GPS and Heavy Goods Vehicles

Debate between Craig Mackinlay and James Cartlidge

Tuesday 22nd March 2016 Westminster Hall

[Craig Mackinlay (South Thanet) (Con)]

I beg to move,

That this House has considered GPS satellite navigation and heavy goods vehicles.

This is an increasingly complex issue because of the proliferation in recent years of devices and, more importantly, software available across Android, Apple and Microsoft-driven smartphones. The issue is not new but has been bubbling in the background for well over a decade. In-vehicle information systems, or IVISs, have received Government attention over the years, including in the Road Traffic (Driver Licensing and Information Systems) Act 1989 and the Driver Information Systems (Exemption) Order 1990, which concentrated on a licensing scheme for providers of real-time on-the-move information, such as Trafficmaster.

There was also a Government consultation in 2006, which sadly received just 111 replies. The results of that consultation were published in May 2008, but there were no firm recommendations for action. However, the sat-nav problem was highlighted in the consultation. In those days, very few heavy goods vehicle-only systems were available, which shows how technology has moved on at an exponential rate. The report concentrated heavily on the safety issues of—this is quite bizarre nomenclature—the human-machine interface, or HMI. There was subsequently one welcome legislative amendment, in 2011, giving local highways authorities the ability to implement advisory signs without formal traffic orders needing to be made.

On 6 March 2012, the Department for Transport hosted a “Delivering the best information to all in-vehicle satellite navigation users” afternoon. It was intended to encourage appropriate sat-nav use, local authority involvement with the mapping companies, and consideration of using the insurance market to force HGVs to require appropriate HGV-robust sat-navs. That is especially important when hugely expensive bridge collisions occur, as happens in many constituencies. Those collisions can stop train services while the damage is assessed. That has not been an uncommon occurrence on the north Kent line running through Strood.

Kent County Council, as the highways authority for Kent, issued a freight action plan in October 2012 to cover the four-year period from 2012 to 2016. It highlighted the problem, unique to Kent, of having the active cross-channel ports of Dover and Sheerness, the port of London, the then fully operational Ramsgate port, and the channel tunnel. Kent has a uniquely high level and density of foreign trucks on its roads because of the port activities, and that presents unique problems. The KCC action plan highlighted inappropriate sat-nav use and particularly the necessity of appropriate advertising of strategic road use across the county.

The Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), told the House on 20 July 2015 that legislation might be an inappropriate and bureaucratic means of addressing these issues. Despite a number of years considering the problem and despite the numerous initiatives, the problem persists, and it is my contention that it is getting worse and more widespread than ever. The A257 Sandwich to Canterbury road suffers from inappropriate HGV use, and, importantly for the historic fabric of our nation, there are far too regular occurrences of economic standstill in the historic town of Sandwich as inappropriate vehicles that have absolutely no cause to be there become literally stuck, sometimes for hours.

I apologise in advance for the technical nature of my next comments, but I think it is worth while to lay out the framework of the advanced wizardry behind this now routinely used technology. The global positioning system comprises 31 US satellites orbiting 12,500 miles above the Earth. The system became fully live in 1995, but was available before then at lower levels of accuracy.

[James Cartlidge (South Suffolk) (Con)]

I congratulate my hon. Friend, who is making an excellent speech on a subject that is important to my constituency. He mentions the wizardry involved. He may be interested to learn—I will talk about this later—that one of the houses in my constituency that is most frequently damaged by HGVs was used for the set of the Harry Potter film. Unfortunately, that wizardry is not available to us.

[Craig Mackinlay]

I thank my hon. Friend for that intervention. I am sure that if we asked just about every Member of the House, they would be able to cite similar problems of historic buildings being hit.

I will develop a little further my point about the technical wizardry. The GPS concept is based on time and the known position of specialised satellites, which carry stable atomic clocks that are synchronised to one another and to ground clocks. The satellites’ locations are known with great precision. The GPS receivers that we all have on our phones and cars and wherever else also have very accurate clocks. GPS satellites transmit their current time and position, and a GPS receiver, looking at multiple satellites, solves a complex equation and determines its exact position.

As can be imagined, given the usefulness of such technology, it was designed in the US primarily for military use, but its use rapidly spread to marine navigation and has now spread to road navigation, as accuracy levels are now down to 5 metres or less. The system is free to any user on the planet who has a GPS device and it must be considered a true gift from the United States taxpayer to the world. Other countries have replicated the system, or tried to replicate it. There is the Russian GLONASS system, and the European Galileo system and Indian, Chinese and Japanese equivalents are in progress. However, I doubt that any of those new variants will ever overcome the dominance of the US GPS system, obtained through reliability and dependability. There is of course the downside that the US Government could at their discretion turn off the system for civil use at any time. One can imagine that at times of global instability that might be done, but it has never happened thus far.

It was not too many years ago—perhaps 15 years ago—that I was looking with some wonderment at the new gadgets that were appearing on friends’ car dashboards. TomTom was an early market entrant, and for many it became a status gadget, along with early in-built dashboard models in premium cars. However, it became clear within a year or two that they rapidly became out of date as new road schemes came into being. Updates for such machines were cumbersome, were often subject to expensive upgrade charges and, in the case of in-built systems, were sometimes available only at main dealers.

[Craig Mackinlay]

My hon. Friend highlights exactly what the debate is all about. I will be coming to exactly that issue in a moment.

There are now a host of portable devices—they are actually called nomadic dedicated devices—that people can put in their pocket and in different vehicles that they own. They are available at varying costs, with new brand names now commonplace in the market. TomTom was a market leader in the early days. Now there is Garmin, which was traditionally a big player in the marine navigation market, and there are names such as Mio, Navman, Magellan and many others. The price of those machines for car use is now as little as £50. For larger screen sizes, the prices can be up to £250.

The market has changed, because we now have the ability to download smartphone software, often for free, across the major phone operating systems. A search of Google Play or Apple’s App Store would reveal a huge choice of available software. Some is free if one is prepared to accept adverts, and some is free for a limited trial period. There are also fully paid systems, but even those are at a remarkably low cost, sometimes of less than £20. Practically every personal digital assistant device that we own—smartphones, iPads, other tablets—now has GPS functionality, and they can all support such software. Many operate on the widespread Google Maps application, which, as with everything Google, is becoming dominant.

[James Cartlidge]

I want to go back to the point that my hon. Friend the Member for High Peak (Andrew Bingham) made. My hon. Friend the Member for South Thanet (Craig Mackinlay) is talking a lot about technology, and I must admit that I do not have the same level of expertise that he does. Is there any sign in the industry that the technology is reaching a point at which, without us having to legislate or regulate, it could tell a driver, “This road is inappropriate relative to the size of your vehicle”?

[Craig Mackinlay]

If my hon. Friend will let me continue just a little bit further, I will address the potential solutions.

We all realise the dominance of Google in our lives and on every machine that we own. Google Maps is a widely used application, but the downside for many of us is that it needs data transfer and use while on the move. That is not particularly helpful for people who are travelling abroad, given the data charges for foreign use. Software-based systems—the dedicated TomTom-style devices—have underlying, in-built maps called geographic information system data. They are installed so that there is no mobile data use. That is often the underlying framework used by nomadic and smartphone devices.

I think the solution lies with the base maps that the systems use. Only a few are actually used. A market leader is Navteq’s SDAL map, which is now called HERE. The Tele Atlas system drives TomTom and provides Apple Maps with its data. Of course, Google Maps has its own system. There is also an open source system called OpenStreetMap. There are 100 or more software variants that can run across different types of map data, and there is interchangeability in some software and devices so that they can accept and read any maps, from wherever they are sourced.

Flexible Ticketing: Rail Transport

Debate between Craig Mackinlay and James Cartlidge

Thursday 10th March 2016 Commons Chamber

[James Cartlidge]

That is another very good point.

The south-east flexible ticketing programme is the main system that is being developed. There are many ways to describe it, but I call it the Network SouthEast Oyster: it is the equivalent of Oyster for the south-east overground. The beauty of South Suffolk, however, is that technically we are not in the south-east, but fortunately we are part of the south-east flexible ticketing system. I hope the Minister will tell us more about that programme and the progress it is making.

I wrote to the three companies bidding for the Anglian franchise to ask them what their plans were for flexible ticketing. Chris Atkinson of National Express highlighted that it currently holds the c2c franchise and that flexible season tickets will be offered on that line as early as this summer, so progress is being made.

Jamie Burles of Abellio Greater Anglia explained that the company will be extending two innovative flexible ticketing schemes to customers during the current franchise, which I welcome. The first will be SEFT, which I have described, and he also told me of a live trial with a third-party smart ticketing supplier that is providing a post-travel account-based payment solution—the multi-pass scheme—which is currently being trialled on the Cambridge to London line. The company plans to extend it to other parts of the network in the first quarter of this year.

[Craig Mackinlay (South Thanet) (Con)]

My hon. Friend has identified how technology can solve the problem. It is remarkable how the Oyster system can completely change our approach to tickets and the archaic way of doing things. The situation is similar in my constituency. More and more people are moving there—who can blame them, given that it is a beautiful part of east Kent?—but the cost per year for high-speed rail is more than £6,000. We find that modern working can mean working two or three days a week. I hope that this debate will encourage the train companies to consider their commerciality, because this could be good for them as well as for local residents, who are the key to improving the local economy of those over-50-mile-fringes outside London.