Vehicle Technology and Aviation Bill (Seventh sitting)
(Limited Text - Ministerial Extracts only)
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The Minister of State, Department for Transport (Mr John Hayes)
With your indulgence, Mr Gray, may I say a few words? As we stood together in silence and sorrow earlier, so we stand together for all time; Parliament and people. Our Committee, in its modest way, tells all that should be known about this place, our work: debate without rancour and difference without disputation; and mutual regard and respect. Parliamentary politics is, in my judgment, far from broken, and it will not be broken by the enemies of decency.
In that sombre way, we continue our consideration of this important Bill. The hon. Member for Birmingham, Northfield proposed the new clause when we last met, which seems an age ago. It would require the Secretary of State to bring forward a new strategy for using vehicle technology to address climate change and air quality. The hon. Gentleman and others heard me say that we are indeed looking to do so. We will bring forward an updated strategy for promoting the uptake of ultra low emission vehicles in the next 12 months. Our intention is that that strategy will go further than just low-emission vehicles and reference support for low-emission road transport more widely, such as the use of advanced fuels, to help air quality in exactly the way that Opposition Members have invited us to. That strategy will of course be parallel to, but synergous with, the national air quality plan that we will develop. Our work on that plan will focus on low-emission vehicles—it is of course not wholly about that, but we see low-emission and zero-emission vehicles as a critical component in the delivery of that plan.
I was pleased yesterday to attend the opening of a new factory for electric black taxis in Coventry, where we announced our support for precisely the kinds of things that Members across the Committee have called for. Taxis can be one of the biggest contributors to urban air pollution, for obvious reasons, so we announced £64 million of funding to encourage the uptake of electric cabs and installation of a dedicated charging infrastructure. It is worth sharing the detail of that funding with the Committee, because it affects most of the areas of the country that we represent. We will work with a series of local authorities to invest £14 million to deliver around 400 rapid and 150 fast dedicated charge points for electric taxis in those areas.
Andy McDonald (Middlesbrough) (Lab)
I am grateful to the Minister for giving way, and I will not detain him for long. While I was trying to gain access to the estate yesterday—I was not able to cross Westminster bridge —I was with Transport for All, which pointed out to me the need to consider wheelchair access to taxis. As they are currently constructed, taxis will take only the smallest and narrowest of wheelchairs, not the sorts of wheelchairs—especially electric wheelchairs—that some disabled people need.
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?
Mr Hayes
The work that we do will need to be conducted with the same kind of rigour and vigour that I bring to all of my work. As the hon. Gentleman knows, I like to drive my team hard in the Department for Transport, and I am always prepared to listen to the advice of Members from across the House. He has made his point very effectively.
What I did yesterday is again relevant to the amendment and our considerations, because the new factory being opened in Coventry will build the electric taxis that will populate this city and others in the coming years. It is the first brand-new car plant to be built in Britain for more than a decade, the first dedicated electric vehicle manufacturing facility in the UK and the first major Chinese investment in UK automotive manufacturing, bringing with it many new jobs. It is an exciting development that I am proud to be part of, which is why I was out of the House yesterday.
Before we adjourned on Tuesday, several hon. Members raised the issue of liquid petroleum gas. The Government are already taking a number of steps to support gaseous fuels through the renewable transport fuel obligation, the low-emission bus scheme, the low-emission freight and logistics trial and the clean bus technology fund to name a few. Projects funded via the Government’s £8 million clean vehicle technology fund include the conversion of more than 60 black cabs from diesel to LPG in, again, Birmingham. This is the neat idea that was advocated by my hon. Friend the Member for South West Bedfordshire. When complete, the project will provide valuable information about the costs and benefits of retrofitting black cabs with LPG. My hon. Friend made the powerful point that this is about what we do with the existing fleet as well as with the new cabs that are required.
More widely, my officials are currently analysing the environmental impacts of different fuels, including LPG, in different vehicles. We are grateful for the data that the industry provided to feed that work. We shall use that analysis to inform our approach to alternative fuels across Government, including in respect of future decisions about fuel duty, of course. That was mentioned, but as Members will know, any fiscal matters are beyond my scope.
Andrew Selous (South West Bedfordshire) (Con)
I should have mentioned on Tuesday that I drive an LPG car. Will the Minister say a little bit about what the Government will do in relation to the current constraints on the LPG market? We do not have any vans made with warrantee, which is a barrier to take-up at the moment, particularly for fleet purchases. There is also the issue of the fuel duty escalator, which he might want to mention to the Chancellor in the run-up to the autumn Budget, so that we can get this interim solution to help us to meet our critical air quality targets.
Mr Hayes
I will deal with those points, for the sake of interest and glamour, in reverse order. I dealt with the second matter that my hon. Friend raised—perhaps rather too briefly for his taste, but none the less definitively—in my final remarks a moment ago when I said that all such matters are beyond my ken. Of course, others—no doubt including him, with his usual assiduity—will make precisely that argument to the Chancellor as he goes about his considerations.
On the first point, however, we can perhaps do more. Warrantees in these terms are important, and I have given that some consideration. People want to know that if retrofits take place, it will not detrimentally affect their vehicle or have a deleterious effect of any kind, and that the retrofit itself will be something of which they can be sure. I take the point. I will take it away and certainly want to say more about that during the passage of the Bill, perhaps between now and Report. As ever, my hon. Friend makes a helpful contribution to our considerations. I was about to conclude, but I can see my right hon. Friend the Member for East Yorkshire eyeing me, with the possibility that he is about to add further expertise to our considerations.
Sir Greg Knight (East Yorkshire) (Con)
I am grateful to the Minister for noticing that I was giving him a rather quizzical look. He said he would say more about that matter between now and Report. Does he mean in today’s proceedings or is he envisaging some other get-together before Report?
Mr Hayes
My right hon. Friend’s urgency has coloured all he has done in his long and distinguished career in this House. If I can meet that objective, I will. I think that would be fair enough.
I ought to have said at the very outset that I committed to write all hon. Members a note following our last meeting. I have done so, in an email. I have further hard copies that could not be distributed last night, for obvious reasons. If any Committee member seeks a hard copy for their convenience, I have them available here and will happily distribute them.
With those remarks, I wish to conclude this part of our consideration. We are taking action already to increase the uptake of ultra low emission vehicles, which is an important part of our wider plans. As with new clause 3, we consider it both disproportionate and unnecessary to insert a further requirement for a strategy in primary legislation, because we are going to do what the new clause seeks in any case. I feel that the Opposition will reasonably conclude that they have encouraged, endorsed and perhaps even stimulated a new determination on the part of Government to do exactly what has been set out in this discussion.
Mr Hayes
Once again, the hon. Member for Birmingham, Northfield has made a helpful contribution. He will know that I am interested in and reasonably knowledgeable about—it does not pay to overstate one’s knowledge—the subject of skills, having been the Skills Minister, as well as the other things I have mentioned during the Committee, and I take extremely seriously the development of practical competencies and their effect.
The hon. Gentleman is right that ensuring that we have a suitably skilled workforce is important to secure the bright new automated future that we seek. That future will be both automated and electrified, not merely by my rhetoric, but by the technological changes. The skills associated with the vehicles will need to develop in parallel with those changes. The design, development and deployment of vehicles must be matched by competencies in their repair and maintenance, of which people can be sure and of which we can be proud. As he said, motorists with these new types of vehicles will clearly expect the same levels of knowledge, expertise and customer service as they expect for the vehicles that we drive now.
It is important to recognise that the technology is different at developing stages. Just as development will be incremental, the acquisition of skills needs to keep pace with the changes. Although other vehicle technologies are more mature, automated vehicles are still in their infancy—they are just starting to be tested. As the professional body for the automotive industries, the Institute of the Motor Industry is well placed to help the Government understand the challenge of ensuring that vehicle maintenance and repair are carried out in a professional and safe manner for both technicians and drivers. We have already made some progress. The institute has already developed an accredited levels 1 to 3 qualification in EV maintenance and repair. It is estimated that there are between 30 and 50 UK colleges and training providers offering these courses. City & Guilds also offers equivalent qualifications.
Richard Burden
The Minister is right about the prospect of a situation in which the only place that people can find trained and qualified technicians to work on the new generation of vehicles is in manufacturers’ dealerships, often in urban centres. That is the scenario that we could face unless we do something along the lines of the new clause. The same kind of thing is happening now: the 2,000 qualified technicians I spoke about are all in manufacturers’ dealerships. The Minister is right that we need to determine how we can spread and deepen the skills base.
My hon. Friend the Member for Wolverhampton South West has decided that if there is to be an accreditation and licensing scheme, it should have a title just as catchy as CORGI—which is no longer used; it is now called Gas Safe. He came up with “Member of the National Generic Register of Electric Vehicle Licensees”, which comes out as MONGREL. My hon. Friend has many talents, but I gently put it to him that working out the names and acronyms for accreditation for a skill set and array of qualifications in occupations that we want to promote is probably not his strong suit.
Richard Burden
The Minister should not have tempted him. He will be working hard on it.
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.
Andy McDonald
I am grateful to the Minister for his acceptance of what we are trying to achieve. In response to the comments from the right hon. Member for East Yorkshire, we live in a world of equal opportunities, so we should point out that husbands are also capable of committing adultery and could be on the receiving end of such fishing expeditions.
The Minister has committed to the consultation we have called for, is happy to put that in writing and will come back to the House. I am grateful for his approach to our proposed new clause, which I do not need to press. I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 11
Membership of European Aviation Safety Agency
“Within three months of this Bill receiving Royal Assent the Government must publish a report setting out its preferred option on the future of the UK’s membership of the European Aviation Safety Agency.”—(Richard Burden.)
This new clause requires the Government to set out its position on UK membership of the European Aviation Safety Agency after leaving the European Union.
Brought up, and read the First time.
Drew Hendry
I will try not to repeat too many of the comments made by the hon. Member for Birmingham, Northfield, but I agree with his analysis. The European Aviation Safety Agency plays a crucial role in excluding from European airspace and European airports any aircraft that originate from countries or companies that have a poor safety record. It safeguards the security and wellbeing of people across the continent. Given the importance of that role, the Government need to clarify whether the UK will retain full participation in the agency.
The open skies agreement created a number of freedoms for EU-registered airlines, which allowed them to have a base in one member state and to operate cabotage in another. As we have heard, airlines are now actively preparing to move operations. There is no guarantee at present that the UK would stay in the open skies agreement, and the outcome could have serious knock-on effects for the aviation industry in the UK, and in Scotland in particular. It is unclear at the moment what will happen when the UK leaves the EU, and the UK Government need to explain to us how things will work. Passengers and consumers, the aviation sector and the Government know that staying in the open skies agreement is right for the sector. The Government need to tell us their position, and how they will fight to ensure that we stay in.
Tourism is enormously important to the Scottish economy. In the UK aviation is vital to the economy as a whole and to business, and no more so than in tourism. In 2015, UK aviation transported 251 million passengers and contributed £1 billion a week to the UK economy. It supports 1 million jobs. There is a need to set out clear and transparent information about the future of aviation. Will the UK consider joining the European common aviation travel area, or are the Government going to go down the route of umpteen bilateral agreements? We simply do not know, and not knowing causes great uncertainty, which affects airlines’ business decisions about where they want to locate. Those are critical decisions for aviation and the people employed in the sector.
Businesses now openly say that they are having difficulty with their business plans; they are terrified that they will get no forward vision from the UK Government about how things will work in future, and that directly affects investment.
Mr Hayes
We have had an interesting debate. I might describe the contribution of the hon. Member for Birmingham, Northfield—this is, by the way, meant without hostility or even implicit criticism—as more of an exhortation, recommendation or perhaps even plea than a speech in support of a new clause. I understand why he makes it, as it is perhaps something that I might do were I in his shoes. He will, equally, understand that it is impossible for me to prejudge the negotiations that will take place.
The hon. Gentleman has put his view, and it is a measured one, mindful of the fact that planes and boats are by their nature pan-national, transnational or international, that they know no national boundaries, and that agreements developed over time have reflected that. As I have said, his case is an exhortation from a position that may well be shared by many across this continent and others.
As you probably know, Mr Gray—in your case there is no question of “probably”—I am never terribly inspired by the common conceptual preoccupations of this age. By and large I find them fairly unappealing, and so I am always a bit doubtful about certainty, having always rather preferred uncertainty. I am still holding out for an opaque, hard-to-access and exclusive world, really—largely because love is all those things, is it not?
I appreciate, however, that in some areas of life and work certainty matters, and the case that the hon. Gentleman made for it is entirely understandable. I cannot give him more than that today. To do so would be to, as I said, prejudge a negotiation that is taking place a long way above my pay grade and of which our future relationship with all aspects of the EU aviation sector is bound to be part. It would therefore not be appropriate for me to reveal our tactics in that regard.
However, I will say this—I hope it is sufficient—above and beyond what I have already said about respecting the hon. Gentleman’s position. The Government recognise the crucial economic role of the aviation sector, as demonstrated by various actions we have taken over time, not unlike actions taken by other Governments of other colours. We will seek, in this regard as in all others, the best possible outcome for the UK from those negotiations. The hon. Gentleman, and indeed other hon. Gentlemen, have made their case; they have it on the record, and I have no doubt that their contribution, like many others, will inform our thinking in those negotiations.
Richard Burden
The Minister has said, perfectly properly, that the ramifications of the new clauses go well above his pay grade and will involve negotiations in which I am sure he will play an important part, but which will involve many other Members. I accept that. It may well not be appropriate, because of those restraints and restrictions, to vote on the new clause in Committee.
However, the essential case remains that the future of our membership of the aviation partnerships that we have referred to has to be tackled, and it has to be tackled soon. The new clauses provide a mechanism through which it could be tackled. Even though I will not press the new clause to a vote, we may well wish to return to it before the Bill completes its passage. I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 14
Safe use of unmanned aerial vehicles (UAVs) in the UK
“(1) The Secretary of State must bring forward regulations on the safe use of Unmanned Aerial Vehicles (UAVs) in the UK within six months of the Bill receiving Royal Assent.
(2) The regulations may include, but are not limited to, measures which—
(a) require all new UAVs sold in the UK to have inbuilt geofencing,
(b) establish the Civil Aviation Authority, as UAV regulator, to be the official authority on approving—permitting exemption—of “restricted areas” applied to geofencing, and
(c) establish the formulation of a registration system—considering exemptions for members of model aircraft organisations.
(3) In subsection (1) an Unmanned Aerial Vehicle (UAV) refers to an aircraft without a human pilot on board with a weight of no more than 20kg without its fuel but including any articles or equipment installed in or attached to the aircraft at the commencement of its flight, and whose flight is controlled either autonomously or under the remote control of a pilot on the ground or in another vehicle.
(4) In subsection (2)(a) geofencing refers to the use of GPS or radio frequency technology to create a virtual geographic boundary, enabling software to trigger a response when a mobile device enters or leaves a particular area.”—(Richard Burden.)
This new clause instructs the Government to bring forward regulation on the safe use of UAVs in the UK, which could include: mandatory geofencing, and establishing a responsibility for the CAA as existing UAV regulator to approve restricted areas.
Brought up, and read the First time.
Mr Baker
My hon. Friend raises a very good point. Only the other day, I happened to be walking through the corridors of the House when I discovered the former Member Lembit Öpik with Starship Technologies and their small-wheeled delivery robot. If that was scaled up and people were put in it, that would be the future of motoring that we have been discussing—my right hon. Friend the Member for East Yorkshire shares my despair at that prospect.
My hon. Friend the Member for South West Bedfordshire is absolutely right. Why should we have slow, ground-based robots delivering things where people might trip over them and so on, when we could have unmanned aerial vehicles flying briskly through the air? Provided that they are safe and there are insurable risks, it is a jolly good idea that we should be able to innovate in those ways. I certainly endorse his point.
I have covered what I wished to say. I am genuinely excited about the prospects, in industry and agriculture and recreationally, that will arise from UAVs and drones. A few minutes spent by any Member on YouTube looking at what is possible with drones would cause them to share my enthusiasm. I very much hope that the Government, in considering the issues, will not over-regulate so that we lose the potential for joy and beauty that they will bring.
Mr Hayes
I spend a good deal of my life trying to take those I know and care for to the stars in all kinds of ways. Today, we have begun that journey. As I heard of dogs, I felt we should cast Pavlov in an entirely new light. It is right that we think of the changing technology in that broad-minded and far-sighted way, as illustrated in the contributions from across the Committee Room.
Drones are here and they are likely to stay. How we now cope with that is the question for parliamentarians. That is precisely why the Government have set about a consultation on these matters.
Attention was drawn to the evidence that was submitted to the Committee. The hon. Member for Birmingham, Northfield emphasised that 70 incidents of drones being flown into conflict with manned aircraft have been reported to us. The concerns of BALPA and others that we need to do more are patent, on the basis of that evidence. What we do, and how we do it, is the purpose of our consultation.
There are several proposals in the consultation, all of which are designed to help the safety of the devices. They include the possibility of a registration scheme, making drones electronically identifiable and strengthening the penalties for breaking the law. The proposal for a registration scheme for all owners and their drones weighing 250 grams and above—whether bought new, second hand or home built—would obviously go a considerable way to dealing with some of the doubts and concerns that have been raised today, without jeopardising the whole existence of drones. I know that enthusiasts such as my hon. Friend the Member for Wycombe would not want us to do that. They may have virtuous purposes—we should not assume the use of drones is entirely a matter of threat and doubt—so the framework for drone regulation needs to create a culture of accountability among drone users, aid enforcement and enable direct targeting of leisure drone users on the law and safe flying. The data set that that kind of policy will produce will also be used to inform the policymakers of the future and to assess risk as the technology develops and changes. As I have said, safety is of paramount importance—I know that is a concern of the whole Committee.
I am unsurprised that the new clause has been tabled, given the character of the Bill and the importance of this problem—or rather the importance of this issue, if I might put it with that prejudice. There will be problems unless we get the regulation of drones right; that is clear from what has been reported to us in evidence.
When the consultation is completed and the Government produce their response this summer, we will have a chance to consider what further steps, including legislative steps, might need to be taken. To anticipate that outcome would not be appropriate at this stage. I hope Committee members will bear with us: there is a determination to take the necessary steps and ensure an understanding of both the opportunities and risks posed by drones.
To that end, it may well be that the matter can be raised again while the Bill is enjoying its passage through Parliament. I have to be frank and say that Members of the other House have expressed a number of the same thoughts, arguments and doubts expressed here today. When the consultation response has been produced, there will be further opportunity to take this matter on in the way that several have recommended. I think I had better stop there.
Richard Burden
The hon. Member for Wycombe rightly cautioned us to be wary of over-regulation. What is needed is appropriate regulation to ensure both safety and the right regulatory framework to promote and liberate the kind of innovation that drones offer. He was right to give that warning, but I do not think the new clause would have over-regulated; rather, it would have regulated appropriately.
I am grateful for the Minister’s response and I thank him for the very helpful briefing that his officials gave us about the work done on drones so far. There is useful work going on, but I would express a bit of frustration about the timescale. We have been asking for action on this for a considerable time.
The Government launched a good consultation, with a comprehensive consultation document that asked some pertinent questions, but everybody expected this to be an area that the Bill would cover. Frankly, the timing of the consultation and the Bill were matters entirely in the control of Government. Through the fault of no one other than Government, those two things are now out of sync. We cannot put anything in the Bill because the consultation has not finished, but by the time the consultation has finished and its recommendations come out, we will have missed the opportunity to do anything about it in the Bill, if that were felt appropriate.
Richard Burden
I am grateful to the Minister. My wording was sloppy. I am aware that the consultation has finished, but we do not yet have the response to the consultation and its conclusions. Those are the kinds of things we should have had to inform our deliberations on the Bill. We are facing a delay.
I take in good faith the Minister’s assurance that the recommendations that the Government will make in response to the consultation will come forward with as much dispatch as possible. I would simply say that we did not need to be here with that dislocation in the timetable. We are where we are, and on that basis I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
New Clause 16
Review of Part 1
“(1) By September 2019, the Secretary of State must lay a report before Parliament assessing the effectiveness of the system for defining and insuring automated vehicles introduced by Part 1 of this Act.
(2) The report must consider—
(a) the impact on the insurance industry,
(b) the impact on the cost of insurance premiums for automated vehicles,
(c) the impact on the uptake of automated vehicles, and
(d) the levels of disagreement between manufacturers and insurers on liability.”—(Andy McDonald.)
This new clause would require the Government to lay a report before Parliament assessing the effectiveness and impact of the system introduced in Part 1.
Brought up, and read the First time.
Richard Burden
I beg to move, That the clause be read a Second time.
We are back to automated vehicles again. In our previous sitting, the Minister absolutely understood and articulated the theme of our amendments and new clauses to part 1, which is that there has to be adequate consultation, scrutiny and willingness to review. The Minister has said on several occasions that he is prepared to have all those things, which we welcome. That is why the new clause makes sense. It is about the third of those objectives: a review. It asks for a report to look at the Bill’s
“impact on the insurance industry…impact on the cost of insurance premiums for automated vehicles…impact on the uptake of automated vehicles, and…the levels of disagreement between manufacturers and insurers on liability.”
Those are all things that we have talked about. In our first sitting we spent a good deal of time exploring those issues, and we were aware that we did not yet have all the answers. The Opposition have therefore asked for consultation before measures are introduced, which the Minister has agreed to.
We are giving the Bill as much scrutiny now as we possibly can, but even after it is passed we still will not have all the answers. We still will not know the impact on the insurance industry, precisely what will happen to premiums, or whether the Bill’s provisions for sorting out the insurance market in the way that it needs to be sorted out will be adequate to give people the confidence to buy automated vehicles. That is all the new clause says: be prepared to look at the Bill again after a reasonable period to see whether it is working. If it is, great—we can all pat ourselves on the back—but if it needs to be changed in some way, the new clause would give us the opportunity. I hope that the Minister will feel able to accept the new clause, not only because of the Opposition’s arguments, but because of his own acknowledgment of the need for review, following consultation and scrutiny.
Mr Hayes
Understandably, the hon. Gentleman calls once again for the approach that he has recommended throughout our deliberations; it is a measured and cautious approach that takes account of the dynamism of the changes we have discussed, and that recommends that the Government be mindful of that dynamism and repeatedly—one might say continually—reconsider what steps must be taken.
As the hon. Gentleman kindly said, I have previously mentioned our agile, step-by-step approach to regulatory reform in response to automated vehicles. Where the evidence base for change exists, we will act to safely remove barriers to use, so that the public and business can benefit from the technology. Each of those steps, taken through primary and secondary legislation or guidance, will be subject to a process of scrutiny and ongoing review, and they will be preceded by the kind of consultation that we have enjoyed and continue to enjoy in anticipation of the Bill, for example in relation to drones.
I entirely identify with the purpose of the new clause. It is critical that we—not only the Government, but Parliament—recognise that in this rapidly changing area, which has widespread public interest, we need to move forward on the basis of the measured approach that the hon. Gentleman recommends.
I have a long list of things that I have committed to do. I could read it out, Mr Gray, but I fear that it might tire you, delay the Committee unduly and do nothing to further persuade the hon. Gentleman that I share his opinion about these matters. However, having asked my team to produce it, it would seem harsh if we did not turn it into a piece of written work in a form suitable to be sent to the Committee.
We spoke about the development of standards in respect of skills in these developing technologies. We spoke about the regulatory regime and the need to adapt it in respect of automated vehicles. The continuing evaluation of fitness for purpose, for example of the insurance products that are the inevitable consequence of the catalyst provided by the Bill, we will need to consider in the round. The roll-out of electric vehicle infrastructure is something that we need to look at afresh as technology changes. That ongoing process of engagement and review is absolutely necessary. I wholly and entirely commit the Government to it in the areas of legislation and regulation associated with the Bill. In doing so, I hope that the hon. Gentleman, in eager and excited anticipation of my letter setting that out in detail, will see fit to withdraw the new clause.
Richard Burden
I am grateful for that response. Who could ask for more than a commitment that is whole and entire? The Minister has said, with regard to the purpose of the proposed new clause, that he will write in suitable form to the Committee to set out the Government’s commitment to meet those objectives.
Without in any way undermining our welcome of that commitment, I still do not see why there is reluctance to put the matter in the Bill. I detect that the Committee is drawing to its denouement, and no one will applaud me for delaying that unnecessarily. However, this is a matter that may need to be referred to before the Bill completes its passage. Although I absolutely accept the Minister’s assurances, I am not still convinced why this should not be in the Bill. For now, I beg to ask leave to withdraw the motion.
Clause, by leave, withdrawn.
Bill to be reported, without amendment.
Mr Hayes
On a point of order, Mr Gray. As we conclude our work on the Bill, I would personally like to thank you and your fellow Chairman, the Committee Clerks, all those who have informed us, kept us secure, delivered messages to us and recorded our words for posterity in the Official Report, for their work and service.
I also wish to thank all the members of the Committee. Committees vary in their tone and character, but I think that this Committee has been what I would describe as a gilravage. For those not familiar with that word, gilravage is a merry meeting with noise, but without injury to anyone. That is precisely what we have had: a gilravage.
Governments sometimes like to pretend that they have all the answers. All but those who are blinded by self-aggrandisement know that no Government have all the answers because no Government know all the questions. This Committee on this subject has allowed us to be reminded of that fact, as we have improved our ideas, thoughts and the condition of the Bill, through really good debate.
I must end with a quote. I think that I have done Burke and Chesterton to death during the course of my consideration of the amendments and my responses to them, so I have picked something inspired by my right hon. Friend the Member for East Yorkshire, who I know is a great admirer of this late gentleman: it is Ronald Reagan. That will not cause celebration in all parts of the Committee. None the less, hon. Members will perhaps remember one of Reagan’s most famous quotes:
“With our eyes fixed on the future, but recognising the realities of today, we will achieve our destiny to be as a shining city on a hill for all mankind to see.”
The Vehicle Technology and Aviation Bill will certainly be the UK’s opportunity to pave the way towards a world-leading future. Looking to that future, but mindful of the realities of the day, it will place this country at the forefront of this technology, so to shine not just in our cities, but across our kingdom.
Andy McDonald
Further to that point of order, Mr Gray. I will not detain the Committee for any length of time. I will simply record my thanks to you and to Ms Ryan for your expert chairing of our proceedings. I would also like to thank the Clerks, the Doorkeepers and, in particular, the police officers. I was greeted this morning with a polite and gentle request to put my badge on. I thought, “My goodness, here we are coming into this place to conduct what we call the ordinary business of our parliamentary democracy.” It is far from ordinary; it is precious. The line-by-line scrutiny of this Bill has been a living example of why we hold this so dear. With that, Mr Gray, I thank you again. I will not provide a quotation with the eloquence of my right honourable friend the Minister. I will perhaps quote Paul McCartney and say that this has been “a long and winding road” and we are at the end of this particular one.