Vehicle Technology and Aviation Bill (Fifth sitting)

Debate between Rob Marris and Tom Tugendhat

Tuesday 21st March 2017 Public Bill Committees

[Rob Marris]

My hon. Friend is right. I am not an expert but, intuitively, I recognise that solar power generation is likely to be less efficacious at night, although I appreciate that the wind blows at night and that, if we continue with nuclear reactors, they produce electricity all the time. That is why electricity is cheaper at night through Economy 7.

[Tom Tugendhat]

I think we have spoken in Committee about the fact that some charging capability will also be fed back into the grid. The hon. Gentleman is very much describing a nightmare scenario, in much the same way as in the 1800s some of those Manchester cotton workers described the spinning jennys as a nightmare scenario. The truth is that technology evolves and human practice evolves with it, so I feel that he is being a little bleak for this stage of the Bill.

Vehicle Technology and Aviation Bill (Fourth sitting)

Debate between Rob Marris and Tom Tugendhat

Thursday 16th March 2017 Public Bill Committees

[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.

[Tom Tugendhat]

The hon. Gentleman is seeking now to regulate the contract between an individual and the car company they buy from in relation to servicing. There are many different updates that are required for a car in terms of safety-critical features, which happen every now and again, such as changing tyres. [Interruption.] Or buying a new set of brakes, as my hon. Friend the Member for North West Hampshire says. Each different manufacturer has a different price list. If someone wants to buy a Rolls Royce, they can be pretty sure that the price of the items will be very high. I chose not to—there were several reasons for that, not least that child seats do not fit very well. Rather more fundamentally, I chose to buy a cheaper car for the simple reason that I realised that if I was going to be asked to service the damn thing, I wanted it to be affordable. The hon. Member for Wolverhampton South West is effectively seeking to govern the servicing arrangements.

[The Chair]

Order. That was a very lengthy intervention.

[Rob Marris]

Without straying too far, the Labour party was in favour of looking at a regulatory regime to cap energy prices; so now is the Conservative party. There is a role for the state when there is market failure. We are talking about potential market failure for very important safety items, not whether it is going to cost £100 or £200 to service a car and someone decides whether they buy a Rolls Royce, or whatever presumably less expensive car the hon. Gentleman bought—I cannot think that he would have bought a more expensive one. I understand the role of the market for that.

I am not looking to cap service charges, but there is an argument for the state putting a cap on the price of software updates, on safety grounds. The hon. Member for Wycombe referred earlier to parachutes. He can correct me on this, but I do not think that many people are killed in this country from someone’s parachute failing, besides that individual. What we are talking about here potentially is an individual whose parachute fails and who then lands on someone else and kills them. It is not just the owner of the vehicle; it is the rest of us.

[Tom Tugendhat]

The hon. Gentleman talks about safety-critical software. Brake pads are pretty safety-critical. If someone does not maintain their vehicle to a reasonable standard with proper brake pads, the vehicle is uninsurable. The same would be true in this case. If the manufacturer overprices the update, people will not buy the car. If people do not update the software, the car will be uninsurable and therefore undrivable.

[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.

Vehicle Technology and Aviation Bill (Second sitting)

Debate between Rob Marris and Tom Tugendhat

Tuesday 14th March 2017 Public Bill Committees

[Rob Marris]

Okay, but from an insurance point of view, you have no concerns about Northern Ireland?

Ben Howarth: Not that I am aware of.

[Tom Tugendhat]

Q I assume that you looked at other countries as you prepared for the Bill. Will you say a little bit about how other countries are addressing the insurance and regulatory challenges?

Iain Forbes: The legal frameworks in different countries are often specific to those countries, so it is not possible to do an exact read-across, but we are looking at what people are doing to see whether there are broad lessons that we can learn. For example, in California, if you want to test automated vehicles, you have to put up a surety bond to ensure that there is a provision to cope with any accidents. Looking at that and other systems, we felt that the system in the Bill was appropriate for the UK and how our insurance system operates. It builds on a system that people would recognise, so it would look similar to what people do now, and it targets an important policy, which is to ensure that innocent victims caught up in an incident involving a vehicle in automated mode can get quick access to claims.

--- Later in debate ---

[Tom Tugendhat]

Q It does not matter which hand drive a car is, does it?

Iain Forbes: Which is part of the reason why it is important for some of the discussions about the regulatory framework to take place at international level, under the United Nations Economic Commission for Europe or other bodies that regulate how vehicles operate to ensure that, where possible, we have interoperable systems.

Ben Howarth: If you are thinking about cross-border insurance, as long as the broad principles are united—there are already big differences between the UK and other parts of Europe and how they insure vehicles; we have a driver-centric version whereas a lot of other European countries have a vehicle-centric system and a form of strict liability with various definitions—one would hope that we could evolve a system that gives at least minimum cover on a unified basis. We should not therefore have too much of a problem.

[Rob Marris]

Q Mr Tugendhat made an interesting point. It had not occurred to me, but if I am in my automated vehicle, which I have taken through Eurotunnel, and I am driving down a road in France and a non-automated vehicle is coming at me in the middle of the road, I do not want my British automated vehicle diving off to the left—which is what you would do to take evasive action in this country—

[Tom Tugendhat]

Presumably, you have got GPS—

[Rob Marris]

This is a serious point in the context of Mr Forbes’s discussing interoperability. I presume there has been a discussion about the coding—I would like reassurance about this—so that the evasive action that automated vehicles might take when faced by unsafe manoeuvres by non-automated vehicles is appropriate to the side of the road on which one drives. Otherwise, we will have a big problem, as Mr Baker will know, with software coding and so on.

Iain Forbes: These are the sorts of challenges that you have to work through when you sit down to think about how the system will operate in practice. We are still at the stage of the technology where the developers are making sure that they can get their systems to work in particular locations—particular cities or areas. If the developers want to sell products and services that can be used in more than one country, that is something we will have to bear in mind when taking forward our development programmes. Indeed, if they are going to operate in accordance with the right regulatory framework, they will have to have discussions with regulators about how that will operate in practice.