Monday 23rd October 2017
(6 years, 6 months ago)
Commons ChamberAutomated and Electric Vehicles Act 2018 View all Automated and Electric Vehicles Act 2018 Debates Read Hansard Text
21:40 - The House divided: - Ayes: 285 / Noes: 130 - Question accordingly agreed to.
The Minister for Transport Legislation and Maritime (Mr John Hayes)
I beg to move, That the Bill be now read a Second time.
As you might imagine, Mr Speaker, I had for a moment thought that these crowds were for me. Now that I know that is not the case, I will be measured in what I say and hope that the crowd will re-emerge as a result of the strength of the argument that I will make on behalf of this Government and this important Bill.
In living memory, working-class lives have changed dramatically. The health and wellbeing now enjoyed routinely by working people is of a kind beyond the expectations—indeed, perhaps beyond the dreams—of my grandparents, who lived, alongside most of the people around them, with the daily grind of need. The chance to travel easily has been an important part of the altered lives of millions. My father bought his first car when I was a baby and he was 42 years of age. It transformed my family’s experiences. Suddenly new places could be explored, new opportunities realised and new adventures imagined. Until then, a bicycle was his way of getting to and from work, train travel a rarity and aircraft—except in wartime—entirely unknown. My family, like so many others, owed so much to motor cars. They brought challenge, chances and change to millions. Yet cars themselves have changed little.
Cars—the foundation of our transport system for the last hundred years—still have a lot in common with the first Model T that rolled off the production line in 1908: the same mass production methods; the same front-mounted internal combustion engine; and the same adaptable chassis to support a wide range of body styles. Now we are going to see significant changes. Over the next decades, cars will change more than they have for lifetimes. In those changes, it is vital that we consider the scale of the opportunities that now present themselves, how those opportunities may be shaped and, indeed, how they will need to be constrained.
There will be change to the way in which we power and fuel our cars, and even to the way in which we pay for motoring. This is happening not just in the United Kingdom, but around the world. But, just as Henry Ford proved a century ago, there are huge chances for innovators who are able to realise the revolutionary potential of new automotive technologies. Exports of low emission vehicles are already worth £2.5 billion to our economy, and it is estimated that the market for autonomous vehicles could be worth £28 billion by 2035. Ford himself said:
“Before everything else, getting ready is the secret of success.”
That is what this Bill is about. As I shall explain in this sermocination, the chances are profound. The Bill is salient.
These matters are not, by the way, partisan—they are not party political; they are things that, frankly, any responsible Government would look at and take action upon. Indeed, I expect the whole House to take a considered and measured interest in these affairs.
I am going to speak a little about the Whig view of history, Madam Deputy Speaker, as you might have expected. The Whig view of history, with its addiction to progress, is a deceit. The Marxist notion of a predetermined course of history is a fallacy. Not all change is beneficial; indeed, it can be the opposite. But change can be virtuous when it is shaped, harmonised and, yes, as I said, sometimes constrained. Enterprise and the market provide immense opportunity through the innovative, imaginative creativity they breed. But Government must be a force for good. Government must be prepared to step forward to make sure the market acts for the common good.
Sir Greg Knight (East Yorkshire) (Con)
I refer to my declaration in the Register of Members’ Financial Interests. Some academics are saying that when automated vehicles become commonplace, the Government will seek to ban people from driving cars themselves or will, at the very least, introduce a policy that severely restricts motorists. Will my right hon. Friend confirm that that is not Government policy today and that he has no intention of making it Government policy in the future?
Mr Hayes
It is certainly not Government policy. It would be intolerable to imagine a future where people were banned from using, for example, classic cars. I know that my right hon. Friend is very experienced and, indeed, knowledgeable—one might even go as far as to say expert—in such matters, and he will know that the vintage and classic cars owned by many people, including him in considerable number—
Mr Hayes
Well, I was not going to add that, but, yes—in rather less number. Those cars add a vivid aspect to motoring—an elegance and style we would not wish to see lost in any move towards this change in technology. But, for most people, their daily experience will not be to drive an Allard, a Jensen or any other of the cars my right hon. Friend and I revere; it will be to drive a car to get to the places in which they work, to access educational opportunities and to get to the places where they buy the goods they need to service their wellbeing; it will be to use a car for recreational purposes, in the way my father did for his family all that time in the past, as I described a moment ago.
The change that we are now experiencing, and that we will experience to a greater degree in the coming years, is not a threat and not something to doubt or fear, but an opportunity. It is an opportunity for Britain from the perspective of the technology we will develop and export. It is an opportunity to give access to cars to those who have never had them—the profoundly disabled, the elderly, the infirm, and the partially sighted and the blind. They have not been able to drive, and they have relied on others to drive them, but they will suddenly have the opportunity of car ownership, which has been denied them for so long by the nature of their disability or their need. That is the sort of future I envisage.
Daniel Zeichner (Cambridge) (Lab)
The Minister is making a characteristically wide-ranging speech, and he touches on important points, but the Bill is remarkably thin. It does not deal with many of these points. There are so many other issues—the social issues and the skills issues. When will the Government bring forward a Bill that actually deals with the issues the Minister is referring to?
Mr Hayes
The hon. Gentleman knows that I am, one might say, preoccupied by the subject of skills because I understand the relationship between skills and social justice. One might even say that I have been characterised by my determination to ensure that people get chances to acquire the skills necessary not only for our economy but for them to fulfil their potential. There will, of course, be all kinds of new skills associated with this technology, but I am not sure it is the time at the moment to dictate what they might look like. The job that the Government are doing is to legislate sufficiently so that change, innovation, and research and development are not inhibited, but not to the point where we dictate, or try to dictate, what the future might look like in this regard.
Sir Oliver Heald (North East Hertfordshire) (Con)
Does my right hon. Friend agree that it is important that the message should not be that an electric car or an automated vehicle is an unpleasant driving experience, and that the only kind of car that is worth driving is a classic car? The modern car is a joy to drive. I hope that will remain the case and that he is not going to stop us doing it.
Mr Hayes
Yes, that is true. Electric cars can be a different but altogether just as enjoyable an experience. I have had the opportunity of test driving an electric car. As a Minister, I have travelled very frequently in an electric car driven not by me but by the driver from the Government car service. Only in the past few days, I have had the chance to drive in one of the new electric taxis. To experience that is to see a different kind of future and to enjoy a different kind of driving experience. I do not think it is worse. It is certainly different, but better in all kinds of ways, as I shall explain.
Clive Efford (Eltham) (Lab)
Is the Minister going to set out the scope of the intelligence and decision making of the vehicles that he is describing? For instance, some automated vehicles are capable, in the event of an accident, of assessing the situation and deciding which course of events is likely to cause the least amount of injury. To what degree does the Bill cover the decision-making process of those vehicles?
Mr Hayes
The hon. Gentleman, with his usual assiduity, introduces into our debate the really important aspect of how autonomous vehicles develop over time. This morning, I was fortunate enough to be looking at autonomous vehicles and having a discussion with some of those engaged in the research and development that I described a moment ago. We considered the programming of an autonomous vehicle, for this is, in essence, a combination of developing the sophisticated software that helps to drive the car and the technological development associated with the running of the vehicle. In testing that software, a judgment needs to be made: how much do we want the autonomous vehicle to emulate what a human being would do if they were at the wheel, and how far do we want it to improve on what a human being would do? As the hon. Gentleman implies, many car accidents—in fact, the insurers tell us that it is 95% of car accidents—are in some way due to human error. If we could, let us imagine for a moment, eliminate that error, or at least reduce it very considerably, we would, as he suggests, completely change the profile of driving, reducing the number of accidents and making our roads safer. That is a big opportunity, and not one to be sniffed at.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
With regard to the huge advances in automated and electric vehicles, does the Minister agree that the technology industry has made an immense contribution, especially within my own constituency, where it is particularly preponderant, and that we need to provide further support for the technology industry to continue with these advances?
Mr Hayes
Yes, and we are doing that. We are providing support and we will continue to do so. I will elaborate on that in the course of my remarks. The hon. Gentleman is right that this has to be a collaboration. It is a collaboration between industry, academia and government, including local authorities. As I said, this morning I was with the London Borough of Greenwich, speaking about its role in these developments. It really is important that we see this work as salient, as I described it, but also capable of making a huge beneficial difference in the national interest and for the common good.
Mims Davies
My right hon. Friend eloquently makes the point that we have the chance to be a world leader in transport technology. Can we use the Bill to reflect the possible effects of new technology and innovation on engine noise? We are often distracted by our smartphones, and we expect engines to make a noise and give us a clue that vehicles are there. For the sake of safety, can we make sure that we get this innovation right?
Mr Hayes
Part of the research effort concerns societal change and persuading people that the technology is right, good and efficacious. To do that, we have to be completely certain about safety. My hon. Friend is absolutely right that until people can be certain that the technology is safe and secure, they are less likely to embrace it as we hope they will.
Richard Burden (Birmingham, Northfield) (Lab)
May I preface this intervention by declaring an interest as a fellow of the Institute of the Motor Industry? The Minister knows that when the previous incarnation of this Bill was before the House, the Opposition tabled an amendment, on the question of skills, to require the introduction of a certification and licensing scheme for technicians working on these advanced vehicles. That was particularly important given that a survey of independent garages showed that about 80% of them do not have the skilled technicians that they need to work on these vehicles. At that time, the Minister said:
“My hope is that we can make progress on this matter during the course of the Bill’s passage to respond to some of the points raised today.”––[Official Report, Vehicle Technology and Aviation Public Bill Committee, 23 March 2017; c. 10.]
That Bill fell with the general election. Has the Minister made any progress on the matter, and can we expect the introduction of something to deal with it during proceedings on this Bill?
Mr Hayes
I am not unsympathetic to that argument. The hon. Gentleman is right that the development of the necessary skills to service this new technology will be critical to its acceptance, rather as the absolute assurance of safety will. I expect the new skill set to develop, and I think that the industry will want that to happen.
I spoke briefly about the balance between what the market will provide and what Government need to do to frame and shape market provision, and this is a good example. We hope to see the development of apprenticeship programmes that are sufficient to cope with the demands that the hon. Gentleman set out, and we want the Government to work with the further and higher education sectors accordingly. We want to ensure that the work being done on emerging technology by most of the big motor manufacturers—as he knows, there is hardly a motor manufacturer that is not investing in research and development in this field—is tied to a proper consideration of the development of enough people with the skills to support it.
I think the hon. Gentleman is right, and I look forward to further debate about the matter. I am not unpersuaded of the idea that Government should play their part. The Bill as it was presented to the House does not contain measures to that effect, but our scrutiny may well give us the opportunity to consider further the points that the hon. Gentleman has made. I cannot believe that the Opposition have not read their Hansard, and that they will not return to the argument that they made in relation to the previous Bill—not that I am, for a moment, accusing them of being repetitious.
Alan Brown (Kilmarnock and Loudoun) (SNP)
The Minister has used the words “common good”, “national interest” and “safety”. Another thing in the Vehicle Technology and Aviation Bill was laser pen offences. The Minister heard from pilots about how dangerous such incidents are, so can he explain why those measures have been dropped from the Bill and tell us when he will introduce legislation on the matter?
Mr Hayes
Looking around the Chamber, I see, in all parts of it, Members with a laser-like approach to addressing legislation. It will not, therefore, have escaped anybody’s notice that this Bill is a rather cut-down version of the one that we considered earlier in the year, which enjoyed a Second Reading and a Bill Committee. We chose to focus on the core elements of that Bill, namely the provisions that deal with autonomous vehicles and electric vehicles.
The hon. Gentleman is right to say that there is a proper concern about the use of lasers. That is something that we have discussed previously. Indeed, I have discussed it with shadow Ministers, and I am determined to do more. We are, by the way, also determined to do more in respect of drones, which may fly above our heads during our consideration in this Chamber, at least in a metaphorical sense—or rather, I hope, only in a metaphorical sense. We are determined to deal with those issues, and we will talk about them in more detail over the coming weeks and months.
Several hon. Members rose—
Stephen Hammond (Wimbledon) (Con)
I thank my right hon. Friend for giving way. One area in which drones and automatic vehicles will make a huge difference is the logistics industry. All too often, Government frameworks lag technology, but my right hon. Friend’s reputation for forethought will be enhanced by the Bill, which establishes a framework that will give the industry some certainty regarding innovation. We cannot and should not make predictions about the industry, but we should give it certainty regarding the innovation that it wants.
Stephen Metcalfe (South Basildon and East Thurrock) (Con)
My right hon. Friend is right to put safety at the heart of his speech. Even with autonomous vehicles there will, unfortunately, still be the occasional accident, but one advantage is that if the circumstances of such accidents are known, they will be shared across the entire network. We will not all have to learn individually from our mistakes; we will be able to learn collectively, and that will be of benefit. However, when a decision is made by an autonomous vehicle, there must be a way to challenge it. As part of the Bill, it might be very useful to put some transparency into the algorithm process.
Mr Hayes
The aim of the Bill is to create the greater certainty that is, as several Members have said, necessary for further developments. As I will explain in a moment, when I get to the main thrust of my contribution, we focused mainly on insurance. That is because we were told by the insurance industry that it was essential to establish absolute clarity about the framework for the development of a series of insurance products. The Bill sets out that framework. Those who recall the previous discussions on the matter, and who have studied the record, will know that the insurance industry has widely welcomed our endeavours in that respect. I have the Hansard here, but I would tire the House unduly if I merely read out that which Members already know. In essence, the Bill creates greater certainty about the development of insurance products, to put at rest any doubts that might have prevailed.
Jonathan Edwards (Carmarthen East and Dinefwr) (PC)
What discussions has the Minister had with the insurance industry about the likely cost of premiums? If one of the main benefits of automated vehicles is increased safety, does he expect premiums to fall?
Mr Hayes
We explored that a bit with the industry in the witness sessions on the previous Bill. As Members know, we introduced the Bill and we gave it a Second Reading and a Committee stage—a very good one, actually—as part of which we took evidence from the insurance industry. The Bill that we are considering is very similar to the previous one, which, as a result of the general election, did not proceed.
My guess is that initially, as the marketplace develops and new products emerge, prices will be much as they are now; but that as the record becomes established and insurers’ calculations about the likelihood of claims are affected by the greater safety provided by autonomous vehicles, prices may well fall. That is, in the end, a matter for insurers. It is not something that the Government can stipulate, dictate or even, with any certainty, predict. Following on from the intervention by the hon. Member for Eltham (Clive Efford), it seems to me that if the safety of autonomous vehicles means fewer accidents, insurers will find that out. As they do so, the ability to insure a vehicle will grow and the price of doing so will fall. That is, as I say, a matter for the future and not for now.
Mrs Cheryl Gillan (Chesham and Amersham) (Con)
It is very apposite that we are discussing this Bill on the day that the T charge—the toxicity charge—has come in for London, which will take the cost of coming into London to over £20 for people driving cars of a certain age. However, it also brings to mind the fact that there are already incentives on the statute book to encourage people to buy electric cars. As the Minister is in such an expansive mood, will he tell us what representations he has made to the Treasury about offering even greater incentives so that we can ensure the take-up of electric vehicles is even more rapid?
Mr Hayes
In the end, these are of course matters for the Mayor, and the Mayor must come to his own judgment. My own view is that it should be called the K charge, for the Khan charge, or perhaps the M charge, for the Mayor’s charge, so that people know exactly why it is being levied. Frankly, I have some doubts about the effect it may have on less well-off drivers and families. I take the view that we need to strike a balance between, on the one hand, being ambitious in respect of clean air—we have set out our plans, which I was involved in drawing up—and, on the other hand, disadvantaging many people who own older diesel or perhaps petrol vehicles, who will be affected by the charge. It is not progressive, after all, to say that everyone, regardless of their circumstances and regardless of who they are, what they are doing and where they are working, should pay the charge. I have some doubts about it, but in the end it is a matter for the Mayor, and he will be answerable for his own K charge.
Let me move on to the substance of what we are trying to do. In practice, we have long since moved beyond the question of whether road transport will be electrified. It is now irrefragable that that will occur. The question now is when—not whether—and at what pace. For many manufacturers in the UK, the answer to that question is, frankly, now. For Nissan, it means the second generation of its best-selling Leaf, capable of about 200 emission-free miles between charges, which is being built in Sunderland. For BMW, it means the introduction of an all-electric version of the Mini to be built in Oxford from 2019. For Jaguar Land Rover, it means the introduction of the world’s first electric premium sport utility vehicle, the I-Pace, coming next year, with every single Jaguar Land Rover vehicle being electrified from 2020. Just those examples alone show that British-made electric vehicles are increasingly competitive around the world, but if we are to keep that leading edge into the next decade, we need the UK’s charging infrastructure to keep improving.
Helen Goodman (Bishop Auckland) (Lab)
I bought a Nissan Leaf last month, and I was very struck by the fact that for people to have their own charging point, they need off-street parking, which is obviously not possible for anyone who has a flat or a terraced house. Will Ministers please consider changing the planning rules to require charging points on new roads in all new housing developments, as well as at railway stations and in all publicly owned car parks, as in France?
Mr Hayes
It is my habit to be influenced by Members of the House during the course of debates. That may sound unconventional, but I actually take Members’ contributions in debates such as this extremely seriously, and I think that that is a very good point. I am happy to have discussions about that with my colleagues in the Department for Communities and Local Government. There are issues about the inconsistent provision of on-street charging. That is partly due to planning, and partly due to the fact that some local authorities are more willing than others to install charging points. It is a discretionary matter for planners at the moment, but it does seem to me to be entirely appropriate to consider some of the things that the hon. Lady has suggested, so I am more than happy to have such discussions.
John Woodcock (Barrow and Furness) (Lab/Co-op)
While the Minister is in an open frame of mind, will he look not simply at the lack of on-street provision, but at the unreliability of the network at the moment? If he has regularly driven in an electric car, he may well, like so many of us, have had the experience of coming into a motorway service station and finding that the charger is not working and that there is no 24-hour help, which for people whose battery is down to zero is a very significant problem. He may also have had experience of the fact that there are myriad different companies and that many of the providers’ systems are not interoperable and do not allow access when people arrive at a service station. A Government who are going to frame such a market could easily intervene and improve this situation.
Mr Hayes
I do not know whether the hon. Gentleman has had early sight of my speech—if he did, he is even more remarkable than I regarded him previously—but I was about to come on to the principal reasons people cite for not buying electric cars. The first is the up-front cost, which will of course come down as volumes grow. As he will know, the Government already contribute considerable amounts of money—again, I will speak a bit more about that later—to offsetting some of that cost. The second is battery reliability, and people’s doubts about the technology that is driving electric vehicles. The third is the charging infrastructure, as he described, which is precisely why the Bill addresses that point. It is vital to put in place a charging infrastructure that is widely available and consistent, and that works. He described the circumstance in which someone who might otherwise have bought an electric vehicle is put off from doing so because they are not confident that the infrastructure is as good as it should be, and that is precisely why the Government are addressing this matter in the Bill. We have the chance to debate it tonight and beyond tonight during the Bill’s consideration.
Stephen Metcalfe
While the Minister is talking about the Government’s commitment to this area, will he remind the House about the £246 million they are investing in battery research through the Faraday challenge? That is a serious investment towards solving some of the challenges, and it should reassure people that we are serious about this matter.
Mr Hayes
Yes. I will not amplify that extremely well-made point except to say that my hon. Friend is right that each of the three objections cited are likely to be dealt with, in one way or another, over time. Some will be dealt with by the industry concerned, some will be dealt with by changing market circumstances and some will be dealt with by the sagacious and pertinent behaviour of the Government. It is with both sagacity and pertinence that I will now continue my short—some may say, all too short—introduction to the Bill. Some may not actually say that, but I prefer to side with those who do, so let me continue.
We certainly need to improve the UK’s charging infrastructure to ensure that we remain at the forefront of these developments into the future. Hon. Members will know that, as we have begun to debate tonight, the Government have set the goal that nearly all cars and vans should be emission-free at the tailpipe by 2050. That means less pollution and more clean air. I am disappointed that the hon. Member for Brighton, Pavilion (Caroline Lucas) is not in the Chamber because I was going to say that this is not about a preoccupation with some high-flown theory about what the climate may look like in hundreds of years’ time. It is about having clean air now—the air our children are breathing in cities—and the particular material that affects human health day in, day out. That is why it is imperative we take action, and we are determined to do so. I am not prepared to have my sons, who are in the Gallery tonight, breathing air that is less clean than it ought to be. I want the same for them as I want for every other young person: to live in a cleaner world with fresher air, which is better for their health and their futures.
Geraint Davies (Swansea West) (Lab/Co-op)
I welcome the Minister’s words. On the priorities for the charging infrastructure, will he confirm that the focus is on shopping centres and other places where people naturally leave their cars for a considerable time, not just petrol stations and places where they want to nip in and out? If there is a limited resource, it is obviously in the interests of the oil companies to have all the chargers at petrol stations to put people off, but we need them to be where people go shopping and stop at motorway services, and that should be the top priority.
Mr Hayes
That is a well-made point and one that we explored when we considered these matters previously. It is very important that the charging infrastructure is spread. There is a risk, which has been highlighted by Members from all parties, including the SNP Members who served on the last Bill Committee, that charging infrastructure becomes focused on major routes and in urban and suburban areas, and that smaller roads and rural parts of our kingdom are under-provided. That is not acceptable and we will look at ways of addressing it.
The Bill is born of a determination to increase the number of charging points. It does, as the hon. Member for Swansea West (Geraint Davies) suggests, talk of major retailers at the moment, but I am prepared to look at other ideas for how we can seed more charging points more widely. I have no doubt that we will explore that during the passage of the Bill.
Mr Hayes
I will not give way, because I want to make a little progress. I will then give way more liberally—although I hate to use that word, except as a pejorative—as time goes on.
We are not alone in recognising the benefits of electric vehicles. Many major car-producing countries are looking beyond conventional petrol and diesel technology. That is why we want to accelerate the transition and bring the benefits of electric vehicles to drivers, the public and our environment as soon as we can. We are giving financial help to motorists who choose cleaner vehicles through grants and the tax system, as I mentioned, and supporting local authorities to provide incentives such as free parking and congestion charge exemptions. Through the Bill, we want to make it easier and more convenient to recharge electric vehicles.
The Government have already aided the development of a network of about 11,500 public charge points in the UK and significant funding is in place to develop many more. However, in the years ahead, we want electric cars, be they hydrogen fuel cell technology or battery powered, to break into the mass market. The Bill therefore includes several new powers to help to make that a reality. Those powers will establish common technical standards and greater interoperability; increase the amount of consumer information on the location and availability of charge points; and accelerate the roll-out of electric vehicle infrastructure at key locations such as motorway service areas and large fuel stations. However, we will look at other measures, because it is important to ensure that charge points do not become concentrated in the way that the hon. Member for Swansea West and others have described.
There is already a rapid charger at nearly all motorway service areas, but I am mindful of what the hon. Member for Barrow and Furness (John Woodcock) said about making sure that they are working efficiently. We will consider that as a result of his contribution.
Wendy Morton (Aldridge-Brownhills) (Con)
Will my right hon. Friend give way?
Wendy Morton
I am grateful to the Minister, because I understand that he is trying to make progress. When he looks at the network of chargers at motorway service stations, will he consider the availability of not only the different types of connector, but the different providers, such as Polar and Ecotricity?
Mr Hayes
That is a very good point. I mentioned interoperability a few seconds ago. There is a tendency with new technology for a series of parallel systems to develop. We know that from the development, following the invention of the microchip, of the information technology industry, of which I was a part. It is very important indeed to have greater interoperability and standardisation over time, and certainly for charge points to have a similar look and feel. At the moment, we are not quite in that place, but we can be and I think we need to be. [Interruption.] I can see the shadow Secretary of State for Transport smiling. He thinks that I am going to talk about the Hayes hook-ups. I read his mind—we must know each other too well. I will come to that point shortly.
Mrs Gillan
While my right hon. Friend is looking at the infrastructure for charging electric vehicles, which is obviously one of the most important matters, will he bear in mind the rural areas of our country, because their access to the grid will be limited and that will be exacerbated by a rapid roll-out of electric cars? Will he consider encouraging solar car ports and canopies to help to address those rural grid issues while he is looking at charging points for motorway service stations, coffee shops, retail outlets and so on? I think that that is a significant issue because the rural community is always being left behind and it could be ahead of the curve if he incentivises solar car ports and canopies.
Mr Hayes
My right hon. Friend makes a bold case on behalf of rural places. Given that I represent Holbeach Marsh, Gedney Drove End, Sutton St James, Tydd St Mary and many other glorious places that can only be described as essentially rural—in fact I represent one of the most rural constituencies in the country—she would hardly expect me to neglect the interests of those who live there. We will do our utmost to ensure that they are not disadvantaged by any of the changes that are part of the Bill or any of the things tangential to it.
As I said, the Bill contains several new powers to seed more charge points across our kingdom. I have talked about common technical standards, but we must go further. There are already charging points at virtually all motorway service areas. Just last week, Shell chose the UK as the first market in which to roll out its forecourt rapid chargers, the first 10 of which will be operational by the end of the year. We may not have to use the powers in the Bill if industry progress continues at this pace.
Vicky Ford (Chelmsford) (Con)
I want to raise the issue of technical standards. My constituency has a small business that is very successfully retrofitting delivery vans with battery power when their old diesel engine has reached the end of its life. Can we look at standards for retrofitted vehicles?
Mr Hayes
Retrofitting is an important way in which we can improve the existing fleet of vehicles. As my hon. Friend will know, some of the money that is being invested in low emission vehicles is going towards changing the existing fleet, so she is right about that.
I thought of Disraeli as my hon. Friend rose, as I am sure did she. Disraeli said:
“Man is not the creature of circumstances. Circumstances are the creatures of men. We are free agents, and man is more powerful than matter.”
What we do in the future about these things is in our hands. It is in the hands of Governments and Parliament. We can create the kind of future we want and, in embracing this technology, ensure that it is harnessed to best effect. As I have said, not all technological change is implicitly virtuous, so people must not assume that all technological development is, by its nature, efficacious. It has no intrinsic moral aspect. It is for us to decide how the best outcome can be achieved through the kind of technological changes we are considering tonight. That will be done across the House, I know, by people of good will.
We need also to think about what workplaces can do. I want to help workplaces to provide charging facilities for fleets and employees’ cars. I want to ensure that vehicle charging is flexible to meet the demands of the grid and avoid extreme peaks in demand. It is in everyone’s interest to make the running of an electric vehicle as easy as possible and to get more of them on our roads as quickly as possible. In that vein, the Government will be—
Mr Hayes
I just want to make this point, because I am building up to an exciting part of my speech. That may not have been evident, but it will be in a moment.
In that vein, the Department will be seeking the views of the public on the design of the charging infrastructure. I promised previously a public consultation—indeed, a competition—to develop a charging infrastructure that is instantly recognisable. It seems to me absolutely right that when one drives down a street, one should be able to spot an electric charging point rather as one can spot a pillar box or Belisha beacon. It would be appropriate—although I leave this for others to decide—if my name were associated with such a thing. The shadow Secretary of State has suggested it should and I will take that as a proposal, but it is for the House to consider whether it agrees with that proposal and to make a decision on the exact nature of the name. Something alliterative and memorable might suit.
We certainly need to think about consistency with regard to charging points. People need to know where they are. We have electric vehicle charging points outside the Department for Transport, but I am not sure that anyone could spot them driving down Horseferry Road unless they knew that they were there and were familiar with what an electric charging point looked like. They do not stand out and perhaps they should.
Kit Malthouse (North West Hampshire) (Con)
My right hon. Friend might remember that at this point in his speech the last time the Bill appeared in the House, I pointed out to him that there were only two charging points in the House of Commons car park for those of us who have electric cars. He undertook to rectify that situation. After his speech, I met someone from the House authorities who said that the points were coming, but they are still not there. I wonder if my right hon. Friend is willing to give them a further kick to ensure that all of us—there are quite a lot of us now who have electric cars—can charge our cars in the car park.
Mr Hayes
I did not want to rush ahead and not give my hon. Friend the chance, on the Floor of the House, to make that point. Now that he has had that opportunity, I think we can proceed with alacrity. It does seem to me to be important that we lead by example. It behoves the House to put in place the necessary infrastructure in the way he describes. He has, not for the first time, done the House a great service in raising the matter in the way that he has.
Sir Greg Knight
I am grateful to the Minister for giving way before he reaches the end of his preliminary remarks. [Laughter.] Has he had any further thoughts on the data log of automated vehicles, how long such information should be kept and who should have access to it? We all expect insurance companies and the police—even if there is no accident, the vehicle might be involved in a crime—to have the right to access the data log, but will others be able to seek access to it, such as an employer trying to see what an employee has been up to during the day, or an ambitious divorce lawyer seeking to prove adultery has taken place and trying to find out where the occupant of the automated vehicle had been during an afternoon?
Madam Deputy Speaker (Mrs Eleanor Laing)
Order. Just before the Minister answers that unnecessarily long intervention, I will, for the avoidance of doubt, draw it to the attention of the House that the Minister has already come to the end of his preliminary remarks, is now in the body of his speech, which is necessarily lengthy since he is educating us as well as entertaining us, and will very soon be approaching the peroration.
Mr Hayes
My right hon. Friend tempts me to enter into salacious matters, into which I will not stray. He raised this matter in Committee when we considered the first Bill, and he is right that we need to look at it closely. Information is a powerful tool. The House takes a very serious view on the collection and storage of information, so he is right to explore it. I hope we might look at it in greater detail in Committee. I do not know if he was volunteering to be on the Committee—that is a matter for the office, rather than me—but it is important that we consider information in this debate and discuss it further.
As you said, Madam Deputy Speaker—it is almost as if you had sight of my speech—I am well into the main part of my speech and will be rapidly moving on to my peroration.
In essence, the increase in electric vehicles has big implications for the way we power our cars. Other technologies have profound implications for the way we use our cars. Revolutionary new driver assistance systems are already delivering improvements that motorists now take for granted. Our parents could not have envisaged sat-nav, assisted parking or even cruise control, which would have seemed like science fiction just a generation or two ago. But this is not science fiction; it is science fact. They merely mark the way towards a much more significant change: the combination of technologies we will enjoy in our lifetime, and certainly in our children’s, will change motoring profoundly.
We expect automated cars to appear from the 2020s. They present an enormous opportunity for the UK: securing high-quality jobs and investment; creating new mobility solutions that can transform lives; and, as I said earlier, improving road safety. In 2016, human error was responsible for a very significant proportion of all reported accidents. Automated cars will radically change that. To support consumers and businesses involved in automated vehicle accidents, they will need an insurance framework that is fit for purpose. Currently, they may not be covered for collisions that result from vehicle failure, because in the UK only the driver is insured. Victims might have to take vehicle makers to court, which would be time-consuming and expensive, undermining the quick and easy access to compensation that is a cornerstone of our insurance system. Not tackling this problem risks jeopardising consumer protection and undermining the automotive industry’s competitiveness.
We have consulted widely, as the House will know, and, having worked closely with parliamentary colleagues, the automotive industry and the insurance sector, the Government are creating a new compulsory insurance framework that covers motorists when they are driving and when they have legitimately handed control to the vehicle. We will ensure that consumers can buy insurance in the same way they do now, and that they will continue to have quick and fair access to compensation. Insurers will pay out to victims and, where they can, recover costs from the liable party using common and product law.
As I said to the hon. Member for Carmarthen East and Dinefwr (Jonathan Edwards), not only will this make things easier for consumers, but over time it could also reduce premiums. David Williams, chief commercial underwriter at AXA, one of the UK’s largest insurers, said:
“As well as making our roads safer, insurance premiums are based on the cost of claims and therefore we expect substantially reduced premiums to follow.”
Automated vehicles, together with an effective insurance framework, as the Government propose in the Bill, could deliver significant financial and safety benefits for road users.
We have had many productive debates in this Chamber and in Committee, when these measures were included in last Session’s Vehicle Technology and Aviation Bill. With that in mind, we have made amendments to take into account suggestions made by Members. As I said earlier, we had a considered debate and Members raised issues around software, which we have addressed. Those who study these matters closely will know that Members on both sides of the House talked about the definition of operating systems and how we should improve the proposed legislation. They will have seen, from what we have published, that we have done that. There was an issue about how we define an automated vehicle. Again, we have listened and, as a result of that scrutiny, we have clarified the definition. So far, the scrutiny has resulted in improvements. What we bring before the House is a better product than the one we brought the first time around, although that was, I think, important and welcomed by both the House and industry.
We cannot be prescriptive, for it might inhibit the very innovation we want to encourage. Knowing how much to do is about striking the balance between establishing the certainty that has been called for by a number of hon. Members who have contributed so far, and being, if you like, slightly too dictatorial about what that future might look like.
Geraint Davies
Have the Government considered that automation might require software to make moral decisions? For example, if a car is hurtling down a road and some children go on to the road, would the software decide that the only option is for the car to go headlong into a lorry so that only the driver would die? Has the Minister considered such moral aspects?
Mr Hayes
The research and development work I studied in detail this morning looked at hundreds of thousands of scenarios. The people developing these products are now engaged in exactly this process of designing software capable of anticipating all the variables that drivers might encounter. It is complex and challenging, but it is going to happen. The hon. Gentleman is right, however, that this is about doing as well as—indeed better than—a driver in control of a vehicle and therefore about making the vehicle safer.
Clive Efford
If in making a moral decision—for instance, between hitting a child on the road and careering into a bus—a computer decides that hitting a child is the less dangerous option, what comfort is that to the parents? These are major issues to which we need answers before we allow vehicles with these capabilities on to the roads.
Mr Hayes
That is the point I made earlier about how much we want autonomous vehicles to emulate human behaviour and how much we want them not to. It is a fine balance, but not one we can strike in legislation debated in this House. It will need to be considered further down the line, but it is not the business of the Bill to do so. The hon. Gentleman is absolutely right to raise the issue, however, because it is about whether we can get vehicles that we can be sure about and be confident in and which will then be purchased on the basis that people enjoy that certainty, so I am glad he has raised the issue. It is not one for the Bill, but it is not unreasonable to put it on the table as something to debate in the future.
I want to move to my conclusion. I have spoken about our desire to be a global leader in the production and use of automated vehicles. We all in the House have experienced the benefits that good access to transport can bring. We can continue to debate these issues without amaritude or contumely. As I said earlier, perhaps what moves me most is the fact that some people do not yet have that good access to transport. For the elderly, those with disabilities, or those who cannot drive, using the transport system can be tough, and that can leave them unable to enjoy opportunities that come easily to others. The Government believe strongly that we should act to improve this situation.
If autonomous vehicles make a significant difference to those currently disadvantaged by their inability to access transport easily, they will have done an immense service to our country. In August, we published our draft transport accessibility action plan, with proposals to improve the travel experience of people with disabilities, and a key part of that will be exploring the opportunities that new technology offers to make travelling easier for these people. It might be a while before vehicles can fully drive themselves, but when it happens it has the potential to be transformational—to improve lives, spread opportunities and enable a transport system that works for everyone.
Taken together, the two measures in the Bill will ensure that the UK is at the forefront of the most profound changes to affect road transport in over a century. In the spirit of opportunity that enabled my father to provide a good life for his wife and family, we will be driven by the common good. That means cleaner vehicles, easier travel and safer roads. Good Governments know when to step forward and when to step aside to let others imagine, innovate and improve how we live. Ours is an ambitious plan to support the invention, development and manufacture of new vehicle technologies and to build skills and jobs here in the UK.
Ensuring a transport system that works for everyone, now and in the future, means believing in a new generation of cars made available to all so that all might benefit from the chance to travel.
Our glorious past was made by those with the confidence to dare to dream; the will to make dreams come true; and the means to craft and create a future filled with wonder. When our reach extends beyond our grasp, we can do our best, be our best. That is the prospect before us. Now let us reach out to the future. I commend the Bill to the House.
Karl Turner
The right hon. Gentleman, who represents a constituency very close to mine, is absolutely right. The current range of my vehicle in London is about 50 miles, so it would take me several days to travel to Westminster in it; however, the technology is improving constantly. I think I am right in saying that the range of the current model of the Nissan LEAF is about 90 miles, but it is about to increase to 235 miles. That would suit me very well, because I think that the distance between my home address and Westminster is about 230 miles.
Mr John Hayes
Partly as a result of the overtures from my hon. Friend the Member for North West Hampshire (Kit Malthouse) and partly to alleviate any fears that the hon. Gentleman may have, I can announce that from next summer, when we begin the refurbishment of the underground car park at the House of Commons, we will provide 80 new electric charge points.
Karl Turner
I am sure the House is very pleased to hear that.
The section of the Bill on EV-charging infrastructure is largely about enabling secondary legislation, and will not have significant impacts in the short term, but we agree that if the UK intends to be a global leader, we need to take broader action sooner rather than later. Given the importance of future-proofing the legislative framework in this area, the Opposition recognise the need to use secondary legislation, but we will seek commitments from the Government to consult properly and widely throughout the process. We will also be seeking assurances and a review from the Government of how the provisions of the Bill fit within a broader strategy for reducing harmful vehicle emissions and promoting a switch to ULEVs and EVs. If uptake is to be encouraged, electric vehicles need to be practical, affordable and convenient for users, which means providing the necessary infrastructure.
Karl Turner
My hon. Friend is right; we have discussed this point, and I will come to it again a little later in my remarks.
Mr John Hayes
Given the points the hon. Gentleman and hon. Lady have made, they will want to know that we are so determined to ensure this facility is spread as widely as possible that last week we announced a further £4.5 million to make charge points available for those without off-street parking.
Karl Turner
I thank the Minister for that information.
There are currently nearly 12,000 charging points for electric vehicles in the UK, but at present there are multiple charging point operators, each with their own plugs, software, customer charges, billing systems and payment methods. They are also unevenly distributed, as my hon. Friend the Member for Bishop Auckland (Helen Goodman) has said. For instance, there are more charging points available in the Orkney islands than in Blackpool, Grimsby and my own fair city of Hull combined, although I had the opportunity today to speak briefly to the chief executive of my local authority area and he assures me that, there are currently 32 charging points in Hull while in the not too distant future we expect there to be 70.
It is therefore welcome that the Bill seeks to increase the number of charging-point facilities and address their harmonisation and standardisation. The Bill will allow the Government to require co-operation and the sharing of facilities and information from operators if necessary, allowing the Government to ensure interoperability for charging regardless of the specific EV a person might have.
Clause 11 gives the Secretary of State the power to introduce regulations that require operators to provide information about public charging points, such as location, operating hours, cost and interoperability, and these, too, are very welcome. It is right, of course, that this legislation should be put in place, but it will not be enough on its own to successfully encourage the uptake of electric vehicles. It was counterproductive of the Government to slash the grants available for ultra-low emissions vehicles and electric vehicles, and to cut the plug-in grants for EVs and for home charging. In May last year, the grant for purchasing an electric vehicle was cut from £5,000 to £4,500, and the grant for hybrids was cut from £5,000 to £2,500. The electric vehicle home-charging scheme grant was cut from £700 to £500 per installation.
There are further issues that are not addressed by the Bill, which the Government must get right. They must ensure that the grid is capable of meeting the additional demands that electric vehicles will bring. I heard what the Minister said about that in his remarks, but that must be planned for and closely monitored as electric vehicle use becomes more common. The Government must also develop a strategy to tackle the skills gap, because without training the necessary personnel, we as a nation will not be able to support the growth of this new generation of vehicles and could miss out on the benefits that presents.
Mr Hayes
As this is the second time this has been raised, and rightly so, let me say that I am very happy to agree now to initiate discussions during the passage of the Bill with the Department for Education, which is responsible for developing apprenticeships, and with other Departments, so that we can begin, at least, to address this issue of skills. The hon. Gentleman is absolutely right to raise that again.
The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
What an excellent debate this has been. It has been largely warm, sensible and, in general, non-partisan—until the last few minutes at least. The speech of the hon. Member for Middlesbrough (Andy McDonald) would have been electrifying, but only if he had been plugged into one of our 11,500 charging points around the country. We have had a Whig theory of history; we have had the modern industrial strategy from my beloved colleague, the Minister for Transport Legislation and Maritime; but there has been no mention of Keats, Shelley or Byron.
Jesse Norman
I know; it is hard to imagine, Mr Speaker. None the less, we have managed to soldier on. As the Minister said, his remarks were all too brief at a mere 58 minutes, leaving the House yearning for more. He went on at some length—and rightly so—about the rurality of his constituency and the importance of these issues, which affect not merely urban, but rural constituencies. All I can say is that South Holland and The Deepings is downtown Manhattan compared with Craswall, Longtown and Rowlestone in my constituency. He also advertised the electrical charging points, which I think he wishes to be known as “Hayes’s hook-ups”. I think he is secretly yearning for such a name, based on the Belisha beacon. May I suggest “Johnny’s jumpstarts” as an appropriate alternative name for the charging points, doubtless equipped with car-activated klaxons, lasers, smoke, and son et lumière to alert the driver to the possibility of a charge?
We have had a good debate. I can do no better than to touch on some of the contributions and correct one or two points in passing. The hon. Member for Kingston upon Hull East (Karl Turner) said that the Bill contains too much discretion for the Secretary of State, but the Secretary of State’s power is not discretionary. If a vehicle conforms to the criteria, the Bill will apply to it. He also rightly mentioned the importance of a common mode to access charging, which is what the Bill is designed to provide.
I greatly enjoyed the excellent speech of my right hon. Friend the Member for Chesham and Amersham (Mrs Gillan). She made us very happy by not talking about HS2, as she promised. She rightly encouraged Transport for London and local authorities to invest more in charging infrastructure. The Government agree, which is why we have invested £28 million so far to support charging points at tube and train stations. She rightly talked about manufacturing opportunities. Again, the Government agree. The industrial strategy has the Faraday Challenge, which many hon. Members have mentioned, as its counterpart. That is worth some £246 million. My right hon. Friend also pointed out, as others have, the importance of charging back to the grid. We have announced a £20 million competition to stimulate vehicle-to-grid charging.
I greatly enjoyed the speech of the hon. Member for Kilmarnock and Loudoun (Alan Brown), who regretted a sense of déjà vu and worried that insurance premiums will not fall as we hope they will. I hope that he was reassured by the quotation from the head of insurance at AXA.
My hon. Friend the Member for Charnwood (Edward Argar) was right to emphasise both the commercial and environmental opportunities offered by the legislation. The hon. Member for Ellesmere Port and Neston (Justin Madders) emphasised the importance of proper support for jobs, so it is interesting that the Transport Systems Catapult predicts that this technology set will provide 6,000 to 10,000 new jobs by 2035. I also welcome the focus he and several other hon. Members gave to the legal and moral issues raised by this legislation.
My right hon. Friend the Member for West Dorset (Sir Oliver Letwin) made some brilliant philosophical points, which will need to be addressed in Committee. The same was done by several other colleagues, including my hon. Friends the Members for Milton Keynes South (Iain Stewart) and for Cannock Chase (Amanda Milling). My hon. Friend the Member for North East Derbyshire (Lee Rowley) built his reputation on a further excellent extemporary speech.
This is an excellent piece of legislation, it is warmly supported by the Opposition, and I commend it to the House.
Question put and agreed to.
Bill accordingly read a Second time.
Automated and Electric Vehicles Bill (Programme)
Motion made, and Question put forthwith, (Standing Order No. 83A(7)),
That the following provisions shall apply to the Automated and Electric Vehicles Bill:
Committal
(1) The Bill shall be committed to a Public Bill Committee.
Proceedings in Public Bill Committee
(2) Proceedings in the Public Bill Committee shall (so far as not previously concluded) be brought to a conclusion on Thursday 16 November.
(3) The Public Bill Committee shall have leave to sit twice on the first day on which it meets.
Proceedings on Consideration and up to and including Third Reading
(4) Proceedings on Consideration and any proceedings in legislative grand committee shall (so far as not previously concluded) be brought to a conclusion one hour before the moment of interruption on the day on which those proceedings are commenced.
(5) Proceedings on Third Reading shall (so far as not previously concluded) be brought to a conclusion at the moment of interruption on that day.
(6) Standing Order No. 83B (Programming committees) shall not apply to proceedings on Consideration and Third Reading.
Other proceedings
(7) Any other proceedings on the Bill may be programmed.—(Rebecca Harris.)