Vehicle Technology and Aviation Bill (Fourth sitting)

Richard Burden Excerpts

Thursday 16th March 2017 Public Bill Committees

[Mr Hayes]

Despite the overtures from my hon. Friend, the witnesses were singularly unenthusiastic about hydrogen, particularly Mr Willson. He said:

“I believe hydrogen is too far away yet to get consumers interested in or excited about it.”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 14 March 2017; c. 18, Q31.]

However, it is clearly not too far away to excite my hon. Friends the Member for North West Hampshire and for Wycombe, but they are at the apex of excitement at all times.

[Richard Burden (Birmingham, Northfield) (Lab)]

Will the Minister give way?

[Mr Hayes]

I will make a little progress and then give way to the hon. Gentleman.

I want to be clear that, in seeking the powers, the Government are mindful of the need to strike a balance between encouraging the development of the refuelling infrastructure for hydrogen fuel cells and electric vehicles while ensuring that any impacts on the market are managed properly. I want to emphasise that we are by no means unresponsive or unimpressed by the argument for hydrogen fuel cell vehicles. I will personally ensure that the comments that have been made here and elsewhere—I am sure that the hon. Gentleman, who is an enthusiast for this too, will add to them in a moment—are taken fully into account as we take further steps to improve the infrastructure that the Bill is designed to reinforce.

[Richard Burden]

I think that one of the problems with the way the discussion was going a moment ago was about whether or not hydrogen conversions of petrol engines are the way to go. Surely the point about the amendment, which I think has merits, and this part of the Bill is the question of whether or not the Government should have the capacity to introduce regulations that would cover this area, or whether that capacity should be restricted to the kinds of propulsion systems currently set out in the Bill. From what the Minister said, can I take it that he is receptive to the argument that the Government should not be hemmed in by the technology and that perhaps between now and Report some form of words could be considered that would expand matters a little further?

[Mr Hayes]

As I enjoyed a very light and healthy lunch in between the two sittings of this Committee today, I was able to have a very brief informal conversation with Members of the Committee on exactly that subject. We discussed the risk of being “hemmed in”, as the hon. Gentleman put it, which is certainly not the Government’s intention.

I want to focus on ultra low emission and zero-emission mobility, of course, because that is very much in accord with the Government’s policy and strategy, but it is right that we do not close off technological options that have merit. With all technological change in its early stages—at its cusp, as it were—it is important to retain an open mind. I could give many examples from the technological changes that have occurred in my own lifetime of decisions that, if we took them now, would be rather different, because we were not sufficiently open-minded about the kinds of developments that the hon. Gentleman has described, so I am certainly open-minded. I do not want to close down options, but I am heavily focused on low and zero-emissions mobility. That is the formula that we will adopt.

On that basis, and with what I thought was a rather more enthusiastic welcome for my hon. Friend’s predilections and, may I say, prejudices—without meaning to sound in any way pejorative—I hope that the amendment will be withdrawn.

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[Mr Hayes]

We had some debate about this in the evidence session. Clause 8 provides several definitions relating to the charging of electric vehicles. It gives a precise definition not only of “charge point”, as my hon. Friend said, but of “hydrogen refuelling point”, and it specifies what qualifies as a “public charging point”. This is so that the effect of the powers matches their intent and so that their intent is made clear to the public. Any other necessary definitions will be set out in secondary legislation, but we wanted to be clear about the framework. To answer his perfectly fair question, the definition of “charge point” covers both rapid and normal charge points.

Question put and agreed to.

Clause 8 accordingly ordered to stand part of the Bill.

Clause 9

Public charging points: access and connection

[Richard Burden]

I beg to move amendment 12, in clause 9, page 6, line 33, at end insert—

“(4) The Secretary of State must consult charge point operators and vehicle manufacturers on the prescribed requirements for connecting components (before regulations under subsection 9(1b) are made).”

This amendment requires consultation with charge point operators and vehicle manufacturers on the requirements for connecting components for the charging of electric vehicles.

It is a pleasure to serve under your chairmanship, Ms Ryan. I have a few words to say about the policy scoping notes that we have received. Most Committee members saw them for the first time today because they were circulated last night. They are helpful, particularly in relation to part 2, from clause 9 onward, and they address some of the issues that our amendments probe. It is reassuring to know that Ministers are thinking about those things, but I have to say that producing those notes last night, so that we saw them today for the first time as we were going into the first sitting of line-by-line scrutiny, was really not the right way to do things.

The Government’s sequencing and timing for this part of the Bill were wrong. They should have started with a consultation on the infrastructure issues that they were trying to address in order to create the infrastructure for the zero-emissions future that we all want. After that consultation, they should have scoped out the policy options that would lead to that outcome. Having reached consensus on those, they should have published a Bill with adequate safeguards in it, especially if a large part of that Bill involved powers to make secondary legislation down the track.

That is how it should have been done. Sadly, the Government have done it another way. They certainly started with a good consultation on what they described at the time as “Modern Transport”, but they then went from that consultation to a Bill that leaves a large number of questions unanswered, particularly in part 2. Then, in the middle of our discussion of that Bill, we see what should have been the second stage: the policy notes scoping out the policy options. The recurring theme of these notes—it is particularly relevant to this amendment and clause 9—is that Ministers are, perfectly reasonably, not sure what regulations they will need to introduce to achieve the objectives of the clause. The Government say in the policy notes that they will produce those regulations in draft before the Bill reaches the Lords, by summer.

Ministers have not made it easy for us to get the clarity that we need at Committee stage, so the theme of the amendments to this part of the Bill that we have tabled and will pursue is to press the Government, first, on the definition of the issues that the Bill is trying to address; secondly, on what criteria they will use in addressing them; thirdly, for clarity on whom they intend to consult on those issues; and fourthly, on how far they are prepared to review in the light of experience how the Bill’s provisions, when enacted, will operate in our rapidly changing environment. I hope that the Minister will be responsive as we pursue amendments on that theme.

On amendment 12, I am sure that we all agree that the market presents a significant opportunity for the UK to lead globally in encouraging uptake of electric vehicles. Making the most of that opportunity will require action in a number of areas; one is availability and interoperability of charging points. As we heard in the evidence sessions on Tuesday, there is some concern about differing design standards for charging points. The Government’s response to their “Modern Transport” consultation recorded that concern from several quarters, and those Committee members who own plug-in vehicles or have constituents who do will know how irritating the absence of common or universal standards is in the charging infrastructure and the specifications of different electric or plug-in vehicles.

In the response to the “Modern Transport” consultation, the Government advised us that the relevant measures will be covered by a European Union directive on the deployment of alternative fuels infrastructure, which should mandate a minimum common charging connection and socket outlet for relevant recharge points while allowing charge point manufacturers to include other connector types. Common European standards will still need to be implemented, and their delivery will rest heavily on manufacturers. That is what the Government are getting at in the regulations on connecting components in clause 9. We are not opposed in principle to the regulations or the use of secondary legislation to introduce them. The purpose of the amendment is to probe a little deeper to ensure that the Government consult properly and widely on the final form and implementation of those connecting components, specifically consulting recharge point operators and vehicle manufacturers.

My first question to the Minister is this: what discussions have taken place so far between Government, vehicle manufacturers and charge point operators? Secondly, what pan-European working groups are the Government engaging with to ensure that the solution there is shaped sooner rather than later? It is important to avoid a situation in which vehicles have a wide range of different connecting components, because they will have to be reflected on forecourts. A wide range of different connecting components will be impractical and create confusion on forecourts. It seems to me that the Government must also ensure, particularly with Brexit coming down the tracks, that regulatory divergence regarding those connecting components does not develop between the UK and the EU, and that consistency with the EU regulations and standards that are being and will be developed will be maintained. How will that be done?

That is all essential if the UK is to be the vehicle manufacturers’ location of choice for the development, testing and deployment of electric vehicles. It is important that the Government get the details right on the specification and harmonisation of connecting components. The other point to reflect on in relation to the amendment is what will happen to existing electric vehicles that do not yet have those common connectors that we hope will be on future vehicles. Do the Government intend that charge point operators should provide adapters for those vehicles as well?

The amendment and the others we have tabled are designed to find out a bit more about the criteria on which Ministers will make those kinds of decisions, how they will consult before making them and with whom. I hope the Minister will be able to address some of those issues and concerns.

[Mr Hayes]

I welcome the hon. Gentleman’s first contribution to the Committee. He and I have worked together in similar circumstances in the past to produce, I hope, effective legislation.

Let me deal with the hon. Gentleman’s opening remarks about the order in which the Government have gone about our business. He is right to draw attention to our consultation. I think the document is available to all members of the Committee, but I draw their attention to it once again. This is our response to the consultation, which is available from my Department and which deals with a number of issues that he raised. He is also right that after consulting we moved to legislate, but not without considerable dialogue with the industry. The communication that he requests is regular; I meet the industry on an extremely regular basis. I was with representatives of the industry yesterday evening, and I held a roundtable meeting with them on Tuesday before our witness session to discuss these and other issues, but we focused on the Bill.

Of course, automated vehicles’ electric charging infrastructure is a matter of real concern to manufacturers, because the absence of good infrastructure is a barrier to entry for many consumers; it is not the only challenge they face, but it is one of them. So our determination to put into place effective infrastructure is shared by manufacturers. It is an important means by which they will encourage more people to buy the electric cars they make. We also engage regularly—I would go so far as to say routinely—with the providers of charge points. I accept the hon. Gentleman’s point about the need to move to common standards. It is really important that we establish the certainty that comes from good standards.

The hon. Gentleman is also right to draw attention to the directive—I will start in a moment to deal with notes I have in front of me, rather than sharing my own views. That is the trouble, Ms Ryan—I am just one of those Ministers who says what he really believes. He is right to draw attention to that directive, and we are looking closely at how we should deal with it. We are working to consult on the transposition of the directive and the Bill measures in parallel. He sensibly points out that not to do so might imply a contradiction, so it is really significant that we ensure they are synergous. We will work on that final transposition of the directive as soon as possible. I commit now to informing Committee members as the Bill makes progress of our thinking on that synergy.

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[Mr Hayes]

My hon. Friend is a great friend, was an outstanding Minister and is a valued colleague. I welcome his remarks.

I completely agree that we must consult a wide range of stakeholders with a view to making regulations. I said—the shadow Minister was enthusiastic about this—that as well as standardisation of connection, I would like there to be some standardisation of design. I think it is important that charge points are instantly recognisable. As people drive about, particularly in places they do not know, they should know what a charge point looks like. I am inclined to run a design competition to elicit something of beauty and efficacy. We will do that as a result of the conversations we have been having formally and informally.

I do not think it is right to specify which organisations should be consulted—this is where there may be a point of detailed difference between us. As we develop the regulations under the clause, there needs to be a wide consultation, but I would not want to be too specific about with whom and when. It is ongoing, and it needs to be wide-ranging. On that basis, I have a difference with the hon. Member for Birmingham, Northfield about the specifics of the amendment, but I absolutely assure him that the spirit of all he said is entirely consistent with my view on these matters. On that basis, I hope he will withdraw the amendment.

[Richard Burden]

As I said at the outset, the purpose of the amendment is to probe the Government’s intentions. I am grateful that the Minister acknowledged that the compatibility of charge points’ connections will be the making or the breaking of whether they incentivise the switch to plug-in vehicles. I am also pleased that he recognised that there is a European dimension here. Whatever happens on Brexit, we must not get a range of specifications for charge points, be they in motorway services areas or anywhere else in this country, that simply do not work on the continent of Europe, and vice versa. Those two things must be done in parallel.

Although the Minister did not specifically address this in his response—I am sure he will—I hope he will also take on board the point about the current specifications of connectors, before the kind of commonality that we all want has been achieved. We must ensure that public charge points are able to provide adapters or some other means to enable early adopters of electric and other plug-in vehicles to charge their vehicles, even when we have got to a much better situation of harmonised and compatible charging points.

[Mr Hayes]

indicated assent.

[Richard Burden]

The Minister is nodding, and I am grateful to him for that. On that basis, I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Clause 9 ordered to stand part of the Bill.

Clause 10

Large fuel retailers etc: provision of public charging points

[Richard Burden]

I beg to move amendment 11, in clause 10, page 7, line 2, at end insert—

“(2A) Regulations under subsection (1) must provide exemptions for retailers and operators in instances where adhering to such regulations would—

(a) require an expansion of land, or

(b) result in any other disproportionate costs for retailers and operators.”

This amendment ensures that there are exemptions for operators with limited forecourt space who are unable to accommodate public charging points without an expansion of land and that retailers and operators do not incur disproportionate costs for complying with regulations.

[The Chair]

With this it will be convenient to discuss amendment 13, in clause 10, page 7, line 4, at end insert—

“(4) The Secretary of State must publish, in draft, the criteria and definition of “large fuel retailers” and “service area operators” at least six months before regulations under subsection 10(3) are made.”

This amendment would require the Secretary of State to consult on and publish criteria to be used for the definitions of “large fuel retailers” and “service area operators”. This will make clear to the industry which kinds of companies are covered by these regulations.

[Richard Burden]

I will focus first on amendment 13. As it stands, the Bill allows the Government to impose requirements on what are described as “large fuel retailers” and “service area operators”; the problem is that Ministers have yet to define or outline the definitional criteria for what those actually are. It is a bit “Alice in Wonderland”—the requirements will apply to large fuel retailers and service area operators, and the definition of those is what the Government say they are.

The policy scoping notes say that “evolution of the market” and other factors mean that the Government are not yet in a position to apply the powers that they are taking in the Bill, and they may not even be in a position to start doing so for a year or two after Royal Assent. Paragraph 3.10 of the scoping notes says:

“It would not be appropriate to develop draft regulations before it had been decided to regulate”,

but on page 2, the notes say that Ministers will “produce draft regulations” relating to part 2 of the Bill before it reaches the Lords in the summer. There appears to be something of a contradiction in the Government’s logic. I know that this is a changing and emerging scene, but we need more clarity from the Government on when they will be in a position to produce draft regulations relating to this part of the Bill, who they will apply to and who they will consult. This relates to when they will actually apply the powers given to them by the regulations that they will bring in.

Amendment 13 goes some way towards trying to address that. It requires the Government to publish in draft the criteria for and definition of large fuel retailers and service area operators that they intend to use. In light of the policy scoping notes, arguably the amendment does not go far enough in asking for that clarity and those definitions. Will the Minister table amendments on Report to provide greater clarity on the sequencing of draft regulations, the application of powers and consultation, and on the timing of what the Government envisage?

In the meantime, it is worth pausing to consider some definitional points, as amendment 13 tries to do. What is a large fuel retailer? Going by the Government’s impact assessment, how large a fuel retailer is seems to be based on market share. That makes sense in a way, but I am not sure whether Ministers have missed a trick. As my hon. Friend the Member for Wolverhampton South West said on Tuesday, there could be a case for removing the word “fuel” altogether from the definition of a large retailer, so that the Bill could apply the mandating of the availability of charge points to a much larger operator.

We know from some of the evidence we heard on Tuesday that mandating charging infrastructure requirements on motorway services areas and the like is only one part of what needs to happen. Indeed, in the evidence sessions, one of the things that came over clearly to me is that getting the right incentives in place for home charging is just as important as anything that happens in motorway services areas. I therefore question whether the cuts that Ministers have made to the plug-in car grant and other consumer incentives are consistent with that objective.

It is also just as important to address how charging infrastructure can be expanded in supermarkets, shopping parks and workplaces. In the evidence session, Quentin Willson urged us to focus on how the UK can get ahead of the game in getting connectivity for wireless on-street charging in place. He also urged us to look at how street lamps can be converted into charging points. All those things seem to go well beyond the kind of charging infrastructure that the Bill envisages and covers.

When the Minister replies on this group of amendments, I hope he will give us some reassurance that the Government are looking at those kinds of initiatives, even if they are not covered by the Bill. If they are not to be covered by the Bill, who will be responsible for making those kinds of initiatives happen and come into being? Who will be charged with looking at whether we can have charging points up and down the country on lamp posts? When and how will they be charged with doing that? The Bill does not address those kinds of issues. Between now and Report, will the Minister reflect on whether something can be done? Perhaps something can be put into the Bill to at least start addressing some of the broader issues before it completes its passage.

In the meantime, it is worth putting on record that companies are concerned about what the Government taking the kind of powers conferred by the Bill will mean for them. These are much more immediate practical issues, but the Government’s impact assessment lays out the potentially significant cost to the operators affected by this part of the Bill, which could run into many millions of pounds.

That brings me on to amendment 11. As we heard on Tuesday, fuel retailers, particularly those with limited forecourt space, are worried that they simply will not be able to meet the requirements of the regulations that the Government bring in, particularly if—returning to the previous debate—they have to accommodate a variety of different charging and connecting points. Inevitably, some fuel retailers will not have the space to implement those changes without expanding the land they have available. The amendment would provide an exemption in such instances, when meeting the regulations would result in disproportionate costs to the retailer.

[Alan Brown]

With amendment 13, I agree that it makes sense to ask the Government to provide that absolute clarity, but how is “disproportionate costs” defined in amendment 11? One thing that struck me was that the people giving evidence were very reticent to install the charging points anyway. There is a risk that people would hide behind a definition of “disproportionate costs”. Is there any way that that could be firmed up?

[Richard Burden]

The hon. Gentleman is quite right. I will be clear: amendment 11 is worded to probe the Government’s intentions and to ask the Minister to provide greater clarity on these issues so that the operators of motorway and other service areas know a bit more about who is likely to be affected, what will be required of them and how much it will cost. The hon. Gentleman is right; what might be disproportionate to one operator will certainly not be to another.

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[Mr Hayes]

Edmund Burke said,

“Early and provident fear is the mother of safety.”

Although I would not describe any of the comments as indicative of fear, it is certainly true that what I might describe as dutiful doubt and honest hesitation can be a helpful thing to Government when we are trying to navigate as yet uncharted waters, as one is bound to do in respect of this kind of legislation, given that it is about rapidly changing technology. So I am grateful for the tone that the hon. Member for Birmingham, Northfield set in allowing us to explore these matters with that kind of dutiful and honest hesitation. We should hesitate, think and consider, and then act.

This is a very important debate. I have made clear and have been very open about my own determination to make sure that we have a spread of charge points, because we want electric vehicles to be as easy as possible to refuel as a petrol or diesel vehicle is now. That will require a wide spread of infrastructure to support many thousands more electric vehicles—indeed, ultimately tens of hundreds of thousands more. Similarly, we understand that regulation will not always be the right approach. Sometimes, a carrot is more important than a stick.

I hear what my hon. Friend the Member for Milton Keynes South, and indeed the hon. Member for Kilmarnock and Loudoun, said about cost. There is an argument for Government support. I have nothing to announce today, but I hear what is said and I think that there is an argument for it, in particular to get the spread that I want—small village post offices, village shops and those sorts of places spring to mind.

Similarly, it is important that the larger petrol retailers that the hon. Member for Birmingham, Northfield described are properly defined. I hear what he said and we will need to clarify that, too, during the passage of the Bill. He made a fair point, and I will do that. The Bill sets out the principle, but it seems to me that he is right that further definition is required. We are looking at that closely, as he will have assumed, and we are in discussion with the industry.

We are considering regulations to take account of a whole range of issues: the commercial viability of fuel retailers and their forecourts and service areas; the effect that mandatory electrical refuelling infrastructure would have; the space available, given total land taken by existing facilities; the capacity of the local electricity grid in the case of charge points—we spoke a little about that in the evidence session—and the existing or future proximity of electrical vehicle infrastructure within the proximity of the fuel retailer or service area. There may well be other factors as well, because the area is complex, so we are working closely with fuel retailers, service area operators and infrastructure providers to bring forward those necessary regulations.

The hon. Gentleman pointed out that clause 15(3) specifically commits the Secretary of State to consult with appropriate persons before making regulations under this part of the Bill. He asked for greater clarity about the timetable. I think that is fair. We could set out at least an indicative timetable. In this letter I am going to send to the Committee, which is growing ever more exciting and detailed, perhaps I will suggest how we might do that. Committee members will be waiting by their post boxes with eager anticipation.

Given that the powers to mandate provision of charge points and hydrogen are bold and ambitious, concentration would need to be thorough and wide-ranging. To some degree—again there is a slightly point of difference between us on this—that is why I do not want to be too particular about whom we consult. I am certainly happy to talk about the categories of people whom we might consult, but I do not want to narrow the discussion—if anything, rather the opposite. I want to have as wide-ranging a consultation as we can, for some of the reasons that I have already offered.

Following such consultation, regulations could come into force much earlier than the six months suggested in amendment 13. We can be more ambitious than that. For that reason, I urge the hon. Gentleman to withdraw that amendment, because we can do more and do it more quickly.

[Richard Burden]

I am grateful for the Minister’s clarification. I do not think that I have ever been accused of dutiful doubts and honest hesitation. Given that he reckoned that they were probably good qualities to have in relation to the Bill, I accept the description.

The amendments are trying to deal with two sets of concerns. The first is about the kind of operators that the Bill will mandate to provide charging infrastructure down the line through regulation. A range of practical issues relating to the definition of operators, such as forecourt capacity, cost and other things, need to be addressed. I am pleased that the Minister has committed to consult and introduce draft regulations on the matter as soon as possible. I assume, therefore, that he does not believe the policy scoping notes’ description in paragraph 3.10 that it will be difficult to do anything on that until towards the end of this decade necessarily needs to be the case. Perhaps it could be done a lot earlier. I am grateful for that ambition on the part of the Minister.

The second thing that the amendments are perhaps more implicitly trying to get at is those areas of infrastructure that the Bill does not address. What about home charging, lamp posts, on-street charging and wireless charging? Is there any ambition and framework by which we can try to ensure that the UK is ahead of the game in providing such infrastructure, just as much as ensuring whether WH Smith or the motorway service area on the M42 near where I live provide the necessary infrastructure?

[Mr Hayes]

Let me explore that a little, because it is another important point. I suppose it is yet another balance, and there are several aspects to the balance that we attempt to strike in the Bill. The balance in this respect is about how much we mandate, how much we encourage and how much we provide incentive in the end. I am looking at all those matters. Of course I have met the providers of on-street charge points. Some of this involves relations with other Government Departments because of planning issues, and some of it involves the competition on design that I mentioned. Yes, I do accept that certain matters are not in the Bill, but do not assume for a moment that they do not matter to us and that we are not doing something about them.

[Richard Burden]

I am pleased that the Minister is seized of those issues. On Report, will the Bill at least give a nod to the need to do something on those infrastructure matters?

[Andrew Selous]

I have listened carefully to the points that the hon. Gentleman has raised. Would he also consider adding to his useful list new housing and what regulations might be required in terms of charging points, as well as existing local authority car parks and other car parks, where there is great potential to expand the number of charging points?

[Richard Burden]

The hon. Gentleman makes a really good point, and it underlines that we are in an entirely different game. Until now, we have had a very narrow view of what the refuelling of a vehicle entails; it means going to a place called a service station, which might be down the road or on the motorway, where there are fuel pumps, and that is about it. What is proposed under the Bill is a complete change to that practice. Certainly, those conventional filling stations will still need to be there, but if we are truly to incentivise the big switch to zero-emission vehicles that we need to achieve, convenience of charging must be the watchword. Yes, that means the filling stations, but it also means the supermarket and the car park, and homes. The hon. Member for South West Bedfordshire is right that it also means looking at the planning requirements for new homes and the availability, or provision if necessary, of charge points is an important consideration.

I do not expect the Minister to be able to provide in the Bill every bit of detail on how that will be done, although I am sure that he would love to be able to do that. That will not be possible and the Bill will inevitably concentrate fairly narrowly on the idea of the filling station, but I hope that it will at least acknowledge that there is a broader agenda. As the Bill progresses, I hope that the Government will make it clear that although it may not cover those broader issues, they intend to do so. I hope that they will provide the timetable for doing so, outline how they will ensure liaison between the different Government Departments involved and identify the outside bodies that they intend to talk to. If that is the outcome, we could be dealing with something very exciting.

On the basis of the reassurances and commitments that the Minister has given, I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

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[Mr Hayes]

A rapid charge point currently costs about £50,000 and a hydrogen refuelling installation is perhaps a little more. It is expected that hydrogen refuelling will be introduced more gradually, given that higher cost and the state of market development. However, as I think I said earlier, because of my even-handedness on this, I would not want to preclude that roll-out. The answer to the question about how those who have already installed them see the analysis of income is that I do not know what the cost-benefit analysis is, but if I can get more detail on that I will happily make it available to my hon. Friend and other members of the Committee. It is an interesting point that will inform our discussions.

I was very open earlier about the other kinds of provision. Although we do not want to mandate smaller businesses, those that are more remote and those that would find such a cost far too onerous, neither do we want to deprive them of the opportunity that having these facilities might provide. We want to ensure an even spread of charge point, so there is a good case for finding a mechanism that is not legislative to encourage and incentivise other kinds of place that could put in a recharging point. I see this as only a first step.

The compromise I can strike with the hon. Gentleman and others is to say that we are establishing a framework, and we are doing so because these are the places where people typically go now to fuel their vehicles. However, it is not an exclusive framework. As this policy area develops, we will look at means of encouraging and supporting the roll-out that he and I both want, including considerations of the kind that my hon. Friend the Member for South West Bedfordshire raised. We are already in discussion with the Department for Communities and Local Government about this; as I said, there is a planning and housing issue, and on-street facilities will continue to be critical. Of course, many people will charge at home—they do now, and they will continue to do so—but it is important that we also have a really robust policy in place to increase considerably the number of places where people can charge their vehicles, and we will certainly do so. I assure hon. Members who contributed to this short debate that I am mindful of the desire to create what I described earlier as breadth as well as depth.

Question put and agreed to.

Clause 10 accordingly ordered to stand part of the Bill.

Clause 11

Information about public charging points

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

[Richard Burden]

Although we have tabled no amendments to clause 11, it is worth putting it on record that it is potentially one of the most important clauses in part 2 of the Bill. If we are to give more people the confidence they need to switch to plug-in vehicles, it is vital that they have an easy way, without having to work at it, of knowing not only where they can charge their vehicle but how much it will cost and how that compares with other charge points in the area. If they have a Nissan LEAF rather than a Tesla, they need to know that the charge point will charge it. Ensuring proper interoperability and transparency, particularly of pricing, is really important. Unusually, I do not think that we can add to what the Government have put in the clause, but I emphasise that it is really important.

[Mr Hayes]

I was driven in a Nissan LEAF yesterday, so I really do live the policy. The hon. Gentleman is right: as well as putting in place the broad infrastructure that I described, we need to provide information, and part 2 of the Bill will do precisely that. It will allow the Government to improve the provision of information on charge points for electric vehicles by requiring network operators to provide the information necessary to make locating and charging an electric car easy and hassle-free.

The way in which people obtain information has changed and will continue to change. In-car information is likely to be a feature of future developments. It is important that we set out the requirements now, so that motorists know, as a minimum, where charge points are located and can plan their journeys accordingly. As the hon. Gentleman said, the provision of information is probably as important as issues that we have spent longer discussing. The fact that he has not tabled any amendments implies that he agrees with us that the data on location, price and availability need to be accessible and open. That will also allow service operators to develop their products by giving motorists a complete picture, allowing them to plan their journeys with greater confidence. The market is moving in the right direction, and we are trying to support that in the Bill.