I beg to move amendment 9, in clause 2, page 1, line 22, at end insert—

“or by an automated vehicle when transitioning between driving itself and being driven by a person,”

This amendment would ensure that the liability for accidents caused by an automated vehicle that is transitioning between driving itself and being driven by a person would be the same as the liability for accidents caused by an automated vehicle when driving itself.

With this it will be convenient to discuss amendment 10, in clause 2, page 2, line 6, at end insert—

“or by an automated vehicle when transitioning between driving itself and being driven by a person,”

This amendment would ensure that the liability for accidents caused by an automated vehicle that is transitioning between driving itself and being driven by a person would be the same as the liability for accidents caused by an automated vehicle when driving itself.

I hope we will not take as long on these two amendments as we took on the previous group, although it was a fascinating discussion. The amendments follow on from that, because they relate to the transition period and the third of the five tiers that go from driver-assisted systems to full automation. Tier 3 is where the vehicle can transition from being fully automated to being driven by the driver, and vice versa.

Various pieces of research into the issue have come to different conclusions. In the evidence sessions, we heard that Audi had carried out some research at different speeds and come to the conclusion that there should be a minimum of 10 seconds in that transition period. The Venturer research came to slightly different conclusions, but all the research points to the fact that this is a problematic area in automated vehicle technology. It can take a deal of time for a driver to become alert. Mr Wong described to us various alarms that alert the driver to a vehicle request for the driver to take back control of the car; if those various alarms do not alert the driver, the vehicle will then slowly come to a halt. I am sure that we can all imagine the sort of disruption that could be caused if that happened on a motorway. He even described how the car prepared for an accident by tightening the driver’s seat belt just before the vehicle came to a halt, in case the driver had passed out or was so fast asleep that the alarms did not wake them up. There are various scenarios involving the transition that cause alarm.

Mr Gooding of the RAC Foundation felt that we should not even entertain tier 3 because it is unsafe and does not make any sense, and because the legislation is about moving straight to tiers 4 and 5. Clearly, if people giving us evidence are saying that, I suggest to the Minister that it should cause the Government some alarm, and that perhaps we should be legislating to say that we do not want to allow this on our roads. There are issues being raised about the clear dangers of tier 3 transition.

I, too, note what was said about tier 3, but I hope that the hon. Gentleman is not underplaying his own point. What he referred to in the transition phase also applies to tier 4. It is only at tier 5 that it disappears.

My understanding of tier 4, as Mr Wong said in his evidence, is that it is only at tier 4 that the human is removed from the equation; I think that those were his exact words. I must admit that that seems to be a contradiction. Tier 5, as I understand it, is a fully automated vehicle with no steering wheel, totally under the control of technology. One wonders what tier 4 is. If tier 3 is the transition between human and vehicle and tier 5 is a fully automated vehicle with no steering wheel whatever, what is tier 4? Is it a lesser tier 5 or a greater tier 3? I will give way to the Minister, who is going to enlighten us.

I suggest that I drop a note to the Committee setting out what each tier means; otherwise, we will have this debate time and again. I can anticipate Members across the Committee querying it. I have asked my officials already.

That would be helpful. I have looked at it, but as has been demonstrated in our exchanges, the difference between tier 5 and tier 4 is not entirely clear. From the descriptions of the people who gave evidence to us, in tier 4, the human is removed entirely from the equation.

We need to consider this issue. The evidence that I read said that the Venturer experiment at the Bristol testing centre discovered that drivers, when they first took over, tended to be over-cautious and drive at slower rates, which could increase congestion. There was also the potential for danger in vehicles suddenly slowing down, and Mr Gooding said in his answers to our questions that he felt that that issue was more important than congestion.

There are some important considerations raised by the issue of transition, particularly in tier 3. We asked witnesses, “When will the vehicle decide whether it is safe for the vehicle to drive or whether the vehicle should be handed back to the human driver?” They said that it depended on road conditions. That suggests that it will happen in the same locations on our roads: for instance, as vehicles leave motorways and enter more built-up areas, where there are more potential hazards and dangers for vehicles, it is likely that the vehicles will transition back to being driven by the driver. If that will happen regularly in the same location, it could create accident black spots. We could create a considerable new hazard on our roads.

We eagerly await the Minister’s note, but due to the wonders of modern technology, one can look it up on the web. Level 4 is clearly described as fully autonomous and

“designed to perform all safety-critical driving functions and monitor roadway conditions for an entire trip.”

However,

“it’s important to note that this is limited to the ‘operational design domain’ of the vehicle—meaning it does not cover every driving scenario.”

I hope that the hon. Gentleman will agree that the transition question arises in relation to level 4 when vehicles move from one driving scenario to another.

I accept that entirely and agree. It comes back to my point that it is likely to happen regularly in similar locations, and that patterns of behaviour will occur in particular spots where transition occurs because the technology requires it. We need to be aware of that. The testing is telling us that that is happening, but we are not taking it into consideration in the Bill, as we should.

I suggest to the Minister that we need to take that away and consider it. Safety must be the aspect most prevalent in our minds. There is also the moral or ethical issue of driver autonomy: will the driver be in charge of the vehicle, or will the technology be in charge of the driver? In the debate on previous amendments, he said that the technology is superior; he did not use that word, but he said that it is safer than a human in the event of an accident, even suggesting that a vehicle would make better or quicker choices than a human. That points us down a road, if Members will pardon the pun, of having roads operated in the way that our railways or underground service are controlled. Why not have fully automated vehicles of which drivers do not have control at all?

Let me be clear about that. We will not have time to complete our consideration of this group of amendments, so I feel that intervening might be helpful. What I said was that I drew that conclusion from the evidence that we received. The insurance industry and other witnesses said that they thought that the vehicles would be safer, and that insurance premiums might decrease over time; they said so because they believe that autonomy will make vehicles safer. It is implicit that they gauge the autonomous driving mode to be safer.

My experience has been that many people who come to give evidence to us as MPs assure us that a technological advance will deliver X, Y and Z, take us far forward and lead us to a promised land where things are safer and much improved, yet we find that due to the law of hidden consequences, we face a whole different set of scenarios. The one that I am pointing to here is that the transition between driver and technology is already throwing up potential hazards on our roads, even before we have let the vehicles on our roads. We know that the issue exists, because it has shown up in the testing. Therefore, we should legislate for it. I have asked the Minister to take on board those arguments, and I can see that the Whip is itching to get to his feet.

Ordered, That the debate be now adjourned.—Andrew Stephenson.

Adjourned till this day at Two o’clock.