Automated and Electric Vehicles Bill (Seventh sitting)

Matt Rodda Excerpts

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

[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.

[Matt Rodda (Reading East) (Lab)]

I share the Minister’s concerns about this point. As a non-lawyer, I must admit that my knowledge of the legal aspects is somewhat limited. However, I represent a constituency with large IT businesses, and I urge him to consider the IT industry’s views about the management of big data. There is an ongoing debate in the industry about the various international conventions and rules that govern data. Will he and his officials consult the industry and take on board its concerns about the impact of Brexit and, indeed, our ongoing relationship with the United States on the management of that data? A number of those businesses operate in the European Union, the US and the UK, and I hope that they continue to do so.

[Mr Hayes]

I regard Brexit as the prospect of a dream coming true. It is a subject of great joy and delight to me. However, I do not want to open up—

Automated and Electric Vehicles Bill (Sixth sitting)

Matt Rodda Excerpts

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

[Mr Hayes]

Quite. I know the Hansard writers are wonderful people.

The aim of the Bill is to create greater clarity and consistency about access and payment. We are confident that the powers are sufficient to do that. It is necessary to consult the industry on this and I commit to doing so. We want to do this as much as we can as a result of that collaborative, co-operative dialogue, but we will take powers as necessary to provide the certainty that we all seek. That seems to me to be important and urgent and it is very much in tune with what the shadow Minister said.

The second point made by my right hon. Friend the Member for West Dorset was about the location of charge points in those places where it is less straightforward and where there is not easy access.

[Matt Rodda (Reading East) (Lab)]

I thank the Minister for giving way and for mentioning our brief conversation at lunch time; it is very good of him. On his point about the location of charge points, as someone who represents a constituency with poor quality air—we suffer greatly from air pollution in Reading, as do many other urban areas, even relatively small or medium-sized ones—I not only commend his interest in encouraging charge points but urge him to speak to his officials and other partners, including the industry and local authorities, to see whether areas with air pollution problems can be prioritised as we roll out this new technology. Residents in those areas would be very grateful and appreciative if thought were put into whether that is possible.

[Mr Hayes]

The hon. Gentleman, with great courtesy, gave me notice as part of the civilised conversation we had at lunchtime that he would raise that very point. When he mentioned it to me informally, I said that it was an interesting thought. It is not incompatible with the zonal approach we have taken to air quality. As he knows, we have developed an approach that focuses on areas that are particularly severely affected by poor air quality. I cannot give a definitive commitment to do exactly what he says, but I am certainly prepared to think about it. It would not be out of tune with the Government’s approach; as well as raising the quality of air for everyone, we have done extra work in parts of our country—typically urban places—that are particularly badly affected. I think he can take that as a small win, in that he has made his point, which I have acknowledged and committed to going away to think about more.

My right hon. Friend the Member for West Dorset made a point about existing powers. He will be aware of the powers granted by the Alternative Fuels Infrastructure Regulations 2017, which I think he referred to. They have just been introduced in the UK and will go part of the way to solving the problem. Those regulations require that all charge points offer ad-hoc access without requiring people to have membership, as some existing systems do. They are about creating the greater consistency that he seeks.

In a former life I was the Energy Minister, and I remember dealing with Ofgem and others, as my right hon. Friend will have done in the roles that he has had. I hear what he says about the practical business of ensuring that the appropriate powers are employed in the way that we seek, and I will think more closely about that, too. It might be necessary to do that in primary legislation in the way that he described, but there may be other ways of achieving that end, and I want to give it further consideration.

It is certainly essential, if we are going to make this multiplicity of charge points as widely available as possible, to address the issue of off-street charge points. As my right hon. Friend and others will know, some local authorities have already made progress in that regard. I am delighted to be able to tell the Committee that just this weekend, London boroughs took the lead. Wandsworth approved a plan to convert all lampposts so that they have charge points, which is notable and important, and Kensington and Chelsea announced the conversion of 50 lampposts as a first step to converting all its lamp posts. So, there is some progress in London.

Automated and Electric Vehicles Bill (Second sitting)

Matt Rodda Excerpts

Committee Debate: 2nd sitting: House of Commons
Tuesday 31st October 2017 Public Bill Committees

[Matt Western]

Q What could we do?

Robert Evans: Two different things. One is that the size of the power cables running into new developments is typically capped by the developer or by processes, so it is not built to add further capacity at later dates. That is what charging would require, so that is one part of the equation. The second part would involve effectively putting wiring in new homes in such a way as to ensure that a charge point could easily be added. We have repeatedly asked about this but been told that even putting a smoke alarm in some houses is too much for some developers. Any additional input in that area would be very welcome.

[Matt Rodda (Reading East) (Lab)]

Q Air quality is a huge issue, particularly in many urban areas and some other parts of the country. What do you believe could be done to increase the roll-out and take-up of electric vehicles in urban areas to help tackle the problem of air quality?

Suleman Alli: From our market, first we need to engage with people to talk about range anxiety. It is down to motor manufacturers to produce vehicles with a longer range. The second thing is availability of charging infrastructure. We have certainly seen an increase in activity from both TfL and local authorities in wanting to understand that more effectively, and we have done a lot of engagement with local authorities to demystify the process and explain what the costs are likely to be. The third thing is just the up-front cost—the capital cost—of buying a vehicle. There is no silver bullet; we would need to do a range of things to increase adoption.

[Matt Rodda]

Q If you do not mind, I will ask a brief supplementary question. Those points all sound very valid, but they may apply to the whole country. Are there specific measures that you would suggest the Government ought to be considering for urban areas?

Suleman Alli: In urban areas, where people do not necessarily have a driveway and perhaps live in flats, they have to have provision of charge points on the street for on-the-go charging and destination charging—at railway stations, supermarkets and so on. In urban areas you would need to identify those locations—car parks and so on—that have the space to provide destination charging. In that case, it would probably have to be rapid charging to provide the charge that you would need.

Robert Evans: We would be very keen as an industry to work more closely with the DNOs for the roll-out of the charge points, but also the grid reinforcement needed to get charge points in strategic city locations. For example, London, with UK Power Networks, has provided support that has effectively created locations where the power is available for rapid chargers to be deployed. The same is happening in other Go Ultra Low cities. We would like to have a partnership approach whereby we could work with the DNOs in particular cities to make sure that we could get infrastructure in strategic locations. [Interruption.]

[The Chair]

Given that there is now a Division, I think we can let you go, because it would be unfair to keep you. We will start straightaway in 10 minutes with our new set of witnesses. Thank you.

Automated and Electric Vehicles Bill (First sitting)

Matt Rodda Excerpts

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

[Scott Mann]

Q I just wanted to ask briefly about your experience of driving in very rural areas. We have a lot of energy generation around the country happening in rural areas, through solar and wind. I just wanted to know whether there are enough charging points in rural areas and whether we could do something to decouple the national grid in some of those areas, so that some of the farmers producing that energy could effectively provide charging points.

Robert Llewellyn: There is a whole other area of fascinating stuff going on with micro-grids and local community-owned generation. That is something that I am involved with in my village. I think it is actually in many ways easier to have an electric vehicle in a rural area—I live in one—because you have generally got, even if it is a muddy drive or field entrance, somewhere you can park the car off the road. Far more people in a rural area have that ability.

You also generally have a bit more space to install solar panels or wind turbines. There is certainly a lot of that activity happening on a community level, of people generating their own power—they own the assets that do that—and they also install electric car chargers. A farmer local to me who is putting 20kW of solar on his barn roof wants to open a café with car chargers. You would have to drive miles to go there—I do not know why anyone would—though he has some nice cows.

[Matt Rodda (Reading East) (Lab)]

Q My question is similar, but from an urban perspective. What would you see as the most effective way to encourage urban residents, particularly those who do not have off-street parking, to convert to electric vehicles? Secondly, how would you incentivise landowners who have car parks, such as large employers, railway stations and supermarkets, to have chargers?

Robert Llewellyn: I feel more confident in answering the second part. When people do install destination chargers—the common term for it—they all notice an increase in time spent by individual customers, because they are there a bit longer, and repeat visitors. Convincing supermarkets that, if they put chargers in their car parks, they will get more customers is the argument that I always try to use.

Certainly, hotels and restaurants have noticed a marked increase of a specific type of customer, particularly if it is a high-end electric vehicle. If they put those chargers in, they appear on the map on the satnav and they get more business like that. That is an argument. I do not know whether you could legislate for that but that is certainly an argument in favour of doing it. As more electric vehicles appear, I feel that will kind of roll itself out in a way.

[Matt Rodda]

Q Do you feel there is a need to look at the way the planning system could incentivise that, to get the market started?

Robert Llewellyn: I would hope that there would be. It would be wonderful if there were encouragements and nudging pressure to say, “When you build this new supermarket with a car park, can you put in 40 car chargers? Not two or four down the far end but to have one whole side for electrical vehicle charging.” It is not that expensive to do low-cost top-up charges; that is not a big expense.

[Alan Brown]

Q Past UK Government policy led to an increase in uptake of diesel vehicles, which we now know are huge contributors to problems of air pollution. Therefore, to achieve future deadlines, would it make sense for the UK Government directly to incentivise the purchase of EVs or low-emission vehicles, through scrappage schemes and so on?

Robert Llewellyn: I am very uncomfortable about pressuring people in that sense. We should encourage them, certainly, but not pressure them, because of the result of the misinformation that we all suffered from. I had a diesel car, as did a lot of people. I think that is a really difficult area. I feel very unqualified to know how to do that. I work on encouragement and enthusiasm; I would not know how to instigate legislation that would insist on people buying electric cars.

Rail Links: South-west England

Matt Rodda Excerpts

Tuesday 24th October 2017 Westminster Hall

[Matt Rodda (Reading East) (Lab)]

I thank you for giving me the opportunity to speak this afternoon, Mr Evans, and my hon. Friend the Member for Plymouth, Sutton and Devonport (Luke Pollard) for securing the debate. I shall address my remarks to my constituency in Reading, which, as many people know, is served by rail services that start both in the far west of Cornwall and in west Wales. They meet at Reading and go on to London.

The state of the line at Dawlish is understandably of great interest to residents of the south-west, as we have heard. However, it also has real significance for Thames valley passengers, as my hon. Friend the Member for Slough (Mr Dhesi) mentioned. Delays on the line have a direct and immediate impact both on long-distance travel and commuter services. I shall address the economic benefits for Reading of a more reliable and robust long-distance service to the far south-west, and then pick up on some benefits to commuters in the Thames valley area.

On the first issue of long-distance rail services, rail travel from Reading to Exeter takes less than two hours—a significant advantage that we share as nearby large towns and small cities within a growing and advanced economy. I encourage the Minister to see that advantage and invest so that our residents and businesses can make better use of that. Exeter and Reading both possess similar local economies, and the interconnection of businesses could be taken further. The Met Office, for example, was based in Berkshire and has been moved to Exeter. We have a considerable IT industry in Reading that forms a supply chain for the Met Office and other public sector IT procurement in the south-west. A far better rail service between Reading and the Thames valley and other towns and cities further to the west can only support business and growth in both regions

Moving on to the advantages for local commuters, when the Dawlish floods occurred there was significant and sustained disruption in the Thames valley as railway services were affected. A large number of commuters had to decamp on to other services, such as those coming from west Wales or Oxford through Reading. That had a knock-on effect both on commuters who would have taken services from the west country up to London that stopped at Reading, and on commuters on other services. I very much hope that we can avoid any repeat of that type of disruption to our local economy and society in the Thames valley.

I will also highlight two other brief, related points. One is the benefit of further investment in local stations, which some hon. Members from the south-west have mentioned. We need a new local station on a line near Reading at Green Park. I concur with Members’ views on the benefits of local stations in growing the local economy. In our case, the station in the area near Reading would help to attract further IT investment to the town and put a greater emphasis on local transport being through public transport rather than road services. It would also generate further benefits by reducing air pollution in our area.

Let me finish by concurring with other colleagues who have pointed out the need for a shared and collaborative approach between towns and cities across southern and south-western England. I fully concur with the hon. Member for Cheltenham (Alex Chalk), who made eloquent points about his city needing a better rail service into London. We appreciate that—we are better served—but together we all stand to gain from further investment in the region if the Minister hears our concerns, so I hope that he can respond by reassuring residents across the region.