14:30 Nicholas Dakin (Labour)

The bioethanol industry is, regrettably, in a state of collapse. Should this collapse be complete, the industry is unlikely ever to come back again. We are at a seminal point in its life in the UK. I hope that we can convince the Minister to take, on behalf of the Government, the urgent steps needed to secure the future of this important industry. Should we lose it, there will be significant implications not only for the agricultural and transport sectors, but for the wider economy and the UK’s decarbonisation and renewable targets.

I congratulate my hon. Friend on securing this debate, which is really important for Teesside and the south Durham area. I want to raise an issue about farming. The National Farmers Union has put out a report on the importance of bioethanol. My constituency covers 150 square miles and is an agricultural area of County Durham. Does my hon. Friend understand what the NFU has briefed on the implications of this for climate change? It could lead to 700,000 cars being taken off the road. We require an infrastructure that can secure that, especially in the agriculture industry, where we can grow the appropriate crops for this kind of industry to prosper. We are missing an opportunity should we not invest in it.

On greenhouse gases, there are broader environmental issues to consider, as has been said. Transport represents 24% of total greenhouse gas emissions—higher than any other sector in the UK economy. It is 1.3% higher than it was in 2013. Bioethanol should be seen as a vital tool in helping to decrease those emissions. The UK is currently failing to reach its statutory targets on the amount of renewables used in transport, in line with the renewable energy directive and the UK’s Climate Change Act 2008. Bioethanol is one of the quickest, easiest and most cost-effective ways of meeting those targets. As has been said, the introduction of E10 would take the equivalent of 700,000 cars off the roads.

The introduction of E10 would also improve air quality by reducing particulates and carcinogens. In the light of the Environment Secretary’s recent announcements, it would make sense for E10 to be embraced. Benzene and butadiene emissions, both of which are highly carcinogenic, decrease with higher levels of ethanol blending in fuel. Additionally, the oxygen contained within ethanol helps the fuel to burn better and increases the efficiency of the engine, reducing the hydrocarbons that are released. E10 is clearly better for the environment than the current grades of petrol sold in the UK. The concerns over diesel have resulted in motorists moving back to petrol, and the growth in petrol hybrids means that addressing the carbon dioxide emissions from petrol cars is even more urgent.

Although a range of technologies, including electric cars, may play a complementary role in decarbonising transportation and improving air quality, the reality is that electric vehicles represent only a small percentage of overall car sales in the UK—currently around 6% of annual sales—and most are hybrid, so in the short to medium term bioethanol and E10 would make a significant contribution. To have the same environmental impact as the introduction of E10, we would need to replace 2 million petrol cars with electric vehicles immediately.

Without a British bioethanol industry, the UK will likely become increasingly reliant on imported bioethanol and bioethanol equivalents, predominantly using cooking oil, which is itself shipped many thousands of miles to the UK from China and the US. By contrast, Vivergo sourced its wheat an average of 34 miles from its plant in Hull, which supported sustainability by minimising transportation. The fact that more and more countries are starting to use their own wastes locally calls into question the long-term strategy of being very reliant on imported waste materials from across the planet to meet our decarbonising challenge. A greater reliance on imports will not just represent a missed economic opportunity.

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14:57 Dr Paul Williams (Stockton South) (Lab)

I visited the plant shortly after I was elected as the Member of Parliament for Stockton South. Construction of the plant triggered about £60 million-worth of investments. Ensus is a job creator, and it also helps to support this country’s goal of reducing greenhouse gases produced by cars and other vehicles. Over 100 skilled workers from Teesside work on the plant, and Ensus supports a further 2,000 north-east jobs in the supply chain, mostly in farming and agriculture. I visited one of the farms in my constituency—where there are not many farms—that supplies the industry. Two thousand jobs are at risk because of the Government’s prevarication.

“sluggish implementation of political objectives for reducing greenhouse gas emissions”.

Three years ago, the Department for Transport recommended doubling the amount of ethanol in fuel; three years later, we are still waiting for action. That means that the investment is paused. A huge plant is lying dormant, with workers on stand-by. Without the introduction of E10, bioethanol demand cannot increase above its current level and therefore cannot contribute to further decarbonising petrol. As a result, the future of the Ensus plant remains in question.

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15:02 Jim Shannon (DUP)

I was heartened by the work of my local council and its recycling endeavours. As an easy-to-grasp illustration of what it had done, for example, it equated its work on increasing recycling and lessening waste to the number of cars taken off the road—it put it in simple language. The UK-wide introduction of E10 would be the equivalent of removing 700,000 cars from the roads, or 3 million tonnes of CO 2 . The information provided to me states that the roll-out of E10 would be the fastest and most effective way for the UK to reach its climate change targets, especially as E10 can be used in hybrid electric cars.

Ethanol reduces greenhouse gases emissions by up to 90% compared with conventional fossil fuels. Indeed, the Intergovernmental Panel on Climate Change called for a threefold increase in the use of biofuels in transport by 2030. That briefing went on to note that, at the COP24 summit, renewable ethanol was reported to be the largest contributor to progress in the transport sector, but I believe more can be done.

To conclude, I agree with the hon. Member for Scunthorpe. More needs to be done to understand how best to better use resources to live up to the environmental pledge that we have made, and how to make better use of those resources to benefit us all. It is all about benefiting us all, as well as climate change and addressing those issues. We should be pushing forward with great urgency. I thank the hon. Gentleman again for bringing this issue to the Floor of the House. The debate is much needed and much appreciated, and I look to the Minister to ascertain whether the matter will be acted on in the way that those in the debate wish it to be.

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15:08 Alex Cunningham (Stockton North) (Lab)

Transport is the biggest offender when it comes to greenhouse gas emissions, contributing 28% of the UK’s total, but that figure can easily be reduced. With regards to emissions, in 2013, the use of biofuels was equivalent to taking hundreds of thousands of cars—some say as many as 1.35 million—off the road, and it is predicted that many more could come off the road as well.

Mandating the use of E10, as we have already been told, would help us fulfil our commitment to the Climate Change Act 2008, in which the UK led the way in a legally binding 2050 target to reduce emissions by at least 80%. Furthermore, the EU renewable energy directive set a target for the UK to produce 15% of its energy from renewable sources by 2020.

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15:14 Anna Turley (Labour)

Some of the questions that we need to hear the Minister answer today—I remind her that employees are watching and listening closely—include how she plans to reverse the industry’s decline in 2019 and give it the support it needs. Will she commit to giving British bioethanol a future, or will the UK source it from abroad when domestic capacity is lost? As we have already heard today, there are wider implications for other renewable energy producers. Why would investors trust the Government’s word and put hundreds of millions of pounds into projects that we desperately need in this country, when, given the experience of the bioethanol project, they might later prove out of fashion with this Government? Certainty and stability is vital for business, and the sector is clear that that has to mean making E10 mandatory for fuel suppliers. Anything less will not provide sufficient confidence that the demand for E10 is there, and the facilities will close for good.

As my hon. Friend the Member for Sedgefield (Phil Wilson) mentioned, there is a concern for the agricultural sector, too, which produces the feed wheat for the industry and consumes the high protein animal feed co-produced by it. The two industries work hand in hand, serving as a stable and reliable co-dependent supply chain. We are not talking about backing E10 for the sake of the producers. We know there is a strong environmental case for introducing E10, reducing carbon emissions equivalent to the removal of 700,000 cars from Britain’s roads, and improving air quality by lowering carcinogens, particulate matter, hydrocarbons, and oxides of nitrogen. Given that transport is now the UK’s most polluting sector, accounting for 28% of the UK’s greenhouse gas emissions, we will not meet our climate change targets without getting to grips with the problem.

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15:19 Alan Brown (Kilmarnock and Loudoun) (SNP)

The Government may see electric vehicles as a decarbonisation silver bullet but, given that average sales of those vehicles still hover around the 1% bracket, we are a long way from the critical mass of electrical vehicle use that would make a huge difference to carbon reduction. If the Government will not invest enough to get electric vehicle uptake to that critical mass, they need to consider such transitional decarbonisation measures as mandatory E10 and liquefied petroleum gas.

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15:28 Matt Rodda (Labour)

As we have heard, the bioethanol industry contributes £600 million to the UK economy every year. Over the past 10 years there has been an investment of over £1 billion in bioethanol production facilities. When it comes to greenhouse gas emissions, transport is clearly the biggest offender, contributing 28% of the UK total, as well as contributing to air pollution, as we have heard. I am sure that we all agree that is a serious public health issue. Under the Government’s current plans we are not on course to meet our existing climate change targets under the Climate Change Act 2008. Indeed, last January the Committee on Climate Change warned the Government that their clean growth strategy does not go far enough and that urgent action is needed to meet our legally binding carbon reduction goals in the 2020s and by 2030. In June last year the CCC again warned the Government that we will not meet our targets unless they bring forward new policies such as the introduction of E10.

We know that bioethanol fuel is good for the environment, and that introducing E10 would be equivalent to taking 700,000 cars off the road. E10 petrol is already available in many western countries, such as France, Germany and Finland, and colleagues have also mentioned New Zealand, Australia and the United States. According to the Renewable Energy Association, the introduction of E10 in the UK would be equivalent to replacing 2 million petrol cars with fully electric vehicles. Does the Minister agree that the failure to mandate E10 will make achieving Government targets to source more of the UK’s energy needs from renewable sources more challenging?

One factor leading to the closure of that plant was the Government dithering and delaying their decisions. Does the Minister have a plan for replacing those lost jobs? Does she think that the collapse of the bioethanol industry last year will deter investors from investing in the renewable energy sector? The industry has been calling on the Government to make E10 mandatory at UK pumps. The Government have said that they would like a market-led solution, but petrol companies have pointed out that without a mandate from the Government such a solution cannot be introduced.

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15:32 Nus Ghani (Conservative)

Since its inception, the policy on biofuels in the UK has been complex and not without controversy. Immediately after the renewable transport fuel obligation scheme—RTFO—was set in law in 2007, the Gallagher review into the indirect effects of biofuel production was published. It became clear that to maintain faith in the emissions reductions achieved and to retain consumer buy-in, we would have to address the negative indirect effects of certain biofuels. To reward fuels that may perform worse than the fossil fuels they replace would have undermined the rationale of a scheme designed to reduce greenhouse gas emissions.

It was with those challenges in mind that the Department jointly established a transport energy taskforce with the Low Carbon Vehicle Partnership, to consider how biofuels can contribute to meeting our climate change commitments in the context of measures introduced to address the negative indirect impacts of some biofuels.

The taskforce report to Government noted not only the potential benefits of E10 in helping the UK to meet our renewable energy targets, but the barriers and risks associated with its introduction, not least in respect of ensuring consumer acceptance. It is clear that UK suppliers, including of bioethanol, have made great progress in ensuring that renewable fuel delivers reductions in greenhouse gas emissions.

Since the RTFO was introduced in 2008, savings in greenhouse gas emissions have increased significantly from 46% to 70% in 2014-15. Latest data suggest that current biofuels provide an average 71% reduction in greenhouse gas emissions even when land use change impacts are included, but it has always been essential to evolve the policy on biofuel. That way, we maintain the integrity of the schemes that promote its use, such as the RTFO.

The Government agree that the aim must be to reduce emissions and that low carbon fuels must play a part. The regulations made last year introduced a greenhouse gas reduction obligation on suppliers and incentives for the development of fuels capable of delivering higher greenhouse gas emissions reductions. These allow us to reward low carbon fuels because of the emissions reductions they deliver. We have also made £20 million of match capital funding available under the future fuels for freight and flight competition. In the wider context, the Government have recently published two major strategies focused on combating climate change and improving the UK’s air quality. Our Road to Zero strategy sets out a clear pathway to zero emissions vehicles by 2050, and this week we have published our clean air strategy. The pathway is not just about driver behaviour and electrification. Low-carbon fuels will continue to play a vital role in reducing greenhouse gas emissions from the vehicle fleet.

I thank everyone for contributing to the debate. The use of biofuels is and will remain a challenging policy area. However, this must never stop us from finding the right balance between maximising the contribution that low-carbon fuels can make to reducing greenhouse gas emissions and taking into account the interests of consumers.

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