Vehicle Technology and Aviation Bill (Third sitting)

Debate between Rob Marris and Andy McDonald

Thursday 16th March 2017 Public Bill Committees

[Andy McDonald]

It is also about the publication of criteria; we have to arrive there and there has to be a journey to get to the establishment of the criteria, and we could explore how we might share some consensus around that. I do not suggest for one minute that Secretaries of State will rush off and include on their list of vehicles devices that are wholly and utterly outwith the contemplated legislation, but it is useful to consult on and establish the criteria against which we judge automated vehicles. I hope that will become clear from the rest of my contribution, but I am grateful to the right hon. Gentleman for his intervention.

The significant production of automated vehicles is still some years away. We are preparing the ground for an environment that we know will come but does not yet exist. However, there has already been an increase in assistance systems and partial automation introduced over the years to support drivers. The Bill assumes a clear distinction between advanced driver-assistance systems and fully automated driving technology in UK policy and legislation. As such, there is a need for collaboration between the Government, manufacturers, insurers and consumers to develop a viable and practical system of classification to identify when a vehicle is deemed to be automated or autonomous.

The clause requires the Secretary of State to

“prepare, and keep up to date, a list of all motor vehicles that…are or might be used on roads or in other public places in Great Britain, and…are in the Secretary of State’s opinion designed or adapted to be capable, in at least some circumstances or situations, of safely driving themselves without having to be monitored by an individual.”

By introducing a requirement for the Secretary of State to consult on the criteria used to reach that opinion, the amendment would ensure that all automated vehicles were covered by those criteria. The requirement for the criteria to be published would provide greater clarity for all concerned.

[Rob Marris (Wolverhampton South West) (Lab)]

Is my hon. Friend aware—the right hon. Member for East Yorkshire might be, because he is sometimes referred to, perhaps unfairly, as a petrolhead—of whether the current homologation criteria for vehicles on the road are published?

[Andy McDonald]

If I knew what “homologation” meant, I might have a chance. My goodness, we get an education here.

Because we are entering new territory, we need to agree what we mean by automated vehicles. We have it fixed in our minds that the definition covers only end-to-end journeys, but there are also journeys of which parts are under the direct control of the vehicle and not of the person who occupies it. We already have autonomous braking systems—the Committee explored those on Tuesday—and our shared view is probably that they fall outside the definition of an automated vehicle, because they do not cover every function; the person occupying the vehicle is still required to intervene. There are also devices to ensure that drivers do not stray into another lane. Those are all welcome assistance measures, but they do not fall within the definition of an automated vehicle as I understand it. I do not think that it is asking too much to suggest that we go through the process of establishing the criteria.

Vehicle Technology and Aviation Bill (Fourth sitting)

Debate between Rob Marris and Andy McDonald

Thursday 16th March 2017 Public Bill Committees

[Andy McDonald]

I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

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

[Rob Marris (Wolverhampton South West) (Lab)]

It is a pleasure to serve with you in the Chair, Ms Ryan. I have a couple of minor points for the Minister.

First, on line 5 of page 2, the first three words of subsection (1)(c) are “an insured person”. I tried to clarify this, I think with the Association of British Insurers, during our oral evidence session two days ago, but my understanding is that the insurance architecture for automated vehicles is changed by the Bill. Rather than the driver being covered by a policy of insurance, which is the existing situation, for an automated vehicle pursuant to clause 2 it will be the vehicle itself that is insured. Unlike now when negligence is alleged in a road traffic collision, the claim legally will be against the tortfeasor, the wrongdoer, not against the insurance company, although legislation from the 1930s enables the insurance company to step in at present. Under the Bill, were there to be legal proceedings, the person on the other side would be the insurance company directly, not, as now, indirectly, in lay terms.

If that is the case, there is no insured person on the scene, unless “person” in that context somehow means the insurance company as a legal person. The way the clause appears to be worded, the policy of insurance is carried not by the driver, the human being, but by the vehicle itself. In which case, if I am reading the Bill correctly, there is no insured person. I am hoping that the Minister will clarify that today or in writing to me later. I fully accept that he might say that I have misinterpreted it.

Secondly, on lines 19 and 20 of page 2, subsection (3) includes a definition of “damage”, but that definition does not include what used to be called special damages and have since 1998, I think, technically been called financial losses and expenses. For example, if someone is injured in a road traffic collision and loses pay at work as a result, that is liquidated damages, but it does not seem to be covered in the definition of damages in that subsection. That might be deliberate and might come in somewhere else, but I hope that the Minister will clarify the wording.

[Andy McDonald]

My hon. Friend makes a hugely important point about special damages. As he knows all too well, special damages in any given case could dwarf the compensation for pain, suffering and loss of amenity, so it is a hugely important point, which I want to support. I hope that the Minister can clarify it.

[Rob Marris]

I am grateful to my hon. Friend. For someone who has to have two years off work, is earning £50,000 a year and so on, that can be a loss of money. I fully concede to the Minister that I may have overlooked something, or it might be covered somewhere else or not need to be covered, but I would find it helpful were he able to explain to the Committee why special damages, as they used to be called, are not included in the clause. Will he also explain why we have “an insured person” in subsection (1)(c)?

--- Later in debate ---

[Andy McDonald]

I think there is a distinction between ordinary, conventional vehicle maintenance arrangements, with which people are familiar, and the requirements of this brand-new environment, where if software fails because critical updates were not installed or it has been infected in some way—I am not an engineer—the consequences can be catastrophic. Mechanical failures may not be picked up, but we have MOT tests and warranties and it may be starkly obvious that something is fundamentally wrong with the vehicle; software failure may not manifest itself so clearly.

[Rob Marris]

Is not part of the problem that we have several players on the scene? We have the manufacturer, the supplier of the vehicle—the main dealer for example—the insurance company, the owner of the vehicle and the driver. Part of the problem is that the owner of the vehicle may not have any contractual nexus with the manufacturer and may not know that the update is available for their software, just as many people may not know that their smartphone can be upgraded from Android Marshmallow to Android Nougat.

[Andy McDonald]

The point is well made, so I will not expand on my hon. Friend’s intervention but simply accept it.

In short, that the manufacturer should notify the owner of a vehicle of the need for an update of the vehicle’s operating system or whatever term we settle on, provide the relevant update to the owner or insured person, and arrange for the installation of the update, are reasonable expectations. We are shifting into a completely different model of vehicle ownership. We have already embraced the principles of personal contract plans and everyone in this room will be aware of the potential to migrate to bundled services, which might not be about one person with one vehicle; they might have a variety of options—a small vehicle for the home and a more comfortable vehicle to make longer journeys, such as touring the Scottish highlands.

We are getting into new territory, and it occurs to me that if we want motor vehicles to be sustainable, rather than rapidly obsolescent, it might be eminently sensible if, rather than someone owning and maintaining a vehicle, such maintenance were part of the services they received and the vehicle was ultimately returned to the manufacturer or retailer. We get into issues about extensions on product liability. With every iteration, there are issues around that. We heard from Mr Wong on Tuesday that the manufacturers will no longer support vehicles beyond a particular time. He did not expect the support to carry on for ever. If it was my Toyota Previa with 163,000 miles on the clock after 17 years it would be unsupported, but there we go.

[Rob Marris]

I bet that went round the highlands.

[Andy McDonald]

Yes, it did, several times. It is still running, but it is partly rusted to death. The point is that the measure fits in with the new modelling and is entirely consistent, but it must be underpinned by the obligation to take reasonable steps to update the software. Otherwise, we have difficulties. The amendment would not put the manufacturer behind the eight ball if people are determined to avoid updates or interfere with them—far from it—it just sets out a framework that there should be an obligation on them. I recommend the amendment.

New clause 9 is directly related to the amendment. It requires the Secretary of State to make regulations preventing automated vehicles from being operated in automated mode on public roads unless the software for that function is up to date. We addressed the importance of updating earlier in the Committee, so I will not repeat those arguments, but I underline the seriousness of ensuring that the software is up to date. Out-of-date software can present safety risks. Because of the issues surrounding liability, it should not be beyond the wit of man or too difficult to prevent un-updated vehicles being on our roads, and it would make sense to do that. If a vehicle had a serious mechanical fault that could endanger the driver and others, we would not allow it on our roads. It makes sense that an automated vehicle would similarly present an increased safety risk if its operating system was not updated.

Bus Services Bill [Lords]

Debate between Rob Marris and Andy McDonald

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Andy McDonald]

My hon. Friend makes a hugely important point. It is absolutely right that local authorities should have that freedom. To restrict them in this way, as the Government purport to do, is basically to say, “You can have devolution in England, but you will have it only on the terms that we decide are available to you.” In other words, authorities can do what they want as long as the Government agree with what they are doing—[Interruption.] Yes, any colour as long as it is black.

[Rob Marris (Wolverhampton South West) (Lab)]

As one of the few MPs who made their living for several years as a bus driver, I do welcome this Bill. My hon. Friend is extolling the virtues of localism, but may I caution him that localism is all well and good as long as there is the money to go with it? At the moment, we see a huge imbalance in England between the money spent on London for public transport and the money spent elsewhere. He pointed out that the reason why public transport works better in London is partly due to the fact that there is non-deregulation, but it is also due to the fact that funding is far better. Will Labour commit itself to adequate funding for this localism of bus services?

[Andy McDonald]

I think that I am being invited to write a manifesto at the Dispatch Box. I am quite happy to do so, Mr Deputy Speaker, if you could just give me a few minutes. My hon. Friend is absolutely right to highlight the gross imbalance in spending in this country. In the north-east of England, we spend £229 per head of the population on transport, compared with £1,900 per head in London, so there is an imbalance. Undoubtedly, that must be corrected if we are to rebalance our economy in the UK.

It is interesting that this denial of opportunities to start up a new municipal company flies in the face of some of the more successful companies in the country. Why on earth would people not want to have a look at that as an option? There is no suggestion for a single second that there will be a mad rush of local authorities wanting to do this. They will want to weigh up and do what is best for their localities. Why on earth a Conservative Government would want to deprive them of making that choice is beyond me—or perhaps it is not.