Automated Vehicles Bill [ Lords ] (Second sitting)

Debate between Simon Lightwood and Anthony Browne

Committee stage
Tuesday 19th March 2024 Public Bill Committees

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Sir George. Amendment 15, which I tabled with my hon. Friend the Member for Sefton Central, seeks to make a specific obligation on inspectors to ensure that they assess the accessibility of automated vehicles when investigating incidents. Part 3, chapter 2 sets out the role of inspectors to identify, improve the understanding of and reduce the risks of harm arising from the use of authorised automated vehicles. Currently, clause 62 states that the incident can be

“not of a kind specified in regulations made by the Secretary of State”,

suggesting that inspectors have discretion to investigate a wide range of incidents. The amendment would ensure consistency of inspectors in assessing the accessibility of a vehicle.

Gaining information on the accessibility of AVs is intrinsic to improving the understanding of and reducing the risks of harm involving AVs for disabled users and other disabled road users. We believe AVs present a fantastic opportunity for disabled people, so we must ensure that it is fully realised and grasped. Disabled people currently take 38% fewer journeys than non-disabled people.

[Anthony Browne]

I will mention the role of the investigators before commenting on the amendment. Clause 60 introduces the concept of investigation of incidents by statutory inspectors, which will allow for the creation of independent capability to investigate incidents involving authorised automated vehicles. The clause requires the Secretary of State to appoint at least one person to be an inspector of automated vehicle incidents. Clause 61 then states that the role of those inspectors is

“identifying, improving understanding of, and reducing the risks of harm arising from the use of”

self-driving vehicles in Great Britain.

Like the existing UK transport investigation branches for air and maritime, the inspectors will conduct safety investigations into incidents involving at least one authorised self-driving vehicle. It will not be their role to apportion blame or liability; instead, they will draw on all the available evidence to publish reports and recommendations that ultimately improve the safety of self-driving vehicles, in line with recommendation 32 of the Law Commission’s report. I stress that their role is analogous to those in other sectors such as air and maritime.

That brings me to amendment 15. I should say at the outset that we are very committed to ensuring maximum accessibility for different user groups—that is part of the reason for introducing this legislation to start with. Many of the points that need to be made are in clause 82, to which the Opposition have tabled an amendment. I will address those questions in more detail when we come on to that clause.

I recognise the importance of accessibility, but I do not believe that the amendment is necessary, or that this is the right place to ensure greater accessibility. While inspectors will identify the causes of incidents, which could include issues around the accessibility of the vehicle, it is not their purpose to replace vehicle safety inspections or to ensure that vehicle safety is in line with accessibility requirements. Safety investigation is a long-standing practice, both in the UK and internationally, and under no circumstances would we wish to break precedent by adding to an inspector’s role in such a way.

--- Later in debate ---

[Anthony Browne]

As I said at the beginning, the role of the inspectors is not to assign liability, blame or whatever else; it is to find out what actually happened in detail to ensure that it does not happen again. On the hon. Gentleman’s specific question, I do not think that that has been decided, but I will write to him.

[Simon Lightwood]

It is important that disability is considered at every possible opportunity. This technology has the capacity to increase the number of journeys for disabled individuals, but getting it wrong could force that to go in the opposite direction. However, I will not press my amendment to a vote.

Question put and agreed to.

Clause 60 accordingly ordered to stand part of the Bill.

Clauses 61 to 66 ordered to stand part of the Bill.

Schedule 4 agreed to.

Clauses 67 to 81 ordered to stand part of the Bill.

Schedule 5 agreed to.

Clause 82

Power to grant permits

--- Later in debate ---

[Anthony Browne]

I understand that there is actually a bus captain on CAVForth—a person who can deal directly with passengers and help them. That is part of the point I was making about being flexible, as we do not know how self-driving buses or taxis will operate. Self-driving taxis would not have a human being in them, so their disability requirements would clearly be different from those for taxis with people in them. We are on a learning curve about the best way to make all automated services accessible for people, which is why we have focused on gathering evidence and requiring accessibility to be included in permitting systems, but are not trying to set in stone, in primary legislation, exactly what those accessibility requirements should be. I do not know the specific requirements of CAVForth off the top of my head, but I can write to the hon. Gentleman on that point.

New clause 2 is unnecessary: pretty much all the provisions are in there and it is too rigid. We need to have a more flexible approach to ensure that the provision is optimal for disabled passengers and right for their needs in the different use cases.

[Simon Lightwood]

It is a great shame that the Government have, on three occasions now, failed to grasp the opportunities presented by our amendments to fully realise the potential of AV vehicles and to mitigate the risks presented to disabled people. At the appropriate time, we will wish to push new clause 2 to a vote.

Question put and agreed to.

Clause 85 accordingly ordered to stand part of the Bill.

Clauses 86 to 92 ordered to stand part of the Bill.

Clause 93

Provision of information about traffic regulation measures

Automated Vehicles Bill [ Lords ] (First sitting)

Debate between Simon Lightwood and Anthony Browne

Committee stage
Tuesday 19th March 2024 Public Bill Committees

[Anthony Browne]

My hon. Friend is spot on; that is the entire point. We are creating a framework with a lot of flexibility in it because, as various Members have noted, this is moving technology. If we look back in 20 years’ time to where we are now, we will say, “Oh, that was very basic.” Things will change: technology will change; our understanding of the technology will change; and our understanding of how humans interact with the technology will change. That is why it is really important, as my hon. Friend said, that we keep the legislation flexible so that we can advance it.

[Simon Lightwood (Wakefield) (Lab/Co-op)]

I wonder whether the Minister has considered whether it would be better to start with a stricter level of safety and then, as we get used to the technology and understand its limitations, perhaps look to reduce it to the levels that are proposed.

[Anthony Browne]

I thank the hon. Gentleman for that comment. The Law Commission, whose work feeds into all this, recommended three standards of safety, and we have chosen the highest. There is a risk that, if we set the bar far too high, it will be impossible for the industry to develop in the first place. There is a balance that needs to be struck.

--- Later in debate ---

[Anthony Browne]

It absolutely would. To be authorised, the ASDE is required to be competent and financially sound. Clearly, the legislation needs to be binding on the ASDE wherever it is, or we could not regulate or authorise it.

New clause 4 is about transition demands, as we call them, although I do not think the hon. Member for Wakefield used that term in the new clause. It is important to get the right timing for transition demands. The Bill already requires a robust approach to ensuring that the user in charge—the transition demand relates to the user-in-charge feature; it goes back to them taking control from the self-driving feature—can respond safely to a transition demand and that they are aware of their responsibilities. As the hon. Member mentioned, we are already doing research on this fast-moving area, but ultimately what transition demand is appropriate depends on the use case: it might be different for someone driving on the motorway compared with someone doing some urban driving or operating a taxi or delivery vehicle.

How the transition demand works should be set out in the authorisation of the ASDE. Again, we are getting more and more data on the matter, and research is being done. It needs to be flexible because it depends on the individual case, so I do not think there is a need to set out in law that there should be research on it. Essentially, the new clause is unnecessary.

[Simon Lightwood]

Clearly, the only way we can have absolute clarity on the robot issue is to put it in the Bill and reference the inclusion of delivery vehicles specifically. There is potentially a mistake in terms of getting in the way of future investment and economic gains because of the grey area that continues to exist. We have had no clarity from the Government on when they may look at the issue further.

I thank my hon. Friend the Member for Easington for his comments regarding the insurance industry. Again, the amendments were there to give that transparency and clarity to that industry and to disabled groups. I will not be pushing any of the amendments to a vote. I beg to ask leave to withdraw the amendment.

Amendment, by leave, withdrawn.

Clause 3 ordered to stand part of the Bill.

Clauses 4 to 9 ordered to stand part of the Bill.

Clause 10

Register of authorisations