09:28 Felicity Buchan (Kensington) (Con)

That this House has considered the transport decarbonisation plan.

It is a pleasure to serve under your chairmanship, Mr Robertson, even if only for a few minutes. There is no question but that the UK has been an international leader in combating climate change, and I am proud of that record. Since 1990, we have decarbonised at the fastest rate of any G20 country, and of course we were the first of the major countries to legislate for net zero by 2050. In December 2020, we went even further and said that we would get to a 68% reduction by 2030. That is an ambitious target.

To get to that target, there is no question that we need a radical and comprehensive transport decarbonisation plan, because transport is the biggest emitter of greenhouse gases in the UK and currently accounts for approximately 30% of total emissions. As a percentage of emissions, if we leave out the fluctuations because of coronavirus, it is going up, and is scheduled to go up further by 2035. Transport is therefore key to meeting our objectives to be net zero by 2050 and to achieve our intermediate objective by 2030.

Some 55% of transport emissions come from cars, and almost two thirds of total emissions come from cars and light vans, so I will focus my remarks on electric vehicles, but there is no question but that we need a comprehensive strategy across buses, rail, freight and aviation, and we need clear targets. It is easy to say, “Net zero by 2050, and down 68% by 2030”, but we need a clear and firm plan as to how we will get there, and we need to constantly measure our progress against that plan.

Apart from the sectors that I have mentioned, we also need a modal shift towards more walking and cycling, which will be important for the health of the nation and to meet our transport decarbonisation goals.

As the hon. Lady rightly says, targets in themselves are no use; we need plans. I assume she agrees that any plans need to be backed by policies and proper funding to show us a pathway to net zero.

Finally, I would ask the Government to consider a zero emission mandate. This has worked very well in California. For those who do not know how that works, it requires manufacturers of cars to produce an increasing percentage of electric cars as part of their output. If they do not meet those percentage sales targets, they need to buy carbon offsets. I would like the Government to consider that. It has worked well in California and the increased supply of electric vehicles could achieve a number of ends.

First, while the price of electric vehicles over their lifetime is now equal to petrol and diesel cars, because the operating costs are lower, the up-front cost is still high. We are expecting price parity in 2023, but a zero emission mandate is a way to increase supply and accelerate price parity.

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09:42 Alan Brown (Kilmarnock and Loudoun) (SNP)

I was talking about the debate with my hon. Friend the Member for Paisley and Renfrewshire North (Gavin Newlands) last night. When we saw the debate title, we were hoping that the hon. Member for Kensington had an inside track and that the transport decarbonisation plan was going to be launched just in time for the debate. Alas, that was not to be. In many ways, the debate could be called “the lack of a transport decarbonisation plan”.

As the hon. Member for Kensington said, the UK Government are hosting COP26 and claim to be leading the way and talk of a green recovery. The reality is there are still no coherent interlinked strategies and policies to achieve net zero. Given that the transport sector is the biggest contributor of greenhouse gas, the lack of a transport decarbonisation plan is basically a dereliction of duty. Why are the UK Government so behind in the publication of the plan, which was initially promised last year? Given that transport decarbonisation is so interlinked with energy policy, which is itself interlinked with the decarbonisation of our fossil fuel heating systems, it is imperative that these policies are complementary to each other and are interlinked. They all go hand in hand.

When we focus on transport, it should of course come as no surprise that the Scottish Government lead the way, being the first to include international shipping and aviation emissions within their overall net zero target, The Scottish Government have published their rail decarbonisation strategy with an end date of 2035. Meanwhile, Network Rail have only published an interim programme with a business case for a 2050 date. Will the Minister confirm that they will get a grip of the final programme, with the suitable ambition that is needed to achieve net zero?

The Scottish Government’s rail decarbonisation plan means increased electrification and the introduction of battery or hydrogen-powered trains. Hydrogen is clearly a plan for the UK Government, and I welcome the ongoing trials of hydrogen-powered trains. However, we are still awaiting a hydrogen strategy, which will be critical if we are going to rely on hydrogen-powered trains. The Government’s 5 GW hydrogen target is, frankly, too weak. The Scottish Government have already got their own 5 GW target and hydrogen strategy in place, so will the UK Government’s eventual strategy be more ambitious? Will they set a target for green hydrogen production? Will the Minister explain how extensive a role hydrogen will play for trains in the decarbonisation process? Will the UK Government address the lack of electrification of railways, which is partly due to the previous Transport Secretary’s obsession with hybrid diesel trains?

Hydrogen is an obvious solution for heavy goods vehicles, but it is part of the mix for buses too. Again, that underlines the need for a hydrogen production strategy. Blue hydrogen with carbon capture and storage is an interim step on the way to net zero, so when will the Acorn project at Peterhead be given the go-ahead?

Aberdeen has led the way on hydrogen-powered buses, with the introduction of 15 of the world’s first hydrogen double-decker buses. The Scottish Government have invested more than £3 million in that project, but £8.3 million also came from the EU, so what will the replacement funding be for those types of schemes? The Scottish Government will have phased out the majority of fossil fuel buses by 2023, thanks to investment of £120 million in zero emission buses. More importantly, those buses are being manufactured by Alexander Dennis Ltd, making the investment circular for the economy. That is what the green recovery is all about: combining manufacturing with the net zero transition. What are the updates on the manufacturing strategy from the UK Government’s perspective in that regard?

On flying, decarbonising the aviation sector means that some radical thoughts are required. That will be sensitive, given the fragility of aviation post covid, but a proper green recovery also means supporting the aviation sector. Although talk of air passenger duty might be welcomed in some quarters, that is too blunt an instrument. What discussions has the Minister had with the Treasury on that? What does she think of the call from the citizen’s assembly to have a frequent-flyer surcharge—a policy that would affect only those who can afford to pay for frequent flying, while allowing others still to fly? Any moneys raised from such a policy could be reinvested into the decarbonisation of the aviation sector.

There are also opportunities for the production of sustainable aviation fuels, so when will the UK Government finally provide the support needed to pump-prime the private investment required to create a number of sustainable aviation fuel production plants? It makes no sense that aviation gasoline is duty-free, when domestic petrol for drivers is taxed to the hilt. That disparity should have been resolved years ago, but it will need to be addressed to incentivise decarbonisation and the switch to other aviation fuels.

According to the Society of Motor Manufacturers and Traders, the UK will need to spend at least £16.7 billion to get its public charging network ready for the mass EV market. In March, it estimated that 700 new electric charging points need to be installed every single day until 2030 to give the right market coverage for the 2030 implementation date. At the moment, installations average 42 per day, so what will the Minister do to resolve that? Will the decarbonisation plan tackle that disparity?

It will be no surprise that Scotland leads the way on the roll-out of charge points in the UK. It has 40 public charge points per 100,000 people, compared with fewer than 30 in England and fewer than 20 in Wales and Northern Ireland. That is, of course, because the Scottish Government invested directly in that. Scotland also has the shortest average distance to travel to reach a public charge point. Will the UK Government up their game and tackle that in the decarbonisation plan, which will hopefully mean more Barnett consequentials for Scotland?

Many motor manufacturers are already starting to phase out fossil fuel cars. However, the transport decarbonisation plan will need to allow for extra interventions. What assessment has the Minister made of Climate Assembly UK’s recommendations, such as a car scrappage scheme, which I have long called for, and larger grants to assist businesses and people in purchasing electric vehicles? Will the UK Government copy the Scottish Government by providing interest-free loans for individuals and businesses to purchase electric vehicles? The Scottish Government have now extended that to the second-hand market to stimulate it as well.

The future can be bright and green and include a revitalised manufacturing sector, but we need to see actions, not words, and clearly we need much more than a transport decarbonisation plan. We need cross-Government departmental co-ordination and leadership from the very top. Those are matters that, frankly, at the moment, are sadly lacking, but the transport decarbonisation plan would be a first step.

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09:50 Nick Fletcher (Don Valley) (Con)

It is a pleasure to serve under you, Ms Nokes. I thank my hon. Friend the Member for Kensington (Felicity Buchan) for bringing the debate forward at this moment. I am pleased that over the years most of us have come to accept that humans are having an impact on our environment. That said, I can understand why some people may be sceptical about the extent to which the UK can lead the global fight against climate change. After all, we contribute a mere 1% of the greenhouse gases produced globally, and naturally some may ask, “Why should we take such a lead?” That is a question that I have asked myself, but I believe that, with our standing in the world being as great as it is, we must lead rather than follow. We can set an example to our international partners on the merits and necessity of reducing emissions. However, it is local pollution—the pollution on our streets—that I want to speak about today.

The fumes that we breathe as we walk down the street are mainly from cars, yet in Doncaster, where the bus fleet is old, vast clouds of black smoke from the buses also fill the air. In recent months, I have said much about electric cars with regard to the need to introduce a zero emission vehicle mandate and increase the number of charging points. Such moves would help the speed at which we make the transition to electric vehicles and reduce emissions. However, many more individuals in urban centres mainly use buses rather than cars to get about.

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09:55 Alexander Stafford (Rother Valley) (Con)

I rise today to speak on an issue on which I feel strongly. My hon. Friends will know that much of my work in the House has focused on bringing the green revolution to left-behind areas across the United Kingdom, including Rother Valley, and that green transport has been a focus for me. In fact, I sponsored the first two debates on hydrogen and the first debate on critical minerals in the UK Parliament, and I shall speak about those topics today, as I firmly believe that they are vital in the context of our transport decarbonisation plan.

Critical minerals are incredibly important to our green energy and low-carbon transport needs. On average, each electric car uses 100 kg of copper, rare earth for the magnets, and lithium, nickel, cobalt, manganese and graphite for the batteries. To meet the Prime Minister’s vision for wind power, we also need more than 26,000 tonnes of rare earths and more than 4 tonnes of copper. Importantly, seven points in the Government’s 10-point plan for the green recovery are dependent on a secure green supply of critical minerals. The UK Government must acknowledge that the construction of renewable energy technology and low-carbon electric vehicles is inextricably linked to the supply of our critical minerals. We must take action accordingly to protect our energy sector, the generation of clean power and the future transport technology for low-carbon vehicles.

The challenge to the UK is not just that rocketing demand will leave shortages, but that our suppliers of critical minerals—namely the People’s Republic of China—are unsustainable and unreliable. More than 75% of the world’s lithium-ion component manufacturers are located in China, resulting in more than 72% of lithium-ion batteries and 45% of all global electric vehicles already being produced there. My hon. Friend the Member for Don Valley (Nick Fletcher) mentioned Shenzhen and other areas in China with huge electric vehicle networks. That is a positive in some ways, but also a concern, as they are almost hoovering up the critical minerals that we need to decarbonise here in the UK and across the globe. In December 2020—only a few months ago—the Chinese legislature passed a law on export control allowing the Chinese Government to ban exports of strategic minerals and advanced technology whenever they wished, so they have a stranglehold on the supply of essential minerals.

I wish to devote the rest of my speech to hydrogen. Some great work has already been undertaken by the Government on this issue, and I have spoken a lot about it in the House. However, with COP26 coming up in the UK, we must seize the opportunity to steal a march on the competition and become a pre-eminent world leader in hydrogen technology. I would like us to go further by introducing a vehicle capital financial support mechanism that applies to vehicle types where hydrogen has the potential to significantly reduce emissions. We should also introduce a financial support mechanism per kilo of hydrogen sold. That can be achieved quickly through the liberalisation of the renewable transport fuel obligation, which has recently gone out for public consultation. Further, we hope the hydrogen strategy will enable the development of a more refined scheme, such as, potentially, contracts for difference.

In addition, we should urgently develop hydrogen train schemes and use the 4,000-strong zero emission bus scheme to buy a large number of hydrogen buses to help kickstart investment in UK-made buses, as well as hydrogen production. We must modernise the bus service operators’ grant to align with the UK’s net zero ambitions and favour zero emission fuels over and above fossil fuels. We must commit to an explicit medium-term, zero emission freight deployment programme with vehicle deployment targets, and relax and clarify the conditions for hydrogen projects to qualify for the renewable transport fuels obligation, which will support the entire production and supply chain infrastructure needed for full hydrogen mobility. Combined, those policies have the ability to accelerate progress to net zero, stimulate private investment and create jobs across the Union, all with minimal taxpayer spend.

In future strategies, the Government need to acknowledge that there is carbon that we will have to get rid of at some point, and there needs to be a true way of recycling it. They also need to realise that some of that oil will get lost and carbon will be released, so we need to invest in offsetting that carbon usage. We will never get to zero carbon—net zero, but not zero carbon. In the strategy that is hopefully coming up, we need nature-based solutions and, potentially, carbon capture and storage. That needs to be at the heart of the strategy. We cannot ignore the elephant in the room: there is oil still in electric vehicles.

I commend the Minister for the work the Government have already done on critical minerals and hydrogen. However, without further decisive steps in both sectors, we risk losing out to the rest of the world, putting our net zero, energy security and economic growth at risk. We must see the rapid publication of the transport decarbonisation plan and the hydrogen strategy, which I think we are still waiting on. Every time I raise that with the Government, they say it will come soon. I hope it is sooner rather than later. We also need the critical mineral strategy. Industry, politicians and international partners are waiting. Now is the time to rise to the challenge and set the gold standard for transport decarbonisation.

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10:02 Jim Shannon (DUP)

I want to make a wee plug for Green biofuels. Coincidentally, I had a meeting yesterday with some representatives and friends who took the opportunity to make me aware of some of the points. These refer mostly to London, and I know the hon. Member for Kensington will be very aware of them. They informed me that out of a bus fleet of some 9,112 vehicles, only 318 are electric or fuel cell. There are 3,773 diesel hybrids, but the principal fuel source is still diesel. There are 5,011 diesel vehicles. They also informed me that the company Green Biofuels has recently entered into partnership with Thames tugs and barges and that some of them are now running on green biofuels. The point I am making is that there are other methods of decarbonisation, and we need to be considering green biofuels as one of those. I understand that green diesel and biofuels are used in generators at Glastonbury and the Hyde Park Winter Wonderland event.

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10:12 Gavin Newlands (Paisley and Renfrewshire North) (SNP)

The Government’s rhetoric on this is fantastic, with their 10-point plan and 4,000 electric buses. The UK was the first G7 country to legislate for net zero, although of course that was after Scotland had already done so. However, the Government’s actions simply do not follow the rhetoric, from the much-delayed investment in those electric buses, which I have spoken about many times in this place, through onshore wind, carbon capture and storage, rail electrification, and reductions in electric vehicle grants—without notice, I have to say—to the obscene grid charges levied on Scottish renewable projects mentioned by my hon. Friend the Member for Kilmarnock and Loudoun (Alan Brown).

The Government’s track record is poor. In the last debate in this Chamber, I asked the Minister when they would publish the long-awaited transport decarbonisation plan and I was told “shortly”. However, I think “shortly” has been the answer for quite a long time now, so I hope that when the Minister sums up she can give us an actual date for the publication of that plan, because it is needed as soon as possible.

Clean buses are one way to bring patronage back and show off what technology can do on our roads. We have also committed to decarbonise our rail network by 2035. As I speak, that work is ongoing with the East Kilbride to Glasgow railway line which is set to be electrified, with a subsequent boost in services to meet the growth in passenger demand. That is just the latest in the roll-out of electrification across Scotland’s railways, which has been in place for two decades. Airdrie to Bathgate, Stirling to Alloa, Larkhall and the Borders Railway have all been reopened since the re-establishment of the Scottish Parliament. Just yesterday, my colleague Graeme Dey MSP, Minister for Transport, confirmed the Levenmouth line reopening in Fife will be double-tracked and electrified from day one. Communities cut off from the mainline railway network for more than five decades will now have speedy, zero emission rail travel, linking with jobs and opportunities across Fife, the Lothians and the rest of Scotland.

This has not been a party political process. Progress has been supported across the parties at Holyrood, which is a recognition that for too long rail investment lagged behind when the sole responsibility was Westminster’s. Those roles have now been reversed, with Westminster lagging far behind Scotland when it comes to equipping our rail infrastructure for the 21st century and the challenge of decarbonisation. Over the last 20 years, Scotland’s rail network has been electrified at twice the pace of England’s rail network.

I was proud that the SNP’s manifesto at last month’s election included pledges on extending free bus travel, support for zero carbon bike travel and reducing car kilometres by 20% by the end of the decade. Of the cars remaining, we want as many as possible to be zero emission cars. That is why we have enhanced funding in Scotland for drivers switching to electric vehicles. We have enhanced home charge point funding of up to £350 over and above the Office for Zero Emission Vehicles funding. We also have interest-free car loans of up to £28,000 for new zero emission cars and up to £20,000 for used models.

There is still a significant gap between the price of regular combustion engine cars and electric cars, so as well as the various sticks that people talk of, we still need a significant carrot when we talk about electric and zero emission cars to make it easier for people to switch. It cannot just be the preserve of the well-off to switch to electric cars. I should declare at this point that I have made use of the schemes just mentioned of late. We have bought our first electric car and ditched two diesel cars in doing so.

According to the excellent report, “Pain points” by DevicePilot, the plans for 2021 are not particularly encouraging and are not going to change things too much, with a new charging point planned for every 2,741 people in London. The figure for the rest of England is one for every 19,159. In the east of England, the figure goes up to 38,000 people. Where is the levelling up or the building back greener for the rest of England? It simply does not exist. I hope the decarbonisation plan, when it is eventually published, will address that.

The Scottish Government have also pledged to increase active travel spending up to 10% of the transport capital budget over the lifetime of this Parliament. That should be transformational spending that could revolutionise how our towns and cities function and how people can connect. We have heard much more over recent months about 20-minute communities, where Governments and communities ensure that for most people services and shopping are within 10 minutes of homes without using a car. My colleague, Tom Arthur MSP, with whom I share some of my constituency, has been appointed Minister with responsibility for that in the Scottish Government. Tom will make sure that the drive towards 20-minute communities will have decarbonisation and a net zero future at the heart of each development across the country, working with communities to make sure that our high streets and centres are places with people rather than vehicles at their heart.

Decarbonisation is not and should not be just about tackling emissions and climate change. It should also be about making changes to our transport networks that rebalance our economy and naturally regenerate communities that for too long have suffered as carbon-based transport has dominated. Moving to net zero is also a move to greater fairness. It is the poor who are disproportionately affected by air pollution and climate change, the poor who are excluded from accessing services for want of private transport, and the poor who are disproportionately hit by poor quality or highly priced public transport.

Investing in decarbonised and sustainable transport is not just the right thing to do environmentally. It is fundamentally the right thing to do economically and socially if we are serious about social justice and building a fairer society and—dare I say it?—levelling up. Change will not come tomorrow and we will no doubt have many bumps along the way, but if we are to meet the challenges of a net zero country by the target of 2045, Scotland has to make that commitment and take those risks. I urge the Minister and the rest of the UK Government to learn from that and show the ambition that has the potential to transform the lives of people here in England for the better, too.

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10:22 Kerry McCarthy (Labour)

I agree with what the hon. Members for Don Valley (Nick Fletcher) and for Rother Valley (Alexander Stafford) said about the importance of electric buses, hydrogen, and the sourcing and manufacturing of batteries. These are real issues that we have to grapple with now. As has been said, decarbonising our transport sector is one of the most pressing challenges that we face as a nation, and we need more ambition and more action from this Government if we are to meet net zero. At the moment, whether it is the lack of a green recovery plan for our post-pandemic recovery or carbon budgets that will not be met through current policies, we are not seeing enough ambition or action from this Government. As the Scottish National party spokesperson, the hon. Member for Paisley and Renfrewshire North, said, the rhetoric is great—we cannot disagree with that—but where is the road map? Instead, we have a Prime Minister who talks green but then flies to the G7 in Cornwall, where climate change is high on the agenda, in a private jet rather than taking the train. What kind of signal does that send to world leaders ahead of COP26?

As has been said, transport is now the largest contributor to UK emissions. There has been real progress in areas such as energy, but we have not seen similar progress on transport. There has been a decade of inaction by this Government. According to the Climate Change Committee, surface transport contributed 24% of UK emissions in 2019, with aviation accounting for 8% and shipping 3%. I am glad that the Government have now said that they will look at including international aviation and shipping emissions when measuring our carbon footprint and on the agenda for COP.

I am also glad that one speaker in this debate has withdrawn and the other speakers, if anything, came in under time, because there will be lots of time for the Minister to answer questions, and I have quite a lot of questions for her. Obviously, the first one is, “Where is the transport decarbonisation plan?” We expected it to be published last year, and then we were told throughout this year that it would be published in spring. This Sunday marks the start of the summer solstice, so unless the Minister has a very big surprise up her sleeve for us in a few minutes’ time, it looks like that is another missed deadline. The hon. Member for Rother Valley talked about his frustration at constantly being told, “Soon, soon, soon.” That is something that we have come to expect from this Government: “Soon, shortly, spring.” When are we going to see the plan? I hope that it is very soon. Could the Minister also say whether, when the plan is published, there will be an oral statement in the House to accompany it? I certainly hope that there will be, so that MPs have a chance to ask questions.

We know that we urgently need to get polluting vehicles off our roads, get more people into zero emission vehicles, and get people back on public transport once it is safe to do so. Importantly—we have not heard very much about this so far this morning—we need to get people to engage more in active travel, whether that is cycling on conventional bicycles, e-bikes or e-cargo bikes, or walking. All of that will improve air quality, help lower emissions, reduce congestion, and improve physical health. With all the focus on technological developments, sustainable fuels and so on, I hope that people-powered travel—active travel—will not be overlooked.

I also challenge the Minister on the £27 billion that has been pledged to road building by this Government, and on the fact that the Transport Secretary overruled the advice of his own civil servants to conduct an environmental review of the policy. I hope that the transport decarbonisation plan sheds some light on how and if such carbon-intensive construction projects can be made compatible with our net zero emissions target.

We need the environmental impact assessment from the Department so that we can assess the carbon footprint of road building, and look at whether more sustainable materials can be used and whether the extent of the road building programme proposed by the Government is compatible with reaching net zero, or whether other decisions need to be made.

We desperately need a comprehensive strategy to guide the Government’s approach. We do not want to see in this plan only platitudes and declarations of intent; we need clarity about how the Government intend to boost zero emission vehicle sales, speed up the transition to sustainable fuels, including for aviation and maritime, and encourage more people to use public transport, which we must ensure involves clean, greener vehicles.

I would welcome any insight from the Minister as to what concrete measures we can expect to see. Are the Government considering a zero emission vehicle mandate, as recommended by the Green Alliance and Policy Exchange, to ease the transition to 100% new zero emission vehicle sales by 2030? Are they considering a sustainable aviation fuel blending mandate to incentivise production and the adoption of stable fuels derived from waste? Will we finally see the timeframe for the production and roll-out of the 4,000 zero emission buses promised by the Government? How does the Government’s consultation on cutting air passenger duty for domestic flights square with all of this?

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10:34 The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)

It is a huge pleasure to serve under your chairmanship, Ms Nokes. I warmly congratulate my hon. Friend the Member for Kensington (Felicity Buchan) on securing this landmark debate on the forthcoming transport decarbonisation plan. I welcome the opportunity to provide an update and set out the Government’s position on all matters raised.

As my hon. Friend the Member for Kensington started by saying, in 2019 we became the first major global economy to set a 2050 target to end our contribution to climate change and to achieve that net zero of carbon emissions. Our ambitious target to reduce our emissions by at least 68% by 2030, our nationally determined contribution under the Paris climate agreement, is among the highest in the world. It commits the UK to cutting emissions at the fastest rate of any major economy so far.

I will answer head on the question put to me by Opposition and Government Members—when are we going to publish the transport decarbonisation plan? We have done a huge amount of work on the plan, as I have said in this House many times, and we have a final draft. I am not satisfied with the draft because it does not meet the ambition we need in order to reach those incredibly challenging targets. It is my desire that, when we publish the plan, hon. Members will not be disappointed, and we will be able to ensure that we have taken into account the Climate Change Committee’s sixth carbon budget advice. I cannot give a date, I am afraid, so I cannot meet hon. Members’ challenges head on, but we are working through that at pace and intend to publish soon.

Nearly one in seven cars sold so far in 2021 has a plug. A driver is never more than 25 miles away from a rapid charge point anywhere along England’s motorways and A roads. We have 4,450 rapid charge points and 24,000 public charge points. We are providing up to £120 million for zero emission buses, adding to the £50 million already awarded to Coventry under all the all-electric bus city scheme. We will commit to spend £3 billion rolling out 4,000 zero emission buses during this Parliament. On active travel, we have committed—

Let me turn to electric vehicles, which were the focus of the speech by my hon. Friend the Member for Kensington. The key to decarbonising transport will be to roll out cleaner modes of travel that are affordable and accessible to all. I am delighted to see all the hard work she is doing in her constituency. It is by local engagement that Members of Parliament can play a vital role in ensuring that their local authorities are engaged in this. Many of these initiatives are delivered through local government funding.

We have an ambitious phase-out date to end the sale of all petrol and diesel cars by 2030. That is the most ambitious date of any country in the world. All new cars and vans must be zero emission at the tailpipe by 2030. We will be the fastest country to decarbonise cars and vans. There is no sign of buyer’s remorse.

On that ambition of before 2030, does the Minister accept that that means that energy policy has to align with that to get the electrification? That means that Ofgem must be mandated to deliver net zero and it means an overhaul of how energy is delivered. Is she discussing that with other Ministers? Does the transport decarbonisation plan interlink on that basis?

I am absolutely discussing that with fellow Ministers. The Department for Business, Energy and Industrial Strategy will be coming forward shortly with its net zero strategy, which will answer many of those issues about the electricity network.

To underpin our ambitious phase-out dates and to help achieve them, in November we committed to developing three key policy documents over the course of 2021. Those policy documents will specifically answer many of the questions that hon. Members have rightly posed to me. The first is a delivery plan that will set out key Government commitments, funding and milestones. That is for the 2030 and 2035 phase-out dates. It will deal with the question whether we will have a zero emission vehicle mandate. We are having that discussion inside Government at the moment.

We will set out an infrastructure strategy. That will set out the vision and action plan for the charging infrastructure roll-out that is needed to achieve our ambitious phase-out date successfully, and to accelerate the transition to a zero emission fleet. As part of this strategy we are working with local authorities, charge point operators and other stakeholders to ensure that our future charging infrastructure is practical, accessible, reliable and achievable, alongside outlining all the key roles and responsibilities for all actors in the EV charging sectors. It is clear that we need more charge points everywhere and this Government will set out how that will take place.

The charge point market has evolved over the past decade. Like my hon. Friend, I am a free-market capitalist, but of course Government has a role to play, hand in hand with the private sector, which is stepping up in an incredibly impressive way. They have a growing role in charge point funding, with areas such as home charging showing signs of maturity. We need to keep working hand in hand with the private sector, so we have committed to invest £950 million in future-proofing grid capacity along the strategic road network, to prepare for 100% uptake of zero emission cars and vans. We expect to increase the number of high-powered chargers across the network by 2035 to 6,000.

The vast majority of electric vehicle drivers choose to charge their cars at home overnight or, increasingly, at the workplace. We plan to support people to charge their cars at home, as my hon. Friend the Member for Kensington said. We are working closely with the Ministry of Housing, Communities and Local Government at the moment and we have consulted on plans to introduce a requirement for every new home to have a charge point, where there is an associated parking space. We will publish our response soon. We aim to lay regulations in Parliament in 2021—this year. That will make England the first country in the world to introduce mandatory charge points in new homes, again cementing our position as the global leader in the race to net zero.

My hon. Friend spoke about R&D, and we are world-leading in the automotive manufacturing sector. We have prioritised securing investment in battery cell gigafactories. That is key to anchoring the mass manufacture of electric vehicles in the UK, safeguarding green jobs and driving emissions to net zero by 2050. We must also create a circular economy for electric vehicle batteries to maximise the economic and environmental opportunities of the transition to zero emission vehicles. That is why we support innovation, infrastructure and a regulatory environment for the UK battery recycling industry. The £318 million Faraday battery challenge is about tackling those technical challenges of reusing and recycling battery components with the aim of making them 95% recyclable by 2035—up from 10% to 50% today.

We must also continue to support public transport as one of the most sustainable ways around. On rail, we are building on our Williams-Shapps plan for rail to decarbonise the rail network. We have already completed 700 miles of rail electrification in England and Wales, and we will continue to electrify more of the network in the years ahead. In the past year, there has been a meteoric rise in cycling and walking, and all of our policy development is aimed at embedding that shift. As I said, we are investing £2 billion to enable half of all travel in towns and cities to be cycled or walked by 2030.

We refer to that in the transport decarbonisation plan, but I am happy to write to the hon. Gentleman with a lot more detail. Synthetic fuels are an important part of our thinking on decarbonising the entire transport network.

In the Prime Minister’s 10-point plan, he announced £20 million of funding for pioneering UK freight trials. The hon. Member for Bristol East rightly mentioned freight. We want to test and develop primary candidate technologies for zero emission long-haul HGVs this year, and the role of hydrogen will be crucial as we aim to decarbonise the transport sector and put UK industry and technology at its forefront. Although it is in its infancy, in the UK we have one of the largest publicly accessible hydrogen refuelling station networks in Europe.

Our transport decarbonisation plan must not just change transport to be greener; it must make transport better for everyone, because transport is what connects people to opportunity, prosperity and each other. Our resolve in tackling climate change and ending the UK’s contribution to it could not be stronger.

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10:51 Felicity Buchan

I thank the Minister for that informative and ambitious update. I thank all Members, including the Opposition Front-Bench spokespeople, for their contributions. I am glad to hear that the transport decarbonisation plan is in its final phase and that the Minister wants to make it more ambitious. I am looking forward to that.

That this House has considered the transport decarbonisation plan.

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