Here are the climate-related sections of speeches by MPs during the Commons debate Vehicle Technology and Aviation Bill (First sitting).
09:44 Richard Burden
The Government’s target is that all new vehicles on the road should be ultra low emission vehicles—zero-emissions, in fact—by 2050. How far do you think this Bill will contribute to that target? On current trends, we are a long way off that target at the moment. What do you think are the other barriers to the take-up of ultra low emission vehicles, or we could also say—more broadly—connected vehicles? There is quite a crossover between those two agendas. How do you think these other barriers can be best overcome?
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09:50 Andrew Selous (South West Bedfordshire) (Con)
Denis Naberezhnykh: It is important to consider vehicles more broadly in the separate categories of vehicle types and vehicle users. When we think about the 2050 target for almost decarbonising the transport sector, we have to not treat private car owners in the same way as fleet and commercial vehicles. That is missing a little from the Bill at the moment. It focuses on overcoming short-term barriers—the problems and challenges that private car owners experience when attempting to use electric vehicles, such as clarity of data available on charging points, accessibility and the availability across the motorway network. However, what needs to happen to achieve the 2050 target is consideration of a broader picture, and recognition that there are other vehicle types—not just cars, but vans, trucks and buses—so what do we need to do to encourage those? They could create a growing proportion of the vehicle population as vehicle trends change over time anyway.
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10:01 Kit Malthouse (Conservative)
Denis Naberezhnykh: We should not think of them as competing technologies, because they are not. They are both technologies that electrify decarbonised transport. I do not think it helps to think about the solution from a technology point of view. We should think about what we are trying to achieve, which is reducing CO 2 emissions, and then look at the facts. The fact is that, right now, battery electric vehicle technology is far more market-ready than fuel cell technology, in terms of cost, availability and production capacity. If we are trying to identify measures for accelerating our progress to the 2050 target, we need to pick technologies that we are already confident can achieve the result.
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10:59 Mr Steve Baker (Wycombe) (Con)
David Wong: It is certainly in the mix. Cars today are being retrofitted as dual fuel vehicles, so, hydrogen in an internal combustion engine. For example, a company in the north-west called ULEMCo is doing that with a good degree of success. It is important to look at the outcome from such a conversion. Will it help to achieve the targets? Will it be below 75 grams of carbon dioxide per kilometre? The jury is still out on that, to be honest. We need to see whether technologies can help over a period of time to decarbonise road transport, not simply the conversion of any sort of technologies or even the hybridisation of any of these fuels.
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10:14 Mr Baker
Q Okay, I see the point you are making. What if one were to convert a car to run exclusively on hydrogen? Would that achieve zero emissions?
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10:28 Kit Malthouse (Conservative)
Robert Evans: Our view is that the UK has not been very successful in introducing alternative fuels into the transport sector; we need to be extremely successful with electricity and that will pave the way for the introduction of hydrogen. We need to make this transition phase work successfully. My own organisation is involved in hydrogen fuel cell trial activities. It is a pre-commercial phase. It is a strategic insurance option for the motor industry and the energy sector, where we are looking at the decarbonisation pathway. We need to have hydrogen, but it is going to proceed through strategic niche markets, and that is going to take a short while yet. The Bill does at least outline the same basis for the treatment of hydrogen as it does for electricity in terms of reserving the right to take powers, should that be necessary.
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10:56 Andy McDonald (Labour)
Quentin Willson: This is the big cycle of change now, like televisions, aeroplanes and the internet. We will see car ownership decline and will be buying or leasing vehicles as a service, not a product. The long-term vision is that this is going to be based largely on electricity and some on fuel cell, and that we will be calling driverless vehicles on our phones to come and collect us. They will then drive to our destinations in what is known as a green wav; they will be hooked up and connected to junctions, to the road system and to traffic lights. These zero-emission, automated, self-driving cars will drive in platoons and, it is hoped, eliminate congestion and pollution. That is the superordinate goal, which perhaps is as near as 2040. But it will always be powered by electricity. The whole structure of who owns what is changing. As we are seeing with consumer habits now, they are buying cars on personal contract plans; they do not own things anymore. That is what the long-term future looks like.
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10:59 Andrew Selous
Beginning with Quentin Willson, we are aware of the 2050 date that the Government have for all cars and vans to be zero-emission. My understanding for why that date was picked is that it is linked to the need to decarbonise the UK. To what extent do you think the legal issues that the United Kingdom is having with air quality at the moment mean that there might be a case for revisiting the speed with which we try to electrify the market? At the same time, I would be interested in your comments on what is happening internationally. I mentioned Norway and China earlier. There are different models and approaches that may not be suitable for the United Kingdom, but I would be interested if you could speak to air quality and the international perspective on these issues.
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11:05 Andrew Selous
Robert Evans: There are two points here. First, it is easier to set targets for new vehicle sales. Secondly, to return to the air quality point, we want to have electric vehicles in our city centres—be they hydrogen fuel cell or battery electric—because they are zero emissions at point of source. We also need to do something about the vehicles that are already out there with petrol and diesel engines.
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11:09 Richard Burden
Q To try to get a more rapid pace of development towards meeting the 2050 target, we have talked about infrastructure as part of that mix and about tackling anxiety—Quentin referred to that—and trying to ensure that consumers are not scared about electric vehicles, which can be good to drive. The third element is, in a sense, disincentives to drive anything other than ultra low or zero emissions vehicles through beefing up the MOT test and whatever.
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