Vehicle Technology and Aviation Bill (Seventh sitting)
Debate between Rob Marris and John Hayes(7 years, 9 months ago)
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Mr Hayes
That is an excellent point. The hon. Gentleman and other members of the Committee probably know that I am passionate about disabled access, having been the co-chairman of the all-party parliamentary group on disability for many years. I always say that Jack Ashley was the real chairman—I was there only as his assistant, really. Disabled access is something that the Department takes seriously, and the Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), who has responsibility for access, has done immensely good work on it. I recently held a cross-party meeting with him and others about precisely that matter. The hon. Member for Middlesbrough makes his point forcefully, and he can be sure that it will certainly be part of our considerations as we move forward.
I was coming to the exciting news about the areas that will benefit from the extra investment in charge points for taxis. The hon. Member for Birmingham, Northfield will be delighted to know that Birmingham will receive £2.9 million for that purpose, and the hon. Member for Wolverhampton South West will be delighted to learn that Wolverhampton will receive nearly half a million pounds—£478,000. The hon. Member for Lewisham, Deptford will want to know that London will receive £5.2 million. I know my right hon. Friend the Member for East Yorkshire, who is not in his place, will be excited to find out that Yorkshire will receive £1.98 million. My Parliamentary Private Secretary, my hon. Friend the Member for Banbury, will want to know that Oxford will receive £370,000. The Scottish National party spokesperson, the hon. Member for Inverness, Nairn, Badenoch and Strathspey, will want to know that Scotland has not been forgotten, because half a million pounds will make its way from here to there in the form of support for the city of Dundee. Other areas to benefit are Coventry, Nottingham, Cambridge and Slough.
We are determined to create an electric charging infrastructure that is suitable and appropriate to need. It will be dedicated to taxis, which we see as a critical element—I do not want to exaggerate—in delivering the change that I think we all seek and wish for.
Rob Marris (Wolverhampton South West) (Lab)
Wolverhampton is very grateful for that money. The council tells me it will install 24 charging points in the next three years. Can the Minister try to encourage quicker take-up than that?
Rob Marris
The new clause calls for consultation. I must say, with appropriate humility, that had the Labour Government accepted my amendment to road traffic legislation in, I think, 2006, this measure would already be on the statute book. I tabled an amendment on vehicle data recording devices. Black boxes in other jurisdictions around the world since—again from memory—about 2002-03 have been used for such purposes. For example, when a road traffic collision occurs, the vehicle’s black box—the vehicle data recording device—in many vehicles will tell us the speed of the vehicle 10 seconds, five seconds or one minute before the impact, so that we can have an indication as to whether the alleged tortfeasor was in fact speeding.
We need something, but I would speak in support of new clause 8 rather than the concept put forward by the right hon. Member for East Yorkshire that he hoped to move in new clause 2, the difference being that new clause 8 seeks consultation, not regulations now. We need consultation on these tricky devices because of the reasons put forward by my hon. Friend the Member for Middlesbrough, and also because of what the right hon. Member for East Yorkshire said about the adultery clause, as it were, or the freedom of information clause, because there are technical aspects concerning who possesses and who owns the information. Generally, the owner of a vehicle with a vehicle data recording device can be said to possess the information in the black box. However, without specialist equipment and technology from the manufacturer, the owner cannot access that information to disclose it to anybody else, whether under freedom of information or whatever. I hope that the Minister will look carefully at consultation on these issues.
Mr Hayes
I am minded to be quite brief on this new clause. I am clear that none of the contributors has sought to illaqueate the Government in an unhelpful or disputatious way. The clarity of the argument that has been advanced seems persuasive. It is absolutely right that, as our transport networks become increasingly digital, the collection and sharing of data becomes a more vital element in those developments. Of course, that includes data from electric vehicles as well as connected and automated vehicles.
We will have to consider carefully who owns the data and on what basis they are exchanged. The balance between public good and private interest here is equally clear and we will need to consult widely on that. To do so would be beneficial and necessary to engage the industry, as we have up until now, to understand both the pace and character of those developments.
We have throughout our work, as the Committee has heard, been engaged in just such consultation. The automated vehicle insurance clauses in the Bill came as a result of careful consideration, following the kind of consultation recommended by the hon. Member for Middlesbrough and others. We have a set of good consultation principles, which will underpin all we do as we move forward, but I think I can go further than that. I do commit to exactly the sort of consultation that the hon. Gentleman has called for. As we progress with these matters, we will engage with the House on the outcomes of that consultation. More than that, we will consult colleagues here. The House will have its own part to play in the discussion about how these matters develop.
For the record, I should point out that freedom of information applies only to the public sector, whereas data protection laws apply to all. I hope that provides some assurance to my right hon. Friend the Member for East Yorkshire. He is right to say that there is a potential risk to security unless we get this right, a point the hon. Member for Inverness, Nairn, Badenoch and Strathspey also made in his contribution. Yes, we are going to consult. Yes, we know that this is important. Yes, we will come back to the House during that process of consultation. I give that absolute guarantee now, which will be supported in writing, if the hon. Member for Middlesbrough wishes, because it is the right thing to do.
Vehicle Technology and Aviation Bill (Fifth sitting)
Debate between Rob Marris and John Hayes(7 years, 9 months ago)
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Mr Hayes
Actually, it means all of them, but it would be helpful for the Committee if I set that out separately. We could describe in greater detail some of the work that I have set out, including the development of core principles, the establishment of a dialogue and international work. I am more than happy to set that all out in detail and assure hon. Members that it is significant. It is right that the hon. Gentleman should seek greater clarity and I will happily provide it before the Committee ends its consideration of the Bill.
Rob Marris
When the Minister sets that out, will he also set out details relating to intra-national co-operation—I am sure he is doing this, but he has not mentioned it—including discussions with the Government in Northern Ireland, to which the Bill does not apply, and with the Republic of Ireland? If charging points in Northern Ireland are to mirror those in Great Britain, it would be helpful if those Hayes hook-ups could also have common currency with the Republic of Ireland, with which we share a land border.
Mr Hayes
That is an interesting point. I would not yet want to say how much we can establish uniformity of charging points across countries, for I would not want to suggest in Committee or elsewhere that a driver could be absolutely certain that, wherever he travelled in the world, he would find a Hayes hook—I just dropped the “up”, by the way.
It would be ideal if we could at least establish a set of principles that extended to the distance that people would be likely to travel. That is the reason for the United Nations standards and the international work that I have described. We have to get a good, well-established and well-founded connection between Government and industry. We then have to work, as I have said, pan-nationally.
I emphasise again that this is very much aligned with cyber-security, which is a high priority for both the Government and the nation. That is why we established a national security strategy, and the new National Cyber Security Centre is engaged in all of the work that I have set out.
The hon. Member for Birmingham, Northfield made a point about the electric charging infrastructure and so far I have talked largely about vehicles. The clause makes it clear that smart charge points must be secure against hacking, because the cyber-risk is not just to the vehicle or the data, but to the charge points themselves, so they also need to be safe and secure. Paragraph 39 of the explanatory notes explicitly mentions that the charge point will need to be resilient against cyber-attack.
The hon. Gentleman is right to say that the security is vital and, as the amendment suggests, consultation will be necessary. I am very happy to set out for him in writing the work we have already done to engage with various partners. I am also happy to tell him that that consultation will be ongoing; perhaps I can confirm that now, because essentially that is the information sought by the amendment.
The amendment compels us to consult. I am happy to commit to consulting, because it is critical that we consult people. We will continue to work with the security community, industry and other partners. However, I will go further, because I have been cogitating, as one does on one’s feet when one is capable of multi-tasking, as I know members of this Committee are capable of doing. I think we should publish and set out clearly the cyber-security principles of the connected and automated vehicle ecosystem that we will develop in collaboration with the security agencies in the coming months. I will make that commitment here. In addition to the commitment to consultation, it is important that we establish those principles very early. They will send a significant signal as to why and how this issue matters.
We will also take the additional powers that we need, as appropriate. The hon. Gentleman has said that that is implicit in the Bill, but I do not think it is right to take them yet. I would rather set out both the process by which we intend to consult and the principles, and then take the powers, as set against the principles at the necessary time. That is largely because charge point technology and vehicle technology are evolving rapidly and I do not want to prejudge their development. There would be a risk of doing so if we accepted amendment 14. Therefore, it would be preferable to set out the security requirements in regulations, and to do so having had the consultation that I have described.
Rob Marris
I am grateful to the Minister for giving way. Perhaps to save the stand part debate, Mr Gray, I will ask a brief question. The Minister says that security is vital and mentions the anticipated process. Clause 12 uses the word “may” in relation to regulations—it is permissive, not mandatory. Can he confirm that regulations will in fact be made?
Mr Hayes
Yes, absolutely: regulations will be made, as appropriate and at the right time. That was a perfectly fair question.
With that, I invite the Committee to reject the amendment. Better still, I invite the hon. Member for Birmingham, Northfield to withdraw it, so that we are not obliged to reject it. I do so having given commitments that I will follow through on as soon as possible.
Rob Marris
I am grateful for your indication that you might consider stand part remarks to go along with this, Mr Gray; the Minister, also with your permission, cast his remarks rather more widely. I have sympathy with the Minister when he does his private magic and pops along to the Co-op travel agency and trusts it. When I book my holidays, I book my rail tickets using a credit card; that is a debtor-creditor-supplier agreement of more than £100, so I am protected there. Since I do not fly, and have not flown for a decade, I do not do this ATOL stuff, but I understand, as does the Minister, that people live their lives differently and that many people fly.
He has given us some background, but I hope that the Minister will say a little bit more on the change from place of sale to place of establishment to which he referred. On internet sales more generally, we have a problem, for example, on tax measures, which I realise do not yet fall within the Minister’s remit. Companies such as Google book all of their sales in Dublin to avoid paying tax that they otherwise would were they to book their sales here. That may be happening with those offering travel arrangements—flights, accommodation and so on.
If he catches your eye, Mr Gray, I hope that the Minister will address this a little more widely on the Brexit issue. The package travel directive 2015 is due to come into force on 1 July 2018. In the light of recent legislation, it is within the Prime Minister’s gift, but on current indications, on 29 March 2019—nine months after that directive comes into force—the United Kingdom will no longer be a member of the European Union. In terms of some carry-over protection, a consumer booking a holiday in April 2019 for that summer or winter, for example, will need to know what their protection is, given that, at the point they take their holiday, we will no longer be in the European Union.
Paragraph 62 on page 12 of the explanatory notes, says:
“Once the Directive is in force, any business established in the United Kingdom and licensed under ATOL for sales within scope of the Directive, will no longer need to comply with the different insolvency protection rules of other EEA States”.
That suggests to me—I hope that the Minister can set my mind at rest on this—depending on what is in the great repeal Bill, that the directive will no longer be in force nine months after having come into force in the United Kingdom. We might, for example, be seeking to reassert our membership of the EEA, but it appears that clause 18 will see us stepping outside of that directive, therefore potentially leaving consumers with less protection than they might otherwise have. I appreciate that that is not the Minister’s or the Government’s intention, but in relation to clause 18 and the following clauses relating to flight providers, will he tell the Committee a little more about how he envisages continuing protection under ATOL and ATOL-like arrangements unfolding after the United Kingdom leaves the European Union, both in the case that we remain in or reassert our membership of the EEA and the case that we do not? What will the protection regime look like?
Mr Hayes
Mr Gray, I will try to respond in certainly no more than seven minutes, and ideally in less time.
Consumers are clearly a priority for the Government. In December 2016 the Secretary of State for Business, Energy and Industrial Strategy chaired a roundtable of representatives of a range of consumer bodies, charities and academics to discuss, among other issues, the impact of EU exit on consumers. As I said at the outset of this short debate, British consumers enjoy strong protections, and there is an effective consumer regime to help them to get the best deal. Sometimes markets fail and competition is not strong and consumers suffer, and it is important that the Government do not hesitate to step in and strengthen competition and/or protect those affected. In that regard, there is absolute clarity in my mind about the purpose—and, by the way, the efficacy—of the Government. It has now become fashionable—once again, thank goodness—to recognise that Government can do good. That is something I have always known and believed, and it is now back in fashion, as are so many of my long-held views.
So why is the legislation needed? The new travel package directive, which was published in December 2015, was introduced to ensure that consumer protection kept pace with modern travel habits and the modern market. The UK Government will need to transpose it into UK law before 1 January 2018. Primary legislation is needed to amend the powers of the Civil Aviation Act 1982 to update the ATOL scheme and align it with changes to UK and EU regulations, but a perfectly reasonable question, as asked by the hon. Member for Wolverhampton South West, is: how is all that affected by Brexit?
Until the negotiations are complete we, of course, remain a member of the European Union. The new EU package travel directive was agreed, as I said, in 2015. The measures in the Bill will ensure that the ATOL regulations and the revised package travel regulations are properly aligned in the short term, but retain the ability to adapt the scheme when the UK leaves the EU. In any event, the Government believe that the changes brought about by the new directive will have a positive impact on UK businesses and consumers, raising consumer protection standards across the EEA. That view was reflected in the consultation, with the majority of correspondents believing that the proposals will allow greater harmonisation of protection against the European market, which will ultimately benefit the consumer and businesses. To put it bluntly, I think that this is an example of where something has been agreed across the European Union for good reason and with good purpose. Although I cannot anticipate the negotiations, my view is that incorporating the provisions into British law will provide a baseline of support, which we would hesitate in any way to undermine.
I hope that I have satisfied all members of the Committee about the Government’s absolute determination to protect the interests of the consumer and to make the regulations fit for purpose in the modern age.
Vehicle Technology and Aviation Bill (Sixth sitting)
Debate between Rob Marris and John Hayes(7 years, 9 months ago)
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Rob Marris
I want to make a minor point to the Minister about the wording. Line 41 in clause 22(2) states:
“It is a defence for a person charged with an offence under this section”.
Why do we need the words “charged with an offence”? Surely one often gives the defence before one is charged. It might happen afterwards, but it could also happen before they are charged, so it is kind of circular. We do not need that wording. It does not add anything but it subtracts, so I suggest to the Minister—I know he likes his wording to be exact—that the words “charged with an offence” be removed.
I repeat what I said in my intervention on my hon. Friend the Member for City of Chester. I think that clause 22(1)(a) should read, “he or she without good reason”, to give flexibility. Scenarios that we cannot yet envisage could develop. Besides the scenario mentioned by my hon. Friend, there might be another good reason, such as traffic control technology, so we should have that flexibility.
Mr Hayes
This has been an interesting, short debate on an important subject. The Government are responding to a threat by legislating. It is not yet clear how extensive the threat is, but it is certainly serious and probably growing. A small number of people have been convicted thus far under existing legislation.
I draw the Committee’s attention to the existing powers, which deal in part with the concern of my hon. Friend the Member for Wycombe about aircraft. It is already illegal to cause risk or endanger safety or life in respect of aircraft. The existing legislation allows the forces of law to apprehend anyone who does that by whatever means, including through the use of the technology under discussion. However, the Government clearly feel that we need to go further, which is why we are introducing the new provisions.
Before I move to the substance, the semantics matter and I will consider the points made by the hon. Member for Wolverhampton South West. Those would be small, technical drafting changes, and I will make further inquiries about whether they are necessary. My inclination is that his second suggestion is probably not necessary, but I will look at both of them. He is always diligent and assiduous in concentrating on such matters, and that deserves a reasoned and reasonable response.
On the business of taxiing, I want to be clear that the wording of the proposed legislation mirrors that in the Air Navigation Order 2016, which includes taxiing. The reference to
“a vehicle being in the course of a journey”
includes taxiing aircraft because that is part of the course of its journey. We are advised that the application of the provisions would not be in doubt.
Rob Marris
I am grateful because my point marries with his. May I suggest that at the end of subsection 5(a), the final word “flight” is replaced with “movement”? Then we would not need the other stuff. The subsection would cover not only passengers disembarking after waiting on the apron and being moved on but the aircraft being moved into a hangar.
If someone shone a laser at a pilot driving an aircraft on the tarmac, that very big vehicle could do a lot of damage to other people, even if all the passengers had disembarked and there was only one pilot on board. It is not simply a matter of the passengers getting off; aircraft taxi into hangars and so on. If the Minister changed “flight” to “movement” and junked the rest, I think he would be all right.
Mr Hayes
Yes. I do not want to examine this matter exhaustively. Those are all well-made points. Our desire is to ensure that, whatever we do, the provision works in concert with existing law, is fit for purpose, does what it is supposed to and takes account of a range of eventualities in which mischievous or, more worryingly, seriously malevolent activity may take place. I will think about the exact semantics and speak to parliamentary draftsmen. I hope hon. Members will bear with me while I do so.
This is a new area of work, though it builds on good existing practice. I have mentioned the legislation, the navigation orders and so on, and the Aviation Security Act 1982, to which I referred when I spoke about the existing offence of any person unlawfully or intentionally endangering the safety of an aircraft in flight. By the way, I remind my hon. Friend the Member for Wycombe that the penalty under that Act is life imprisonment. It is, of course, a very serious offence, for the very reasons that several hon. Members have offered. Its consequences could be dire. All crime is serious and violent crime more so, but this could be a crime of catastrophic proportions. It is important, therefore, that we give it serious attention and concentrated and diligent scrutiny, which this Committee has.
Let me now speak about the amendments. I can tell by the way they are written and have been spoken to that they are designed to improve the legislation. I do not think there is any doubt about that. We all understand that this matter requires the Government’s and Parliament’s attention.
Amendment 25 creates two freestanding offences. First, it would make the act of shining or pointing a laser at a vehicle an offence in itself. Secondly, its subsection 1(b) would bring into the scope of the clause a new offence of shining a laser at fixed installations, such as traffic control towers. The effect of amendment 25 would be that prosecutors did not need to prove that the person in control of the vehicle had been dazzled or distracted; it would make the act of pointing or shining a laser at a vehicle an offence in itself.
I offer this not to be excessively critical but to be analytical about the amendment. The amendment might inadvertently capture the directing of lasers at driverless vehicles, such as with automated light meter systems. In such a circumstance, it would be difficult to prove harm because the person would not physically be at the controls of the vehicle. A further effect would be that the amendment captured those who did not seek to cause harm. I qualify that by echoing what the hon. Member for City of Chester said—I have rarely known him contribute to a Committee of this House without doing so sensibly. It is hard to imagine a circumstance in which someone would shine a laser at a vehicle without at least mischievous intent. That is why I chose the word that he used. Whether they would be intending to do harm is, from a legal perspective, a slightly different matter but, as he suggested, it is certainly fair to say that they would not be there to do good.
I can understand why the amendment has been tabled, but I want to emphasise that, in introducing this provision, we are mindful of the need for clarity in terms of enforcement. To some degree, we are breaking new ground—albeit on a base of good legislative foundations—and I want to be confident that we could enforce the measure. There can be no room for anything that is not tightly drawn or carefully directed.
Mr Hayes
If we imagine that someone is using a laser to attract attention in a way that is not designed to be malevolent, it is not inconceivable that, if we drew up the legislation in a broad way, they might be captured by its scope. There has to be proof of malevolence at the heart of what we do. That is why the proposals are—
Rob Marris
The Minister is overlooking the concept of recklessness. It is not simply malevolence; it can be recklessness—reckless endangerment. One has to take that into account.
Mr Hayes
That is true, but the example I gave of someone trying to attract attention in distress would be neither malevolent nor reckless. One thinks of laser flares, for example, which could be used for both reckless and malevolent purposes but are not designed for that, any more than a handheld laser is. We are not in the business of creating legislation that could be misapplied, or the enforcement of which was compromised by the breadth of definition.
Rob Marris
May I ask the Minister briefly to give us a bit of an explanation of schedule 5, because I cannot see it in the explanatory notes—maybe I have overlooked it—and it runs to nine pages, covering various things such as limitation periods, which are rather important? Can he briefly talk through the nine pages of schedule 5, which of course come under clause 24?
Mr Hayes
Why be brief? The Bill introduces a new framework for the Transport Act 2000 governing the new licensing regime for regulation of the provision of air traffic services. Without making the “minor and consequential amendments” detailed in part 2 of the schedule, we would not have a coherent new licensing regime.
With one exception, all the consequential and minor amendments are made to provisions of the Transport Act 2000. Most of the amendments amend the Act to ensure that the nomenclature is aligned and compatible with the new legislative framework. A couple of the amendments introduce specific aspects of parallel modern licensing frameworks, for example to ensure that the regulations can make anti-avoidance provision in the event that there are attempts by a regulating entity to avoid proper oversight. Part 2 of schedule 5 also amends a single provision in the Enterprise and Regulatory Reform Act 2013, to ensure that the Competition and Markets Authority can properly determine appeals against civil aviation authorities’ licence modification decisions.
Without making these minor and consequential amendments, we would not have a coherent limitation regime in effect across Great Britain, for example, regarding automated vehicle accidents. Inserting provisions into the Limitation Act 1980 provide a clear new time limit on actions regarding automated vehicle accidents. Automated vehicles bring together two existing limitation regimes: product liability and personal injury. Although the measures do nothing to change those regimes, they could potentially conflict with each other or cause confusion where automated vehicle accidents are concerned. The amendments will avoid uncertainty arising from the difference between the existing limitation periods relating to product liability and personal injury.
Rob Marris
The Minister is much more expert than me, but the way I read it, it seems that the wording of schedule 5 means that the existing personal injury limitation periods take precedence over the consumer product liability limitation periods. There is a clash and it has to be resolved one way or the other. My understanding is that schedule 5 resolves it in favour of the personal injury limitation period, rather than product liability. Will the Minister confirm that, or perhaps tell me that I am misunderstanding it?
Mr Hayes
I think that that is right. If it is not, I will correct that in writing. That is how I read it too. I will double-check and if that is not the case, I will correct that point subsequently.
Similar changes are being made to the Prescription and Limitation (Scotland) Act 1973 to take account of specific limitation powers in Scottish law, calibrating the measures across Great Britain. Schedule 5 will also insert provisions into the Road Traffic Act 1988, which extends the compulsory motor insurance requirements for third party risk to cover automated vehicles. That will include the disengaged driver, where the accident takes place when the vehicle is in automated mode. Without that change, our new liability framework could not function properly.
With that brief, but I hope sufficient, explanation of the first and second parts of schedule 5, I hope we can move on with alacrity and in the spirit that has prevailed so far.
Question put and agreed to.
Schedule 5 accordingly agreed to.
Clause 25 to 27 ordered to stand part of the Bill.
Rob Marris
On new clause 3, am I right in deducing from what the Minister has said—he will correct me if I am wrong—that, broadly, Her Majesty’s Government are keen to encourage the uptake of electric vehicles, whether hydrogen-electric, pure electric, automated electric or whatever, and that they will publish some pointers as to how they anticipate making the market, pushing it in that direction and encouraging market developments in that direction?
Mr Hayes
I spoke about that yesterday at one of the House’s all-party groups, and as I said, I am happy to orate further on demand. If there is popular demand for me to perform more regularly, I would be remiss not to rise to that. That seems to have been the message broadcast from the Committee—I see nodding heads around the Committee—so it is important that I set out the context of what the Government intend. In essence, Government can do three things. We can bring legislation forward, and that is what we are doing. We can promote and stimulate the market through spending money, and we have done that—I could consider that at exhaustive length but it would tire the Committee if I did—and we can make the argument. I want to go a bit further than that, which is why I mentioned the further research we intend to do. As I said, steps can be taken without the rather limiting, dictatorial approach that I know is feared, and understandably so, by my hon. Friend the Member for Bedford.
On new clause 8, our transport networks are becoming increasingly digital—
Mr Hayes
Sorry. On new clause 3, it is important that the Government take a strategic approach, as has been said, on the take-up of low-emission vehicles. Hon. Members will know that the Government have published a series of documents, including “Driving the Future Today” in 2013, but much has changed since then. For instance, about 10 times as many ultra low emission vehicles were registered in 2016 as in 2013. While the aims of the 2013 strategy remain relevant, we are considering how our approach needs to change in the light of developments in the sector and beyond.
In addition, I am able to announce that we plan to publish an updated strategy for promoting the uptake of ultra low emission vehicles and that we will do so, as the hon. Member for Birmingham, Northfield requests, within 12 months. As I said, I will set out some of our thinking before Report. We will continue to consult the sector and be informed by its thinking, because the investment it is making in this technology is considerable. I will also be informed by the Committee’s observations about further changes that can be made to the infrastructure. The Bill does important things in that respect, but relevant comments have been made about on-street charging. We need to think carefully about how we can take the emphasis in the Bill to the next stage of development, and we will continue to do that in policy. As hon. Members know, I am keen to explore the issue of design, but I think I have made that point fairly clearly already.
Rob Marris
Will the publication that the Minister has just generously promised encompass aspects of air pollution?
Mr Hayes
As a separate matter, I am personally associated—“associated” is a rather slight way of putting it, actually—with the production of the Government’s new air quality plan. We have committed as a Government to produce that plan by the summer and will present a draft very shortly—this spring. I work with Ministers from the Department for Environment, Food and Rural Affairs alarmingly regularly. Indeed, I said the other day to the Under-Secretary of State for Environment, Food and Rural Affairs, my hon. Friend the Member for Suffolk Coastal (Dr Coffey), that I see her more often than my family. It is important that that plan is consistent with our strategy for promoting ultra low emission vehicles. It must be—they are an important part of achieving what we seek, which is that, by 2050, all vehicles are low-emission vehicles, with a consequent effect on emissions and air quality. New clause 4 deals with air quality anyway, so I have no doubt that we will debate that at greater length.
I do not want to go too much further at this juncture, except to say that the money we are spending on electric vehicles needs to be emphasised. The hon. Member for Birmingham, Northfield raised this, so I want to be crystal clear. During this Parliament, we will invest well over £600 million to support low-emission vehicles. That includes subsidising the purchase of new vehicles by consumers; £80 million for subsidising the cost of the charging infrastructure, with grants of £500 off the cost of home installation and similar support for charge points on streets and in workplaces; £150 million to support the adoption of the cleanest buses and taxis, and more than £100 million to fund research and development of new zero-emission technologies, building on the UK’s well-regarded scientific and automotive sectors. That is on top of the £270 million industrial strategy fund that the hon. Member for Birmingham, Northfield referred to, some of which will support the development, design and manufacture of the batteries that will power the next generation of electric vehicles. That adds up to a comprehensive package of measures—as comprehensive as almost any Government’s—but I accept that money alone is not enough, and I do not say that it is. Advocacy and legislation matter, too, which is why we introduced the Bill.
I think that that probably is enough—[Interruption.] I think it is. I do not want to disappoint any of my admirers—[Hon. Members: “Name them!”] There are some on this side of the Committee, too; I want to be absolutely clear about that. I think we are on the same page.
Vehicle Technology and Aviation Bill (Fourth sitting)
Debate between Rob Marris and John Hayes(7 years, 9 months ago)
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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)?
Mr Hayes
Welcome to the Chair, Ms Ryan. We had a fairly lengthy discussion this morning about the early parts of the Bill, but in doing so we were able to establish context and purpose. Many hon. Members in all parts of the Committee made important points that I have listened to carefully. I will take them into further consideration as the Bill enjoys its passage.
At the very beginning of our consideration we set out the tone of this scrutiny. The Bill matters a great deal, but it is essentially a technical, not a partisan, measure, and not one that should give rise to unnecessary discord, disharmony or contumely. None the less, it is right that we get it right, as it is for all legislation, and so I want to say a word about clause 2.
Clause 2 details the liability of insurers where an accident is caused by an automated vehicle. Where an accident is caused by an automated vehicle when it is driving itself, the clause creates first instance liability on the insurer to compensate innocent victims.
The hon. Member for Wolverhampton South West has made a number of interventions already, and in each one, with a humility that personifies all of his contributions to this House, has suggested that he is finding his way through this, just as other members of the Committee are. He is right to say that the definition of damage that applies will be the definition established in the Road Traffic Act 1998 and so it is not necessary to do more here. He suggested that might be so and I can confirm that that is indeed the case.
The hon. Gentleman raised a second important issue about the character of the relationship between the driver and the vehicle. The point is that the driver has motor insurance. It is true that when someone has motor insurance, they designate a vehicle, but the driver will apply to an insurer to take out a policy in the same way that they do now. In respect of a claim, the difference that automation will make is that the insurer will then be in the business of determining subsequent liability. Of course, that will depend whether the car is being driven in automated mode or not, which is something we have all talked about both informally and formally in the Committee.
In a sense, that is immaterial to the hon. Gentleman’s question, because our absolute determination is to ensure that all the changes that are necessary as a result of the developments we are discussing are largely invisible and that, from the driver’s point of view and that of any other party that might suffer a loss as a result of an incident—a victim of an accident and so on and so forth—they are no worse off than they are now and at no greater risk, and that the driver, from the perspective of acquiring insurance, is in the same situation as they are now. So the issue of subsequent inquiries necessary to settle a claim is not dealt with in the Bill and, frankly, does not need to be, for that is in the end a matter for insurers. I think that clarifies the point, but if the hon. Gentleman wishes to intervene again, I am happy to give way.
Rob Marris
I understand the points that the Minister is making, but clause 2(1)(b) says, “the vehicle is insured”. It does not say a policy of insurance is in effect covering the person in charge of the vehicle. It specifically says that the vehicle is insured. Secondly, I would point out to the Minister that unless we get this right, there may be problems later if a minor is in the vehicle alone because of full automation—that minor cannot hold an insurance policy because as a minor they cannot contract insurance.
Mr Hayes
That is true enough. I suppose perhaps the easiest way of putting this is that, compared with the compulsory insurance cover that is the necessary result of the Road Traffic Act 1998 and is long established, the clause widens the insurers’ liability to include damage as a result of automation. Essentially, it includes damage suffered by the driver when the automated vehicle is driving itself, or damage suffered by any third party.
I invite the hon. Gentleman to look at clause 7, which deals with this matter—as I am sure other Committee members will do so with enthusiasm and speed. Clause 7(1)(a) describes a vehicle “driving itself” and subsection (1)(b) states that
“a vehicle is ‘insured’ if there is in force in relation to the use of the vehicle on a road or other public place in Great Britain”,
and so on.
That clause provides the clarity the hon. Gentleman seeks. When it is combined with what I described—the existing arrangements under the Road Traffic Act—I think he can be satisfied that we have got this right.
Question put and agreed to.
Clause 2 accordingly ordered to stand part of the Bill.
Clause 3
Contributory negligence etc
Rob Marris
As you know, Ms Ryan, Labour Members are particularly sensitive to getting the wording of clause 4 accurate. On new clause 9, I think the hon. Member for Wycombe is quite right; it would be better if, at the end of it, it said something like “up to date as regards safety”, because of the points that have been made on the difference between safety-critical updates and leisure or convenience updates or whatever.
On amendment 21, it may be that the Minister will be able to assure me that we already have a suitable system. I am thinking, for example, of the system in which, providing they can be traced, the current registered keeper of a vehicle in the United Kingdom gets a safety notification from the manufacturer. For example, my hon. Friend the Member for Middlesbrough and I are pleased to drive Toyotas, but Toyota and a number of other manufacturers have a problem because the Japanese supplier of airbags and their ignition devices supplied about 15 million duff ones around the world. Those are gradually being replaced. As the registered keeper of a Toyota, I get a letter from the manufacturer—not from the mainline Toyota dealer from whom I bought it, but from the manufacturer—telling me that in due course this problem will need to be sorted out.
We are all familiar with that process now in relation to safety-critical updates for software introduced by the manufacturer, presumably as a result of its discovering a bug in software, which occasionally happens. We already have a system—for shorthand, “the airbag-type system”—that might read across in terms of the software system, and therefore we would not need amendment 21. However, I would like the Minister’s reassurance on that point, or his acceptance that we do not already have that kind of system as regards safety and therefore we need either amendment 21 or something akin to it.
Mr Hayes
The hon. Member for Middlesbrough began this part of our discussion by claiming that he was courageous and then admitting that he was imprecise. Courtesy obliges me to emphasise his courage and not his imprecision, although he also said that he recognised that my hon. Friend the Member for Wycombe has expertise in this field. I have already said that I agree that it is important that we address the issues dealt with in these amendments, which were also highlighted by the comments of the hon. Member for Wolverhampton South West. It seems to me that we can look again at whether this part of this Bill needs the proposed improvements.
In respect of new clause 9 and amendment 21, I suppose the obvious point—I will go on to make less obvious points, or at least I hope they will be less obvious—is that manufacturers should and will ensure that they update software in a way that guarantees safety. That seems to me to be fundamental, but I just do not think that this Bill is the right legislation to do that.
Perhaps I can make a less obvious point—
Rob Marris
May I ask the Minister to reconsider that point? As he said, part 1 of the Bill is largely about insurance. Let us imagine that a manufacturer says of an automated vehicle, “We are not going to update the software for a vehicle that is more than 10 years old. We just don’t do that. We are not saying whether it is needed or not, but it has reached the 10-year mark and we will no longer support it.” At that 10-year mark, that vehicle is likely to be uninsurable, because the insurers will say, “We don’t know anything about the software. After 10 years, we don’t know whether it needs updating or not and the manufacturer isn’t telling us—end of story. We are not going to insure a vehicle that is more than 10 years old, or however long the manufacturer selects.”
Mr Hayes
We are ranging a little widely, but I must say that the hon. Gentleman is entering the realms of fantasy, to use a phrase often used by Captain Mainwaring of Corporal Jones in that legendary programme, “Dad’s Army”. Insurance models are currently available for all kinds of vehicles of all ages and at all stages of development and iterations—my right hon. Friend the Member for East Yorkshire is a renowned expert on the subject. Some of those vehicles are very ancient indeed and include no modern technology or mechanics, but they are safe, they can be driven safely, and they are insured accordingly. It would be extraordinary if the insurance industry did not develop products that suited vehicles of all ages. They do so now, so why would they not do so in the future?
Mr Hayes
He is rising to the occasion. Perhaps I can find a compromise, because it is important that we have a regulatory framework in place that ensures that manufacturers bring safe systems to market and that the process is as simple and effective as possible. I think we can do that, but not necessarily through the Bill or even through primary legislation. There is a good argument that understanding of the kind the hon. Gentleman advocates will emerge from the continuing dialogue that we enjoy with manufacturers and the further frameworks that result from it.
Our public engagement in this process is determined and well funded. We have invested more than £100 million in the research and development of connected and autonomous vehicles. Many of those projects have had a significant component of building public understanding, and part of that has been to explore precisely the issues that are dealt with in the clause and amendments
We have published a series of documents such as “Pathway to Driverless Cars: Proposals to support advanced driver assistance systems and automated vehicle technologies” and “Proposed ultra low emission vehicles measures for inclusion in the Modern Transport Bill”, which hon. Members will be familiar with. With the establishment of the Centre for Connected and Autonomous Vehicles, the programme of work continues. We will work with the industry and academia to ensure that we not only test the behavioural response to all this, but work on where manufacturers’ responsibilities begin and end and how much further legislative action is required. I do accept that, and perhaps we can find a happy middle ground, but I am not sure the Bill is the right place.
I underpin that by drawing the Committee’s attention to the briefing we have had from Ageas, which is the third largest motor insurer and leading provider of award-winning insurance solutions in the United Kingdom—that sounds a bit like an advert. None the less, Ageas says that:
“The Vehicle Technology and Aviation Bill will establish a new insurance regime for the next generation of autonomous vehicles currently being developed. Ageas is supportive of the Bill as it reflects the extensive discussion that have taken place between the government, insurance industry and other stakeholders.”
It goes on in a similar vein, but for me to amplify it further would seem a little self-congratulatory. I simply ask Members to give it their fullest consideration following this short speech.
Rob Marris
I have six fairly brief points. I know that the Minister is a great proponent of using language properly, so at the beginning of line 18 of clause 4(2), may I ask him to remove the first word “But”, which is a conjunction? It adds nothing to the Bill and is a grammatical monstrosity.
Rob Marris
What a Minister! Given that he has been so generous to me, I will be generous to him.
On a more serious point, may I draw the Minister’s attention to the beginning of line 23 of clause 4, which states
“knows he or she is required”?
I think that should state “knows or should have known that he or she is required”, because otherwise the person can plead ignorance and there is no “should have known” about it, which is a common construction in law, as my hon. Friend for Middlesbrough will know. Similarly, in line 33, “that an insured person knew or should have known that he was required under the policy” would be legally clearer and help all of us, including insurers. Line 41, subsection 5(b), reads
“which, at the time the person knew he or she was required”.
It ought to be “at the time the person knew or should have known he or she was required”. Having put that forward, I know the Minister will consider it in his usual generous spirit.
More importantly and substantively, there should be a provision in clause 4 on the cost of software updates. I appreciate that clause 4 is principally about insurers and so on, but it is about software updates. If in terms of safety—not the legalities—there is a safety-critical update that the manufacturer decides is going to cost £1,000 to whack in and the insured decides not to do that, that would void his or her insurance policy, but it would also put the rest of us at risk.
That is not a figure plucked out of the air. I might have said in an earlier session that the software to install a sat-nav in my car—just for the software; none of the hardware—costs £600. To update the software for sat-navs in many cars can be £300 or £400. That is just for the software update for a poxy sat-nav, let alone for an automated vehicle.
Rob Marris
The hon. Gentleman has a much more touching faith in the market than I do to resolve these things—that is why he is on those Benches and I am on these. That is fine, but in terms of the safety of all of us—he drives on the road, so do I; his family goes on the road, so does mine—I want a cap on safety software upgrade prices. The Minister should consider that, and it would go in clause 4.
Mr Hayes
I am going to be brief. I was in favour of a prices and incomes policy when even the Labour party had abandoned that. [Interruption.] I hear comments from behind me. I have been a protectionist all my life, and now it is coming back into fashion. The semantic points that the hon. Member for Wolverhampton South West made are good ones. As I said, we will take out the word “But”—as there are no ifs or buts with me, as yet. We will take a look at the other semantic points; there are bound to be those linguistic changes to a Bill.
The hon. Gentleman’s fundamental point was about the cost of software. If there was a catastrophic market failure—we are speaking about something down the line, as my hon. Friend the Member for Tonbridge and Malling said, for we do not know what the market looks like yet, but if we follow the hon. Gentleman’s advice we are already dooming it to failure—of course we would consider becoming involved. Were that to compromise the wellbeing of a large number of people who purchased automated vehicles, with all the consequences that might have, at some point the Government would need to take some kind of stand, but, if I may use an appropriate phrase, frankly I think we are at risk, Madam Deputy Speaker, of travelling roads as yet uncharted, let alone those we can reasonably foresee how we might journey down.
Rob Marris
Will the Minister explain why the Bill is confined to Great Britain and does not include Northern Ireland? There may well be a simple explanation.
Mr Hayes
The hon. Gentleman’s assiduity does him great credit. It is perhaps worth saying that the clause defines a series of terms and concepts vital to the functions of the proceedings in the Bill. The only reason it does not apply to Northern Ireland is that this is a devolved matter: motor insurance is devolved in Northern Ireland.
Question put and agreed to.
Clause 7 accordingly ordered to stand part of the Bill.
Clause 8
Definitions
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.
Rob Marris
I thank the Minister for his indulgence. This has been an interesting debate; I have to say that I think it has been a diversion, almost completely irrelevant to this Bill. The long title of this Bill says it is a Bill to:
“Make provision about automated vehicles, electric vehicles, vehicle testing and civil aviation”.
Then it has some stuff about lasers, and so on. If—
Rob Marris
Some of what I intended to say has been foreshadowed and I will not repeat it all, you and the Committee will be relieved to hear, Ms Ryan. When we heard from Robert Evans, who is the chief executive of a specialist research and technology organisation and represented the UK Electric Vehicle Supply Equipment Association, he addressed the issue of train stations, airports and so on. More pertinently, we also heard on Tuesday afternoon from Teresa Sayers, the chief executive of the Downstream Fuel Association, who said:
“We represent the non-refining companies and major supermarkets.”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 14 March 2017; c. 37, Q65.]
When I questioned her about the wording of clause 10, she said:
“Our apprehension about the wording is all about the location of the EV charging point on a forecourt, for the reasons we have discussed.”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 14 March 2017; c. 41, Q71.]
I said to her:
“The word “fuel” in “large fuel retailers” is causing you to scratch your head a bit?”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 14 March 2017; c. 41, Q73.]
She replied, “Yes, absolutely”, and agreed that “large retailers” would be better.
I look forward to the Minister’s design competition, which he announced today and which is wonderful. I suggest that, for the design that is ultimately decided upon, rather like we have Belisha beacons, we could have “Hayes hook-ups” or something similar. As the hon. Member for Bedford said, we need to think more broadly about planning permission and building those into planning requirements for new buildings, and possibly about a requirement for three-phase electricity and that sort of thing for more rapid charging.
We need to look at the regulations for the franchise specifications for motorway service station operators. They have a franchise that, I would guess for most of them, requires them to open for 24 hours a day. We do that as a public good. For motorway service station operators, providing coffee at three in the morning is a public good, but it is probably not profitable; however, providing coffee over 24 hours is profitable. As a society we say we want that, because we want motorists to drink coffee and stay awake on the motorways. Electric charging points could be part of a motorway service area franchise, because—surprise, surprise—we get on to clause 10 and the Government are quite willing to intervene in a market that hardly exists now. Good; they are coming over to the socialist side. There is a role for Government in making markets that, honourably and commendably, the Government, as represented by the Minister today, are seeking to fulfil.
In terms of making markets, I suggest to him that clause 10 does not need, and should not include, the words “large fuel retailers”; I did not table an amendment to that affect because I came to that view only after I heard the evidence on Tuesday. We do not, and should not have, the word “fuel”; in fact, if regulations are made, as the clause provides for, that will provide definitions, we do not actually need the word “large” either. Ministers never want excess wording in Bills; I understand that.
We understand from the Bill’s wording, which could be usefully removed, the Government’s idea that little corner shops would not be subject to the regulations. Corner shops are retailers and almost all of them have a little parking area, even in rural areas. I think we understand that the concept of large fuel retailers would not cover, for example, my local BP station, which is a one-minute walk from my house and has five parking spaces; some cars parked for a quick, 30-minute charge will clog things up there. We went through the evidence on that on Tuesday. We ought to be looking at retailers and at supermarkets in particular, because very broadly most people go there, park their car, go off and do their shopping for half an hour or 45 minutes and come back. Their car could be charged during that time.
Now is the perfect time to do this because the business rates revaluation is still going through the House in the Local Government Finance Bill. Many supermarkets—not all—are winners under the business rates revaluation, so they will be paying lower business rates, which is a bit of a windfall for them. The Government could taketh away through the Bill by saying, “Well, you’ve had your windfall on business rates, but you have got to invest that for the benefit of our society by providing electric charging points. You are large retailers, not fuel retailers or service area operators. But, for the public benefit, as a Government our public policy to drive the market is that supermarkets or such operations that have a lot of parking should be providing public charging points, as clause 10 seeks to do for large fuel retailers.”
When I had a discussion with the Minister about that outside the Committee, he was positive and said that he would think about it. That is all I ask of him today. I hope he will feel able to stand up—if he catches your eye, Ms Ryan—and say that he will consider the point of broadening out the clause by removing “fuel” as a concept, because that gets us from forecourts and so on—many areas with limited parking spaces—and more into the scenario of supermarkets, train stations, airports and so on, which is much better, more amenable and would provide a better service to those we seek to represent.
Mr Hayes
I will be brief. We have had a good, detailed debate on this aspect of the Bill. I hope that my determination to broaden the number of points at which people can charge vehicles is clear from my earlier remarks. Equally, my parallel determination is to ensure that while we mandate the provision, we do not do so in a way that is not reasonable or affordable.
I take the hon. Gentleman’s point and I will return to it in a second. I suppose the reason why “fuel” is there is that it is not unreasonable that the people who are likely to benefit should make some contribution. If we think of motorway service areas—by the way, they are already taking this on—there are charge points at most of them now, and in some cases they are trialling hydrogen refuelling points, too. Given that they are likely to benefit and they are already investing, it does not seem unreasonable to pursue that avenue.
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.
Rob Marris
If someone wanted to make a public telephone call 30, 40 or 50 years ago, one of the ways in which they got information about where to make it from was visual—a red telephone box was a visual source of information. I suggest that the Minister should interpret broadly the phrase
“in what form the information is to be made available”
in clause 11(3)(a), including within it the design of Hayes hook-ups, so that, like red telephone boxes, they give a visual clue—visual information—and people can see from their design where the available charging point is.
Mr Hayes
What a wonderful image the hon. Gentleman conjures; I will certainly take his point to heart. I will ask my friend and adviser, the distinguished architect Quinlan Terry, to suggest further developments of the kind that the hon. Gentleman set out.
Question put and agreed to.
Clause 11 accordingly ordered to stand part of the Bill.
Ordered, That further consideration be now adjourned. —(Jackie Doyle-Price.)
Vehicle Technology and Aviation Bill (Third sitting)
Debate between Rob Marris and John Hayes(7 years, 9 months ago)
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Mr Hayes
He is honourable, certainly, and in my estimation, deserving of so much more.
Clause 1 compels the Secretary of State to create a list of automated vehicles. That is to provide clarity to industry and the public on which vehicles will be captured by the provisions—we need to define what kinds of vehicles are affected by the Bill. The Secretary of State will do that by applying the definition in subsection 1(a), to which the hon. Gentleman referred, and subsection 1(b). In those provisions we see the means by which the Secretary of State will create that list.
It is important to define the difference between driver assistance and automation, as the hon. Gentleman asked us to do. We are defining automated vehicles—the hon. Gentleman asked for this clarification—as those vehicles that have the capability to drive themselves without human oversight or intervention, for some or all of the journey. An automated vehicle might not be automated for the whole of the journey, but for at least part of it, and perhaps for the whole, it will not require the person driving it to intervene.
Rob Marris
On that point, the Minister will be aware—I think he referred to it—that for a number of years there have been cars that will park themselves. Under the definition he has just given, those cars would be counted as automated vehicles. That may be what the Minister intends, but to many people a vehicle that simply parks itself would not really be an automated vehicle. Is he saying that self-parkers will be on the list?
Mr Hayes
No, they would not be on the list because, although it is true that the cars we typically buy now might well have assistance with parking—I mentioned them a moment ago—the oversight of that remains with the driver. Automation is the transfer of that oversight or responsibility.
It is important to point out that the driver retains responsibility for the performance of the vehicle, but will not have oversight of the functions that are automated. I suppose that in the world we are now imagining, it would be possible for a driver to be doing something else while the car was being driven.
The best parallel here, and one with which we are all pretty familiar, is aeroplanes. When we fly on a jet, as some of us no doubt have and will again, for some of the journey the plane will be switched to automatic pilot, although it is true that the responsibility remains with pilots and co-pilots. We are quite familiar with that; the plane will essentially be flying itself. As I said, that means that the capability moves from the pilot to the plane, and in the case of a car, from the driver to the vehicle. So the vehicle will become capable of driving itself in an automated way.
Mr Hayes
I think there is an implicit need to continue the dialogue that the hon. Gentleman seeks. It is absolutely right that the spirit in which, as the shadow Minister recognised and welcomed, we have gone about our business so far continues to inform these developments. Bluntly, my right hon. Friend the Member for East Yorkshire is right that any responsible Government and Secretary of State would want to work on that basis. It is important we are clear at the moment about the definition so that we do not inhibit the development of further insurance products and thereby the further development of the technology. It is true that at some future point we may need to return to those matters, but the core definition we are trying to establish here is sufficient, as we heard from the insurance industry when it gave evidence, to allow it to continue its work.
We are not giving unbridled powers to the Secretary of State. Once we have established a clear definition, the Secretary of State will have no discretion to exclude a vehicle that meets the definition. The Secretary of State cannot be capricious about which vehicles are on the list and which are not; the vehicles will be defined by the criteria and by the definition. The Secretary of State will not define which vehicles are on the list, but will take responsibility for publishing the list. Conversely, if a vehicle does not come within the definition, it cannot be included. The power is merely, in that sense, an administrative power, not a discretionary power. The Secretary of State cannot, as I say, pick and mix the vehicles on the list outside the definition we are trying to set here in law. If he or she could do so, insurers simply would not have the confidence to develop the products that they need to.
Rob Marris
The Minister talks about developing products. Although the problem may be to do with that, part of the problem is the elasticity of the definition. The Minister referred earlier to some or all of a journey being self-driving, and it says in the definition and in the amendment that cites this part of the definition,
“in at least some circumstances or situations”.
I think that is the problem. He is trying to include in the definition part-time automated vehicles. Either they are fully automated and safe for me to be on the roads with those vehicles whizzing up and down, or they are not. This part-time stuff fudges it all and is a big problem.
Mr Hayes
I am not sure that that is true and a reflection of what is likely to happen. If I am right—the Opposition said this at the beginning of the debate and I acknowledged and agreed with it—and others are right, too, that the changes are likely to be incremental rather than sudden, so that the changes are likely to build on technological developments that have happened in the past, then it may well be that we move to a circumstance where vehicles are developed that can be switched to autonomous mode and then switched out of it. That is more than likely to happen—in fact, it is probably inevitable.
The issue is not whether a vehicle can be autonomous; it is about what we do when a vehicle is autonomous. From an insurance point of view, being clear about what happens when a vehicle is autonomous and making sure that the insurance policy is consistent and, as I said, provides the safety and assurance that is needed is the fundamental here.
Mr Hayes
On that point, my hon. Friend the Member for Bedford asked David Williams, the chair—I call him the chairman—of the Automated Driving Insurers Group, who spoke for insurers:
“Within its scope, does this Bill do enough to position the UK as a global leader in vehicle technology? If not, what is missing? If you do not have the time to answer, maybe you can email me.”
That was very courteous of my hon. Friend, but David Williams did not need to email him, because he was able to answer very concisely:
“From an insurance perspective, yes.”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 14 March 2017; c. 16, Q28.]
It should reassure the hon. Member for Wolverhampton South West that insurers clearly think that the Bill will allow them to move forward with developing the products that I described.
I want to be as reasonable as I can, so I emphasise the point that we want to continue discussion and consultation on all these matters as we move forward. That is absolutely right; the Opposition reasonably ask for it, and it is an assurance that I am happy to give. I emphasise yet again that getting clarity at the beginning that is sufficient to satisfy the insurance industry, as clearly we have done, is really important in order not to inhibit further development. As though that were not enough, I can offer further reassurance: hon. Members know that the approval of vehicles for sale and use will ultimately be subject to the international standards of the United Nations economic commission for Europe, as well as our own domestic standards. All vehicles must be safe to sell, use and drive. There will be an underpinning set of safety standards, both domestic and international.
Rob Marris
The Minister is being generous in taking interventions. Perhaps he will correct me, but as I understand it, a vehicle has to have a homologation certificate in order to be used on the public roads in Britain. Are the criteria for homologation certificates published?
Mr Hayes
The certification process for all vehicles is common, in that they must meet proper safety standards. There is no suggestion that the safety standards for these new kinds of vehicles will fall below that level—that would be preposterous. The hon. Gentleman can have an absolute assurance that the Government will ensure that those standards are applied. I am very happy to make available the information he seeks about the standards we apply; that seems perfectly reasonable to me.
Rob Marris
It is to do with publishing the criteria. May I give the Minister an example? The best-selling vehicle in the world is the Ford F-150 pick-up, which is not sold in the United Kingdom. If I wish to import one and use it on British roads, I will need a homologation certificate. I am asking the Minister for his assurance that the criteria for such a certificate, in this case for automated vehicles—what will or will not go on the list—will be published. I am not asking him to say now what those criteria will be; I quite understand that he cannot do that.
Mr Hayes
I am certainly happy to give that assurance. We will make available to the Committee the standards that are already established. As the hon. Gentleman says, it is important that they are published. I will give a further commitment. As international and domestic standards evolve over time, at the point at which it is appropriate to do so, we will publish those, too. I want a consistent approach. If that is what he seeks, it is reasonable to do so. In the same spirit, we will consult and certainly publish as much information as possible for the Committee and beyond it.
To develop the argument—I do not want to go on exhaustively, but it is important to set out the core principles at the beginning of our consideration of the Bill—the hon. Gentleman will understand that the standards I describe form the basis of the type approval process that conventional vehicles currently follow, and that of course automated vehicles will follow, too. The same consequent process will happen. Based on those standards, and likely the vehicle’s registration document, we expect it to be very clear which vehicles can safely operate in automated mode. As I have said, that is important to reassure the public and others.
Vehicle Technology and Aviation Bill (First sitting)
Debate between Rob Marris and John Hayes(7 years, 9 months ago)
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Mr Hayes
Q The essence of your point is that the Bill and the debate that it stimulates will encourage innovation and catalyse the demand management tools that you describe.
Robert Evans: The Bill gives the Office for Low Emission Vehicles and other parts of the Government the ability to keep pushing forward discussion and dialogue between the motor industry and the energy sector to ensure that smart charging is part of our future, because it explicitly expresses a desire to regulate should smart charging not proceed. There is a desire to explore this, but the Bill gives the Government powers to help set an agenda that brings the groups together and moves forward the smart charging agenda.
Quentin Willson: Work is being done in America, notably by Tesla, where consumers charge their cars at smart times and then, when the grid is out of balance, that electricity is sold back to the power companies. These millions of electric cars become energy storage devices. This is another very important cycle of change that we need to look at. Any imbalance would be negated. Also, a lot of electricity is produced by renewables—wind and solar. In the UK, 41% of the electricity dragged from the grid on Christmas day was from renewables.
Rob Marris
Q If, over the next five years, 10% of new vehicles were electric and each of them, on average, did 10,000 km a year, 10,000,000 km per year would be driven in electric vehicles. This is a question for Mr Stewart. What is that as a percentage of UK electricity generation at the moment? You may not be able to reply today, but perhaps you will tell us. I am a bit worried that you will encourage all these electric vehicles and then the grid falls over, so I need to get some idea of proportionality.
Marcus Stewart: I will give you an example. If you have 1 million electric vehicles—you don’t need to worry too much about how many miles they are doing; when they are charging is what is really important, because that is what impacts on the supply and demand balance—and you charge them on a 7 kW charger, in theory that could give you 7 GW of demand, and 7 GW is two and a bit very large nuclear power stations.
Oral Answers to Questions
Debate between Rob Marris and John Hayes(8 years, 1 month ago)
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Mr Hayes
My hon. Friend knows I have also held a round table on that issue—as I have said before, my table is ever more round and I always welcome hearing from hon. Members across this House. My hon. Friend has made this case forcefully; she has done so at Westminster Hall and again today. She is right that we need to look at these matters because they affect local residents in exactly the way she said. We want to get a balanced package for HGVs, but a package that takes account of the overtures my hon. Friend has made in the interests of her constituents.
Rob Marris (Wolverhampton South West) (Lab)
When the Minister has discussions with Leeds City Council about the light rail scheme, will he also discuss trolleybuses? I drove a trolleybus for three years; they are very efficient and are a lot cheaper in infrastructural costs, and it would be a lot cheaper for Leeds and elsewhere if we had trolleybuses rather than trams.
Prevention and Suppression of Terrorism
Debate between Rob Marris and John Hayes(8 years, 9 months ago)
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Rob Marris
Will the Minister tell the House not the content of any such new information, but whether any new information bearing on the decision in relation to proscription or de-proscription came to light between 31 July and 14 December 2015?
Mr Hayes
There was certainly further consideration, as I have made very clear, and a further up-to-date review of the organisation’s activities. Such matters are highly dynamic, as the hon. Gentleman will understand. As he says, I cannot go into the fine detail of the strategy. It is not our habit to give a running commentary on such matters, and I know he will respect that, as he said he would. It is certainly true that there was sufficient further consideration for us to conclude that we could not maintain the proscription. The Home Secretary has to consider various things—bits of information, pieces of intelligence and open source material—when determining whether a group is engaged in terrorism, as the hon. Gentleman will know. It would not be appropriate to discuss the specific material, but when I describe that variety of information, he will understand what happens when consideration is given to such matters.
The third part of our debate concerns the points made by the hon. Member for Strangford (Jim Shannon). He spoke more widely about the way in which terrorist organisations, including proscribed ones, continue to proselytise using social media. He drew attention to the information that was made available to the House. Rather than delay the House tonight, I will go the extra mile and set out, in a further note for the House, exactly what we are doing about what he described. Again, this matter is highly dynamic—it changes almost daily—and the House is warranted in asking for up-to-date information on precisely what steps we are taking to counter the activities that the hon. Gentleman set out. They are damaging and worrying, and they are very plainly part of what those who seek to do us harm are about these days: they are using every kind of method and means to proselytise their message and to radicalise people, and to do damage accordingly. I will set that out in a further note, which I will make available to the House.
Mr Hayes
By way of variety and excitement I will deal with those points in reverse order. Those organisations will be notified, and we have obviously consulted member states that have a direct interest in this group. We will inform them of the de-proscription if parliamentary agreement is secured in this House and the other place, and we will formally notify the European Council if a decision to de-proscribe the ISYF is agreed by Parliament. I will look again at the asset freeze—the hon. Lady did not use that term, but that is what it is—and return to her with a specific answer. It is a complex matter, as she implied, so I will come back to her, rather than delay the House tonight.
Rob Marris
I asked the Minister a series of questions, and I hope that he will write to me about them afterwards.
Mr Hayes
Having known me for such a long time, the hon. Gentleman will know that I would not neglect to reply to him, given that he has invited me to. I will certainly write to him with those details. Moving ahead with appropriate speed, I commend this order to the House.
Question put and agreed to,
Resolved,
That the draft Terrorism Act 2000 (Proscribed Organisations) (Amendment) Order 2016, which was laid before this House on 22 February, be approved.