Connected and Automated Vehicles

Tom Hayes Excerpts

Tuesday 28th October 2025 Westminster Hall

[Tom Hayes (Bournemouth East) (Lab)]

It is a pleasure to serve under your chairpersonship, Ms Vaz. I thank my hon. Friend the Member for West Bromwich (Sarah Coombes) for securing this debate. In this debate, I want to talk about place and the role of connected autonomous vehicles within it—but before I do, I want to follow on from my hon. Friend the Member for Doncaster East and the Isle of Axholme (Lee Pitcher), who talked movingly and importantly about the role of accessibility. This year marks the 30th anniversary of the campaign for civil rights by disabled people, which culminated in the Disability Discrimination Act 1995, and a key part of that campaign was for accessible public transport. Thirty years on, as we look to the future, we must think about how we can have accessible transport with all these technological changes.

I am thinking about what Bournemouth’s future roads will look like. Will we see self-driving cars going anywhere anytime soon? By what date this side of 2050 might a majority of driving miles in Bournemouth be completed by machines and not humans? At what point in the future might the Minister’s car become a museum piece? When we talk about technology, we think about novelty in the future. Bournemouth has not just lived a sense that technology is advancing faster than society can keep up; it has even helped to engineer the feeling. Bournemouth University has published important research into topics such as cyber-security and connected autonomous vehicles. We are a town with remarkable scientific minds and technological innovators, and we want to contribute towards that new future.

Indeed, the future is usually with us for a long time before society sees the recognisable breakthrough of a certain technology. With the onset of motorisation, early cars were referred to as horseless carriages and many shared features with horse-drawn predecessors, while others used technology from the bicycle industry. With the onset of electrification in the early 20th century, the petrol-powered car was briefly less common than either steam or electric-powered ones. The electric car disappeared by the 1930s, reappeared in the 60s, slipped back and then reappeared with gusto in the last decade.

Thinking of autonomous vehicles, General Motors sponsored Norman Geddes to design the Futurama exhibition at the New York World’s Fair in 1939, where he depicted the first driverless car. In the 1960s, the Slough-built Citroën DS19 was trialled in the UK as an autonomous vehicle. This issue has been with us for a while and we politicians have a duty to think about what that means. We have a duty to make choices before the disruptions that such technologies cause reverberate throughout our daily lives—the good, the bad and the ugly.

Issues such as how we get around will affect our lives and the future prosperity of the communities that we represent—and we are often behind the curve: it was only compulsory for rear view mirrors to be fitted to cars from 1 January 1932; driving tests were only introduced under the Road Traffic Act 1934 and were made mandatory in January 1935; driving licences were introduced by the Motor Car Act 1903, yet cars have been around since 1895. Are we keeping pace with change?

We must also think about some of the negative side effects. In 1894, The Times estimated that by 1950, every street in every British city would be buried nine feet deep in horse manure because of the horse’s dominance of transport. That did not quite turn out to be the case, but it brings me to the point with which I want to close in a couple of minutes: are the Government looking properly at how technology is changing? Where in Government are we thinking about those changes? How are we developing laws and policies that are as smart as the cars that are going to be on our roads? Do we have a Parliament filled with people who have the knowledge, the experience, the expertise, the access and the contacts to shape the laws that will ensure that our prosperity is secured and that our roads are being cared for?

When we look at polls, on balance, British citizens tend to lack trust in autonomous vehicles—partly because they have a lack of knowledge. That is unsurprising, given that AVs are theoretical and elusive; only a small number of self-driving vehicles are on our roads today, mostly test vehicles unavailable to the riding public. As AVs become more commonplace, they could become more popular as people become more educated. As MPs, we clearly have a role in helping to achieve that.

I will close by considering a few ways that we must think about AVs, because of the impact they will have on how we use our streets. Pedestrians will discover that AVs can halt when they detect human movement, and many may feel confident to cross the street anywhere. What might that mean for the smoothest flow of traffic through our streets? I recently discovered that, because of people’s tendency to look at their phones at traffic lights, some places are installing silent light-emitting diode strips on the ground so that people can see when a traffic light is being indicated, because they are often not paying attention to the noise.

Technology is already changing. How do we think about that with AVs? An AV can drop a person off, circle around Bournemouth, then come to pick them up wherever they want. If people think that Bournemouth’s roads and streets are choking on congestion—and they are—just wait until somebody goes to a meeting in the town centre, tells their AV to drive around continually and then calls for it to come and pick them up.

AV use will free up space currently reserved for parking for entirely new purposes, which will prompt local authorities to think about how they will generate income from the parking they provide. What do we do with the space that is made available? Do we turn that into housing, playgrounds or green space? How does that change our urban landscape? Wider use of AVs could risk increasing traffic congestion by drawing people out of other types of transport and into private car use. What does it mean for cycling, which we know helps people to get around their towns and cities and enhances their physical health? What will it mean for bus travel? Pool shuttles might become more important in order to avoid single-passenger AVs congesting our roads and fixed-schedule services could become a harder thing to sustain. There may be a move to on-demand services. Park and rides will become more important, because AVs could arrive at the outskirts of towns or cities and people could disembark to board shuttles that will take them to work. Indeed, AVs could communicate with park and rides or even public shuttles, relegating waiting around to the history books and ensuring non-stop journeys. Just as we relied on a mix of horses, trams, bikes, buses and cars during the first half of the last century, we could see a similar rivalry again during the first half of this century—a rivalry between human-controlled cars, semi and fully automated vehicles, bikes and buses.

What is the new hierarchy of transport? How society draws the balance will be critical. The Government and Parliament have a critical role to play because we cannot leave it to councils, even though councils cover geographies larger than our constituencies. We need national laws and frameworks that provide consistency across all the places we represent. We need foresight and we need to pre-empt potential future disruption. We must continue to improve the machinery of Government so that it can look to the future and make changes in response to technology. If we maximise the benefits, we minimise the costs and when our grandchildren look back on our decisions they will be able to believe that we made them with future generations in mind.