As I have been mentioned by name, I feel obliged to intervene to thank the hon. Gentleman for his earlier complimentary remarks and to say that I know that the competition is indeed envisaged. One of the last acts that I commissioned in the Department was to sort out the detail of who would judge what and when. I am sure that the Minister will want to enlighten the House on the progress that has been made, what day the competition will begin, when it will end and what the criteria will be.

[Karl Turner]

I thank the right hon. Gentleman for his intervention. In Committee, we discussed making the charging points as recognisable as telephone boxes. That is essential. I hope that the Minister has taken on board what was said in Committee and appreciates the work that the right hon. Member for South Holland and The Deepings did on the Bill.

It would be eminently sensible for the Government to promote a national network of sustainable charging points for private vehicles. We welcomed the announcement in the Budget of £200 million of public money to be invested in charging infrastructure. Of course, that matched Labour’s manifesto commitment to invest £200 million to support ultra-low emission vehicles.

This Bill was an opportunity to set out a long-term plan for building the infrastructure needed to encourage the uptake of automated and electric vehicles, and it is a little disappointing that it has failed to do so fully. The Bill could have been a major step forward in taking high-emitting vehicles off our roads. We know that air pollution is linked to the premature deaths of around 50,000 people in the UK each year. That is a staggering number and the Government need to do an awful lot more to address that.

Electric and alternatively-fuelled vehicles are key to reducing air pollution and meeting the UK’s climate change objectives. In Committee, the then Minister said:

“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.”––[Official Report, Automated and Electric Vehicles Public Bill Committee, 14 November 2017; c. 186.]

[Sir Oliver Letwin]

I remind the House of my interest in the Faraday Institution.

Given that the whole House agrees, roughly speaking, with what the hon. Gentleman said and that the Minister has announced that he is going to produce the strategy that the Opposition Front Bench team very sensibly want, may I beg the hon. Gentleman not to press his new clause to a vote? Were he to do so, it would have the sad effect of dividing the House on an issue on which we really do not need to divide and on a Bill on which we are all agreed.

[Karl Turner]

I assure the right hon. Gentleman that I do not intend to push anything to a vote.

We agree with what the right hon. Member for South Holland and The Deepings said in Committee, which I just read out, and believe that the Government should take this opportunity to set out in the Bill their strategy for doing that.

[Iain Stewart (Milton Keynes South) (Con)]

I am happy to support Government new clause 1 and the consequential amendments.

I rise to make one point only on a matter that was discussed in Committee, particularly when we took evidence from witnesses before line-by-line consideration commenced. It follows on from the point the shadow Minister, the hon. Member for Kingston upon Hull East (Karl Turner), made about the need for the charging network to be as accessible and easy-to-use as possible, so that we can encourage the uptake of electric vehicles. One of the key requests was that we have a simplified payment system for use of the charge-points. There is evidence from Ireland and the state of California that some Government intervention was required to achieve a harmonised payment system, before which users were having to carry around a multiplicity of payment cards to use the system. New clause 1, in conjunction with clause 9, will give the Government sufficient powers to nudge the industry to achieve that. I just wanted to put on the record that that requirement will be integral to making the charging system and the uptake of electric cars as complete as we would like.

Heathrow Airport: Public Consultation

Karl Turner Excerpts

Wednesday 24th January 2018 Westminster Hall

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a pleasure to serve under your chairmanship, Sir Henry.

I congratulate the right hon. Member for Twickenham (Sir Vince Cable) on securing this important debate. He has been a long-standing campaigner on Heathrow expansion.

The Labour party supports the expansion of airport capacity in the south-east, subject to our four tests being met. However, the Government’s draft airports national policy statement, published in October last year, and the responses to it have raised more questions than they have answered. The updated passenger demand forecasts show an increase in passenger growth, with a third runway at Heathrow to be full by 2028. The third runway will open in only 2026. That means that all take-off and landing spots will be full just two years after opening, which is a point made by the right hon. Gentleman. Does the Minister agree that that limits the potential benefits of increased airport capacity?

The NPS states that none of the cost of a third runway will fall on the taxpayer, and that it will be met by private funding. Yet it does not provide any evidence to support that. There is a reference to an independent assessment that has been carried out, but it has not been published. There seems no reason not to publish that assessment unless there is something to hide. Will the Minister agree to release that document?

The commitment that there will be no net increase in airport-related traffic is essential to ensuring that expansion is sustainable. Transport for London has estimated that to achieve that, between 65% and 69% of passengers would have to travel to the airport by public transport. The NPS sets an unambitious target of 50% by 2030, going up to 55% by 2042. TfL has said that that will lead to a substantial increase in vehicle trips on the already congested networks. Furthermore, the western rail access and southern rail access are essential for expansion, but TfL is concerned that the NPS gives no firm commitment on that. The Department for Transport has estimated that costs will be about £5 billion, but TfL puts the figure closer to £15 billion. The difference seems to be TfL costings for southern rail access.

Given the difference between the NPS and TfL estimates on both costing and public transport targets, and the fact that TfL is the highways authority and public transport authority that completely surrounds Heathrow, I find it absolutely astounding that it has been excluded from the service access steering group for Heathrow by the Department for Transport. Will the Minister explain that decision?

We all recognise that air pollution is one of the biggest health crises facing the UK, leading to an estimated 50,000 premature deaths each year. On air pollution, the Government have frankly been found wanting. They have failed to give local authorities the powers they need to protect air quality and failed to support sustainable transport. Those failures threaten not only public health, but future investment. Will the Minister take this opportunity to explain how he will ensure that legal levels of air quality will be achieved if Heathrow is expanded? What resources has he or the Government directed to that important task?

The revised NPS has increased the estimate for carbon emissions from the third runway, but it does not explain the national implications. Will that lead to the sacrificing of growth at regional airports or more challenging limits for other sectors? Can the Minister shed some more light on how the UK will meet carbon emissions targets with the expansion of Heathrow?

Noise is another area in which the revised NPS does nothing to alleviate the concerns of hundreds of thousands of people who are affected by the issue. I think that point was made by the hon. Member for Richmond Park (Zac Goldsmith). The noise assessment in the NPS uses indicative flight paths, and the actual flight paths will be published only after the decision on Heathrow’s development consent order application is made. There is no requirement for them to bear any resemblance to the flight paths published in the NPS. The revised NPS uses 2013 as a baseline, which allows the airport to bank technology changes when they should be used to alleviate the noise impacts of the airport. Given the importance of the issue, I would be grateful for the Minister’s thoughts on whether the noise assessment in the NPS gives an accurate account of the noise impacts.

The Minister will be all too well aware that right hon. and hon. Members from all parties have strong views on both sides of the argument regarding expansion at Heathrow, so any decision must be based on hard evidence with transparency. As we have seen today, many questions seem to remain unanswered.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 18th January 2018 Commons Chamber

[Jesse Norman]

As the hon. Lady will know, the Government are investing hugely in support for electric vehicles and in improvements to air quality across cities and other parts of the country. That is very much with a view to mitigating the effects of diesel fume particulates.

[Karl Turner (Kingston upon Hull East) (Lab)]

Fuel providers have stated that they require a Government mandate to introduce E10 fuel to avoid a breach of competition law. Will the Minister reconsider the possibility of mandating E10 fuel? If not, will his departmental lawyers work with fuel providers to overcome this legal hurdle?

[Jesse Norman]

I thank the hon. Gentleman for his comment. He will be aware that we have this matter closely under review, and we are continuing to discuss it with suppliers and forecourt operators. In some other EU countries, there has been no such mandate and there has nevertheless been significant take-up.

Gatwick Airport: Growth and Noise Mitigation

Karl Turner Excerpts

Wednesday 10th January 2018 Westminster Hall

[Karl Turner (Kingston upon Hull East) (Lab)]

It is always a pleasure to serve under your chairmanship, Sir Christopher. I congratulate the hon. Member for Tonbridge and Malling (Tom Tugendhat) on securing this important debate.

The aviation sector is one of Britain’s success stories and, as the UK’s second biggest airport, Gatwick is an important factor in that. Gatwick contributes £5.3 billion to UK GDP, as well as generating 85,000 jobs nationally, with around 24,000 on the wider airport campus alone. However, we all recognise that aviation noise can be a source of constant annoyance to those who live under airport flightpaths, and causes tension between airport authorities, airlines and local communities. As well as the annoyance and disruption, there are genuine public health concerns about exposure to aviation noise. In January 2016, the Aviation Environment Federation published a report stating that, in the UK, more than 1 million people are exposed to aircraft noise above levels recommended for the protection of health.

I am aware that Gatwick is trying its best to address the issue through a series of initiatives. In January 2016, it set up an independent noise management board, which includes community groups, industry experts and other stakeholders. Some of the actions it has taken include incentivising airlines through its charging regime to modify aircraft to reduce aircraft noise and increasing continuous descent operations, for which it is the No. 1 performing airport, with a CDO performance level of about 90%. Extending the boundary of their noise insulation scheme by 15 km to the east and west has also been helpful. There is more that could be done, but it needs to be addressed as an industry, with the support of the Government.

In April 2013, Sustainable Aviation produced a noise road map showing how aviation can manage noise from aircraft operations between now and 2050. Improved technology means that aircraft designs today are 75% quieter than they were 50 years ago. As a result, the population affected by aircraft noise around airports has fallen substantially, despite a significant growth in air traffic. The road map shows that continued investment in research and development has the potential to build on that success and reduce noise from aircraft by a further 65% by 2050.

In order to achieve that, the Government need to be doing more to assist the industry and to encourage further research into new technologies. The UK has the potential to be a world leader in the sector. What are the Government doing to support research into new aircraft and engine technologies?

I would also like to ask the Minister about airspace design. There is scope to further reduce noise output through improvements in the way airports, airlines and air traffic management operate. The aviation sector is already investing in new technology and new airspace design to ensure a lower noise impact. However, it has told me it could do more. Improvements such as steeper approaches require additional changes to airspace and operational controls. What are the Government doing to help bring those changes about?

Finally, will the Minister provide an update on the independent commission on civil aviation noise? The Government’s response to the consultation on UK airspace policy states that they intend to set up the commission by spring 2018. We welcome that decision. However, the commission will not have any enforcement powers or an ombudsman role or any other statutory role, which gives rise to the question as to what it will actually do. Given that the issue of an independent aviation authority or noise ombudsman, as it is sometimes referred to, was put forward by the Airports Commission in 2015, will the Minister give us an idea of when the commission will get the statutory powers that it requires?

Oral Answers to Questions

Karl Turner Excerpts

Thursday 30th November 2017 Commons Chamber

[Mr Hayes]

Potholes are a menace; they are a drain on the economy and damage hard-working family cars. That is why the funding that the Government are providing local authorities in England outside London from the pothole action fund is enough to fix nearly 6 million potholes—or, even better, to stop them from forming in the first place. People deserve to see smooth and safe roads as they look back in Ongar.

[Karl Turner (Kingston upon Hull East) (Lab)]

In 2006, the annual local road maintenance study estimated that it would take nine years to repair every pothole on our local roads. Fourteen years have now passed. How long does the Minister think it acceptable for motorists and cyclists to wait to see the necessary investment coming from the Government to repair potholes on our local roads?

[Mr Hayes]

It is always a mistake for someone to prepare their question before they have heard the previous answer, and if the hon. Gentleman had heard the previous answer he would have asked a different question. Notwithstanding that—[Interruption.] I do not mean to be unkind to the hon. Gentleman; he is right to raise the issue. Potholes are a nightmare, and we have made that absolutely clear. That is why we are putting the money in place to deal with them. There is always more that we can do, and I will take his question as a spur to do still more.

Draft Community Drivers’ Hours Offences (Enforcement) regulations 2017

Karl Turner Excerpts

Monday 27th November 2017 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is always an absolute pleasure to serve under your chairmanship, Mr Pritchard. The Opposition are very supportive of this entirely sensible measure, which makes sense because it will give enforcement officers the same powers for historical and current offences. It will also take pressure off the courts, as it will be possible to deal with historical offences on the spot.

Speaking as a criminal practitioner, the difference is that the measure will give the authorities the right to issue a fixed penalty for an offence committed up to 28 days beforehand. I suppose that is a kind of retrospective prosecution. It may, therefore, give rise to far more checks being made, at least in the initial stages, so over-enthusiastic officers might see it as a way to be over-zealous, if I can put it like that. One way to avoid that might be to make the provision kick in from a blank sheet—perhaps a 28-day period before the legislation came into effect. Has the Minister has considered that?

Automated and Electric Vehicles Bill (Seventh sitting)

Karl Turner Excerpts

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

[The Chair]

We now resume line-by-line consideration of the Bill. I remind colleagues to turn off any electronic devices, please.

Clause 16 ordered to stand part of the Bill.

Schedule agreed to.

Clauses 17 to 19 ordered to stand part of the Bill.

New Clause 10

Review of Part 1

‘(1) By September 2019, the Secretary of State must lay a report before Parliament assessing the effectiveness of the system for defining and insuring automated vehicles introduced by Part 1 of this Act.

(2) The report must consider—

(a) the impact on the insurance industry,

(b) the impact on the cost of insurance premiums for automated vehicles,

(c) the impact on the uptake of automated vehicles, and

(d) the levels of disagreement between manufacturers and insurers on liability.’—(Karl Turner.)

This new clause would require the Government to lay a report before Parliament assessing the effectiveness and impact of the system introduced in Part 1.

Brought up, and read the First time.

[Karl Turner (Kingston upon Hull East) (Lab)]

I beg to move, That the clause be read a Second time.

The new clause, which stands in my name and that of my hon. Friend the Member for Lewisham, Deptford, is self-explanatory, so I will not talk at great length about it. We agree that in future automated vehicles have the potential to improve personal transport arrangements, as well as air quality—which is crucial, given the dire state of the environment and its impact on health—and to provide many other benefits mentioned by Committee members and witnesses during our evidence sessions.

The Bill could lead to a transport revolution. I know from debates in Committee and private discussions with the Minister and his officials that the Government are keen to ensure that that is the reality arising from the Bill. Answering the question of how automated vehicles can be insured, however, is essential. I welcome the Government setting out how to do that, but it is important to consider how the measures will work in practice and not just as legislation. It is also important for the Government to ensure that regulations work as intended, monitoring unexpected impacts—which there always are—before attitudes and practices become entrenched and before automated vehicles become common on our roads.

The list in the new clause is not exhaustive, but given the focus on part 1 of the Bill, it makes sense to review, report on and seriously consider not only the impacts listed but any disagreements about liability. I will not press for a vote on the new clause, but this will be a fast-moving area and primary legislation is not necessarily the way forward. We may well have to revisit this overall area as and when advances in the technology take place, and we will have to look at how they affect the way vehicles are insured.

It is important for the Minister to give an assurance today that he will keep Parliament informed about the effectiveness and impact of the legislation to ensure that we keep it as up to date as possible, given the new technologies in this area.

[The Minister for Transport Legislation and Maritime (Mr John Hayes)]

The shadow Minister once again does credit to the Committee by insisting that these matters should be carefully considered not just now but as they develop. He is right that this is a developing technology, and the whole Committee recognises the Government’s attempt to do sufficient, but not too much—that is to say, sufficient to create the certainty that will allow the development of the insurance framework, but not so much that we constrain those developments. It is right, of course, that we continue to bring these matters to the attention of the House, which is essentially what the new clause would do. He argues rightly that we need to ensure that the purpose of the legislation is being fulfilled. It is as simple as that.

I risk repeating myself—I know that many rather enjoy the repetition of my arguments; I am not one of them—but I drew the Committee’s attention to the Small Business, Enterprise and Employment Act 2015, which specifically makes provision to review secondary legislation in which the requisite provisions are made. It confers that duty on Ministers. There is some advantage to be gained from that. None the less, I have made it clear during the course of our consideration that I am not in any way ill disposed to other means by which we can continue to consider these matters. It is important that we recognise that, in a rapidly changing field, further consideration may be efficacious. On that basis, I hope the hon. Member for Kingston upon Hull East will withdraw his new clause.

Talking of sufficiency, I do not feel that that is quite sufficient an argument. I want to talk a little bit about how we envisage the system working, which might offer further reassurance to the hon. Gentleman and other Committee members. The international standards by which these vehicles will be approved for safe sale and use are still being considered, as I said previously, by the United Nations Economic Commission for Europe, in which the UK plays a leading role. Those standards will form the basis of the type approval process. That means that nothing will be sold or used on our roads that does not meet those standards, and it is vital that standards are agreed internationally, for obvious reasons: the nature of the automotive industry and of the vehicles’ use means that it must be done in that way.

The Government take the view that it is not appropriate at this early stage to set criteria that are too precise or to constrain the identification process until we know what those standards are. We certainly need to maintain sufficient flexibility to ensure that all vehicles relevant to the clause can quickly be identified and included on the list that the Secretary of State is missioned to draw up in clause 1.

--- Later in debate ---

[Mr Hayes]

Yes. That was debated at some length when we last met. My right hon. Friend is right that because of the character of the software we use to make these vehicles work, data and cyber-security become ever more significant. My letter addresses this, as he helpfully reminded the Committee, but I can confirm that the discussions we are having have at their heart all the considerations to which he has drawn the Committee’s attention.

We will continue to engage with the Driver and Vehicle Licensing Agency and other stakeholders to ensure that the system works effectively once in place. In addition, we have produced a detailed impact assessment that looks at potential direct economic impacts on the insurance industry. Hon. Members will remember that we rehearsed the effect that this will have on insurance premiums and the industry as a whole in oral evidence. The industry is already preparing for those effects, because it knows that the shape and character of the insurance industry will alter as a result of all this. Indeed, one of the UK’s major insurers has stated that it expects insurance premiums to become cheaper because automated vehicles will be safer. That view was echoed by the Bank of England, which reported in March this year that the safety benefits from automated vehicles could see insurance premiums become more than 20% cheaper by 2040.

As part of this regulatory programme, we will continue to work with the industry to ensure that, as the new insurance framework is implemented, we still meet our intended policy objectives. I therefore hope I have made it clear that we entirely agree with the hon. Member for Kingston upon Hull East that these matters need to be considered now and in the future, and I have no doubt that there will be a need for the House to be involved in that process. With those assurances, I hope the hon. Gentleman might see fit to withdraw the new clause.

[Karl Turner]

I beg to ask leave to withdraw the clause.

Clause, by leave, withdrawn.

New Clause 12

Review of impact of Part 2

“(1) The Secretary of State must, within 12 months of this Act receiving Royal Assent, lay a report before Parliament setting out the impact of regulations made under Part 2 on—

(a) the number and location of charge points in the United Kingdom,

(b) the resulting uptake of electric vehicles in the United Kingdom, and

(c) the manufacturing of electric vehicles in the United Kingdom.

(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.”—(Alan Brown.)

This new clause would require the Government to produce a report examining the uptake and manufacturing of electric vehicles in the United Kingdom.

Brought up, and read the First time.

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

I beg to move, That the clause be read a Second time.

It is a pleasure to serve under your chairmanship, Sir Edward. I apologise for being late; I am glad I got here in time to make some comments. New clauses 12, 13 and 14, when looked at in the round, encompass a common theme: ensuring a proper UK-wide approach and commitment to reviewing the policy’s implementation and effectiveness across all nations of the UK, in terms of the roll-out and uptake of electric vehicles.

I appreciate that the Minister appears to be a listening Minister who reflects, reviews and advises as appropriate. That has been evident throughout the Committee. I also appreciate that he has already made a number of commitments, but the reality is that nothing is absolutely certain unless it is in the Bill. In February 2016, as part of the Enterprise Bill Committee, I was urged not to push an amendment about cash retentions to a vote and was assured by the then Minister that the issue would be resolved by the end of 2016. We are now a full year on from that deadline and the Government are consulting on a previous consultation. That is proof that Ministers and commitments come and go, which is why we are trying to incorporate these measures into the Bill.

New clause 12 would require a binding 12-month review of the impact of the regulations and ensure that the views of the devolved nations are taken on board. For example, the Scottish Government are creating their own strategy for the uptake of ultra low emission vehicles, which they are linking with the Scottish energy strategy, which is obviously a common-sense alignment. It is important that the Scottish Government’s 2032 target for phasing out new petrol and diesel cars is not undercut by a UK Government strategy. A further example is that the Scottish Government are offering interest-free loans and free infrastructure installation over and above UK Government grants.

It is quite clear that the UK Government and the Scottish Government can and will work together on future strategies. That could include, for example, the UK Government introducing a vehicle scrappage scheme. New clause 12 would therefore formalise that aspect of working together towards a common goal in the long-term future.

--- Later in debate ---

[Clive Efford]

The Minister is in an extremely generous mood this morning. I am reassured by his comments that he will take these matters on board and consult on them in the future. There are some important issues here, but I am satisfied by what he has said, so I beg to ask leave to withdraw the motion.

Clause, by leave, withdrawn.

New Clause 16

Sharing of data to resolve liability disputes

“(1) Where an accident occurs under sections 2, 3 or 4, the insurer and other interested parties have the right to acquire data from the automated vehicle for the purpose of determining the extent of liability.

(2) The Secretary of State must set out in regulations a system for handling and sharing data generated in respect of accidents involving automated vehicles.

(3) These regulations must make provision for—

(a) the format and content of the data recorded by automated vehicles,

(b) identifying who is responsible for data collection,

(c) identifying which interested parties have the right to acquire data from the automated vehicle,

(d) how such data may be acquired by the insurer and other interested parties, and

(e) any limitation that should be placed on how that data can be shared or used.

(4) Prior to making regulations under this section, the Secretary of State must consult with such persons as the Secretary of State considers appropriate.

(5) 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 a resolution of each House.

(6) A statutory instrument containing regulations under this section, that is not the first such instrument made under this section, is subject to annulment in pursuance of a resolution of either House of Parliament.”—(Karl Turner.)

This new clause would ensure that insurers and other interested parties have access to automated vehicle data for the purpose of resolving disputes on the extent of liability where an accident has occurred. This clause would give the Secretary of State power to make regulations on how such data should be handled and shared.

Brought up, and read the First time.

[Karl Turner]

I beg to move, That the clause be read a Second time.

The new clause will ensure that insurers and other interested parties have access to automated vehicle data for the purpose of resolving disputes on the extent of liability when an accident event has occurred. The clause will give the Secretary of State the power to make regulations on how such data should be handled and shared.

An automated vehicle is likely to produce huge amounts of data on such things as car location, traffic information, weather information, its route, passenger information and even the parcels that it carries, if used commercially by a courier. Clearly, there are huge advantages to vehicles producing that data when resolving disputes on the extent of liability—for example, increasing the speed and quality of decisions. The data will be a valuable source of information for the insurer and other interested parties.

There are risks. The information gathered by the vehicles might be sensitive; information that needs to be kept private could be damaging if placed in the wrong hands. It is important that the Government ensure that the gathered data is secure, private and accessed only by relevant authorised parties.

[Sir Greg Knight]

Does the hon. Gentleman agree that without this new clause, the data would probably still be made available, but only after one of the parties sought a court order to obtain it by arguing that it was necessary to settle the issue of liability? Does he also agree that there would be a cost in obtaining that information and that, generally speaking, the person requesting the information should pay that cost, even if he or she is later reimbursed in the settlement of the case?

[Karl Turner]

Yes. The right hon. Gentleman makes a valid point. As a lawyer, I am always reluctant to make lawyers redundant, but that is clearly a potential outcome.

New clause 16 will give insurers and other interested parties access to that information. It will require the Secretary of State to consult with the appropriate persons and then to put in place regulations for the handling and sharing of such data. [Interruption.] The Minister is nodding along nicely to my remarks and I look forward to his response.

[Mr Hayes]

With you in the Chair, Sir Edward, I feel I am surrounded by lawyers.

The hon. Gentleman is right that data collection will be vital as the technology develops. Furthermore, he is right that this is a potentially challenging area because of the sensitivity of some of that data. I would go still further and say that there is a balance to be struck between the desirable collection of data to establish what might have occurred in the event of an accident and the privacy of drivers. That balance will need to be struck with great care and must be struck internationally, because people drive across borders. I have spoken repeatedly about the development of international standards, mainly in relation to the type approval process. Those international discussions should and will include the parallel issues of data storage and data collection. As I have made clear, we are engaged in those discussions, and we will certainly want to highlight the issues raised in the new clause as those standards develop.

The debate about what data, beyond who or what was in control of the vehicle, needs to be collected has begun but still needs to conclude. That debate will include engagement about who needs to access that data, and on what basis and for what purpose they will be allowed to access it. That will need to be clearly established to avoid the eventuality—which the hon. Gentleman, given his previous professional circumstances, teasingly offered us—of countless legal cases, no doubt with countless legal fees.

--- Later in debate ---

[Mr Hayes]

My right hon. Friend is right; he makes a sound point. That is precisely why I said in response to the shadow Minister that we need cross-border international agreement.

By the way, the hon. Member for Reading East is right, too, about the need to ensure that industry—not just the automotive industry, but the IT industry—is engaged. As he knows, my background is in the IT industry, and it is important that we take advantage of all available expertise in judging why, but also how, we manage data. The “why” is about the balance I described earlier, and the “how” is about the mechanisms for achieving that balance.

I end with this statement, which I hope is sufficiently reassuring. I assure hon. Members that the UK Government and others around the world are investing heavily in automated and connected technologies that will assist in providing evidence of what minimum event data recording and sharing requirements might be needed and wanted. We will work on an international basis to decide what can be done, what should be done and how it will be done. Given that assurance, I hope that the shadow Minister withdraws the new clause.

[Karl Turner]

I am happy to do so. I beg to ask leave to withdraw the motion.

Clause, by leave, withdrawn.

New Clause 17

Accident resulting from unauthorised inspection, repair or maintenance of automated vehicle

“(1) An insurance policy in respect of an automated vehicle may exclude or limit the insurer’s liability under section 2(1) for damage suffered by an insured person arising from an accident occurring as a direct result of unauthorised inspection, repair or maintenance of the automated vehicle, made by the insured person, or with the insured person’s knowledge, that are prohibited under the policy.

(2) But as regards liability for damage suffered by an insured person who is not the holder of the policy, subsection (1) applies only in relation to unauthorised inspection, repair or maintenance of the automated vehicle which, at the time of the accident, the person knows are prohibited under the policy.

(3) Subsection (4) applies where an amount is paid by an insurer under section 2(1) in respect of damage suffered, as a result of an accident, by someone who is not insured under the policy in question.

(4) If the accident occurred as a direct result of unauthorised inspection, repair or maintenance of the automated vehicle, made by the insured person, or with the insured person’s knowledge, that are prohibited under the policy, the amount paid by the insurer is recoverable from that person to the extent provided for by the policy.

(5) But as regards recovery from an insured person who is not the holder of the policy, subsection (4) applies only in relation to unauthorised inspection, repair or maintenance of the automated vehicle which, at the time of the accident, the person knew were prohibited under the policy.

(6) For the purposes of this section the Secretary of State must by regulations establish a scheme for authorised inspection, repair and maintenance of automated vehicles by licensed and accredited technicians.

(7) The scheme must include details of—

(a) which professional body will operate the licensing and accreditation of technicians,

(b) how the licensing and accreditation scheme will operate,

(c) a minimum level of training for technicians working on listed automated vehicles, and

(d) how a list of accredited individuals will be prepared and kept up-to-date.

(8) Prior to making regulations under this section, the Secretary of State must consult with such persons as the Secretary of State considers appropriate.

(9) 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 a resolution of each House.

(10) A statutory instrument containing regulations under this section, that is not the first such instrument made under this section, is subject to annulment in pursuance of a resolution of either House of Parliament.”—(Karl Turner.)

This new clause would ensure that insurers should not have to bear liability to the insured person for accidents caused by the vehicle being inspected, repaired or maintained by unauthorised technicians in breach of the insurance policy. This would apply subject to various conditions regarding the level of knowledge of the insured person or policyholder about the insurance policy requirements. This clause would give the Secretary of State power to make regulations on a scheme for authorised inspection, repair and maintenance of automated vehicles by licensed and accredited technicians.

Brought up, and read the First time.

[Karl Turner]

I beg to move, That the clause be read a Second time.

The new clause, which stands in my name and that of my hon. Friend the Member for Lewisham, Deptford, would protect the insurer against accidents caused by vehicles having been repaired by unauthorised technicians. It would also require the Government to establish a scheme for authorised inspection. The automotive industry already relies on hundreds of thousands of individuals in roles to support, work on and maintain vehicles. As the technology develops, so too must the skills of those working on them.

We are aware of existing skills gaps in the industry. The Minister and I have had discussions about this very issue. I think the Government have got a really good intention to skill up people in this area, but as the technology develops, skills gaps seem to be worsening. The Bill does not address the worsening skill gap. If we do not start planning now, we will be left with a huge hole in the support structures for the new vehicles. That is why the Opposition believe, as do a number of stakeholders, that the Government should introduce an accreditation scheme for technicians to work on future vehicles. I think the Minister previously said publicly that he may do just that.

If the Government are not proactive, the UK will not be able to support growth in the new technologies. Will the Minister therefore consider introducing an accreditation scheme for technicians, not only to address the skills shortage but to provide a wider set of protections for insurers against unauthorised repairers and unauthorised maintenance of these vehicles, as set out in the new clause?

[Mr Hayes]

It is a paradox that, as we become more ambitious in respect of future transport, we simultaneously create a greater and greater problem in respect of the skills necessary to deliver those ambitions. With the road investment strategy, which I began, and with our rail investment strategy, High Speed 2, Crossrail and all the other developments, the need for transport skills is growing at a pace that is hard to satisfy. We have analysed that thoroughly. Indeed, I think we can fairly say that the Department for Transport is a leader in terms of mapping those future needs and identifying the space between where we are now and where we need to be. Encouraging more and more people to gain those skills will be critical and could be the “make or break” of the technology. Investing in infrastructure means investing in people as well as in things.

If that is a paradox, it is a pseudodox that the only means of gaining fulfilment comes through academic accomplishment. Curious, is it not, that we should have convinced ourselves of that for so long. Frankly, I was never convinced, but many were. Of course, it is through the application of technical and vocational skills that many people find not only their ultimate fulfilment but the means by which our economy works. Encouraging more people to take the practical journey towards the achievement of such competencies is vital. That is why I am so passionate about apprenticeships and why, when I was apprenticeships Minister, I championed those practical skills.

It is perhaps through practical accomplishment—the combination of the work of one’s hands and one’s mind—that people are most likely to achieve the sublime. Most academic learning, at least up until master’s degree level, is derivative. Technical learning is creative at a much earlier stage. Perhaps a journey to the sublime is made more likely through what we do practically, technically and vocationally.

I agree with the hon. Member for Kingston upon Hull East. Furthermore, I agree that we need to codify and accredit such skills. The argument becomes, therefore, not about intent, but about method. It is probable that we are at too early a stage to be certain about what that kind of accreditation might look like. Nevertheless, I am happy to agree to have further discussions with the Institute of the Motor Industry and others to help the Government to understand the challenge of ensuring that vehicle maintenance and repair is carried out in a professional and safe manner for technicians and drivers.

May I add a relevant further point, Sir Edward, that does not directly relate to the proposed new clause? I hope your earlier generosity will not have ended.

[Mr Hayes]

Your generosity declines the closer we get to food; I can understand that, Sir Edward.

There is a risk that smaller providers of services—the small garages and small businesses—will be disadvantaged if those skills are found only in the proprietary repair centres of major manufacturers. I am keen that that should not be the case, not only because it will make those small businesses less viable, but because it will mean that people will travel further to get their car serviced and repaired—the major centres will not be so evenly distributed—and that those acquiring the skills will have to travel much further to do so.

I hope we might be able to emulate the industries that the hon. Member for Reading East mentioned earlier and represents. In the IT sector, while there are a relatively small number of very large manufacturers, they work through a whole series of other smaller businesses that are accredited to work with them or for them. Perhaps that is the model we should look at to avoid the unfortunate eventuality that I have taken the liberty, with your indulgence, Sir Edward, of drawing to the Committee’s attention.

The hon. Member for Kingston upon Hull East and most of the House are well aware of my absolute commitment to and passion for skills. On that basis, I hope he will withdraw the amendment.

[Karl Turner]

I will happily do so. It is fair to say that the Minister has gone beyond what I had anticipated, so I beg to ask leave to withdraw the motion.

Clause, by leave, withdrawn.

New Clause 20

Consultation on the collection and use of data from electric vehicle charging points and smart charge points

‘The Secretary of State must consult with such persons as the Secretary of State considers appropriate on the collection and use of data from electric vehicle charging points and smart charge points. The consultation must address—

(a) who is responsible for collecting the data from electric vehicles and from any associated charging or network infrastructure used by such vehicles,

(b) how the data is shared between different parties, and

(c) any limitations on the use of such data.’— (Karl Turner.)

This new clause would require the Secretary of State to consult on the collection and use of data from electric vehicle charging points and smart charge points.

Brought up, and read the First time.

[Karl Turner]

I beg to move, That the clause be read a Second time.

I do not intend to speak for long to this new clause, which stands in my name and that of my hon. Friend the Member for Lewisham, Deptford. It focuses on the collection and use of data from electric charging points, which will bring about many of the same issues that we discussed in the debate on new clause 16.

As with automated vehicles and the data they collect, charging points for electric vehicles will also hold important and useful information, which, were it to fall into the wrong hands, could be damaging. It is important that we get that side of the legislation right. As the technology advances, it is likely that more and more information will be held. Some of that information will be personal, sensitive information. That is why it is important that the Government ensure that the gathered data is secure and private. It is also important that the legislation deals with who is responsible for collecting the data, how the data is then shared between the different parties, and any limitations on such data.

With new clause 20, we are asking the Minister to properly consult the relevant stakeholders in this area to ensure that the correct safeguards are put in place. I hope that the Minister supports my intention and will be able to give some assurances in this area.

[Mr Hayes]

I can deal with this very quickly: I do agree and I will take those steps.

[Karl Turner]

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

[The Chair]

A very good note to end on.

Clause, by leave, withdrawn.

--- Later in debate ---

[Karl Turner]

Further to that point of order, Sir Edward. I thank you and Mr Bailey for chairing the Committee. I also thank the Clerks. Without their assistance, I would have struggled a great deal, having come to the brief relatively recently. I also thank the officials, who have been extremely supportive with my colleagues in my office and have helped a great deal, even by just having telephone conversations about certain amendments that we planned to table. I also thank the Minister for the discussions that we have had both privately and publicly on the issues that we have been debating.

[Alan Brown]

Further to that point of order, Sir Edward. I, too, want to put on the record my thanks to you and Mr Bailey for chairing the Committee. I thank the Clerks for their assistance and helping with amendments. I realise that they had to be robust in terms of keeping to the guidelines of the Bill, and I appreciate the guidance that was given. I thank the Minister, who certainly seems to have listened and engaged. He has a good way of getting us to withdraw amendments with a mix of humour, appearing to listen, and a wee bit of flattery thrown in at the start just to keep us off guard. It has been an enjoyable process and I thank everyone involved.