Decarbonising Aviation

Gary Streeter Excerpts

Tuesday 21st September 2021 Westminster Hall

[Sir Gary Streeter (in the Chair)]

Before we begin, I encourage Members to wear masks when they are not speaking. This is line with Government guidance and that of the House of Commons Commission. Please give each other and members of staff space when seated and when entering and leaving the Chamber.

[Fleur Anderson (Putney) (Lab)]

I beg to move,

That this House has considered decarbonising aviation.

It is a pleasure to see you in the Chair, Sir Gary. I thank colleagues for taking the time to participate in this important debate, which my constituents, and no doubt those of all Members, will be watching with interest. My constituents in Putney are under the flightpath and they have plenty of opportunity to have a close connection with planes.

If we are to achieve our net zero ambition and turn the tide in the fight against climate change, we need to fight on many fronts. Aviation is a front we simply cannot retreat from. I am sure the Minister is ready with a list of the ways in which sustainable aviation fuel is going to save the aviation industry, but I hope to hear more than that: about how we can incentivise alternative ways to travel, or not travel, and a new commitment to look again at Heathrow expansion, as it is not compatible with the decarbonisation strategy published in July. Sustainable aviation fuel alone will not mean that we can head off into a new era of guilt-free flying. We must also have a reduction in flights and an associated increase in public transport, if we are to achieve net zero at the necessary speed.

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[Kerry McCarthy (Bristol East) (Lab)]

Thank you, Sir Gary, it is a pleasure to see you in the Chair. I congratulate my hon. Friend the Member for Putney (Fleur Anderson) on securing what is a very important and timely debate, given that only a few weeks remain until the UK hosts COP26, where transport emissions will, of course, be a key item on the agenda. We have heard some excellent and informative speeches, including those by my hon. Friend the Member for Putney, my right hon. Friend the Member for Hayes and Harlington (John McDonnell) and the hon. Member for Richmond Park (Sarah Olney), who spoke out against the expansion of Heathrow. Other Members talked in more detail about proposals to decarbonise aviation and some of the obstacles in the way.

Given that it remains the largest contributor to UK emissions, decarbonising our transport sector must be a priority for the Government. Aviation is a key part of that and accounted for 7.3% of UK emissions in 2018. Sadly, we have seen the progress on decarbonisation of transport flatlining over recent years. Progress has been made in some areas, such as in decarbonising the energy sector, but it is disappointing that so little has been done and so little progress has been made on transport.

Aviation is one of the most difficult sectors to decarbonise, but as we have heard from hon. Members, particularly the hon. Member for Angus (Dave Doogan), there are solutions. There are sustainable aviation fuels derived from waste; there are electric or hydrogen-powered planes for at least short-haul journeys in the foreseeable future; and there is airspace modernisation.

Ministers in Westminster Hall debates probably hate it when speeches finish early, so there is more time for them to answer. Normally, they can say, “Well, if only I had time to answer all these questions—”. I will ensure that the Minister has lots of time to answer what are quite a few questions from me and other Members.

Where are we on some of the things that are out there? For example, the EU is proposing to mandate the use of blended aviation fuel, and the UK is consulting on more ambitious proposals. Can the Minister update us on that?

On airspace modernisation, I know the Government have committed some funding to sponsors. When I took on the green transport brief, I was sceptical about technological solutions to aviation. I thought it was just a way of deflecting the conversation from managing or reducing demand. Having met lots of companies that are involved in this space, I now see that there is potential, although with the limitations that various Members have mentioned in terms of battery weight, hydrogen storage and the whole debate about carbon capture and storage. I have come to realise that there is more potential than I thought, albeit quite far into the future and not current enough to address the issues that we need to address today.

When I first had a conversation about airspace modernisation, I was fascinated at the extent to which straightening out air travel and avoiding a huge amount of banking, particularly above Heathrow, could make a difference. Can the Minister tell us where we are with that?

I would also like to hear the Minister address future funding for the Aerospace Technology Institute. People who are developing new technologies appreciate the funding that they have had, but will there be an ongoing source of funding? Will that be covered by the spending review? Moreover, a whole raft of airport infrastructure would be needed to support the use of hydrogen planes, so how would that be funded? That is my last question for now, although I will probably have more as I go on.

As I have said, a lot of these developments are for quite far into the future. There is potential for electric planes to be used for short-haul flights and for hydrogen-fuelled planes to be used for longer flights. I am not convinced that there is an answer for the longest haul flights as yet, but action needs to be taken now on emission reductions, and that means that difficult decisions have to be made on capacity and demand management.

The Labour party’s position on Heathrow is clear: the new runway would not meet our four tests on air quality, noise pollution, national economic benefit or our climate change obligations. That is where we stand on that.

I was pleased that we finally have the transport decarbonisation plan. I waited a long time for it and kept being told that it was due shortly. There is good stuff in it on electric vehicles and heavy goods vehicles, but it falls short on aviation. As the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) has said, there are so many consultations and, while it is important to consult, they can be a way of kicking things into the long grass when we need urgent action now.

The targets to achieve net zero emissions for domestic aviation by 2040 and for international aviation by 2050 are welcome, but as the hon. Member for Brighton, Pavilion (Caroline Lucas) mentioned, they rely heavily on carbon offsetting. That is problematic for a number of reasons. Carbon capture and storage technology is by no means guaranteed to reach a point at which it can be relied on to offset a significant amount of emissions, particularly if other sectors also need to rely on offsetting. More natural carbon solutions such as tree planting do, of course, have a big role to play in offsetting emissions, but rapidly increasing rates of deforestation—whether from deliberate destruction, or from wildfires in many parts of the world—mean that we cannot rely on that either.

Back in July, I asked what proportion of carbon offsetting in aviation is expected to come from engineered carbon removal and storage, and what proportion is expected to come from natural carbon solutions. At the time, the Minister said that the Government did not know, so is he able to enlighten us further today? It is really worrying that the Government cannot come up with a response to that question, because even in its more optimistic scenarios the Climate Change Committee projects that over 20 metric tonnes of residual carbon emissions from aviation in 2050 will have to be offset elsewhere. That figure amounts to about half of the 40 metric tonnes of CO₂ attributed to aviation in 2019. With such a large proportion of emissions depending on offsetting, we need certainty about the pathway to achieving these targets, not vague projections and a reliance on technology that may not be ready in time.

I am concerned that this focus on offsetting stems from a refusal by Ministers to even contemplate demand management measures when it comes to aviation. We know that aviation has had an incredibly difficult year and a half due to the pandemic, as my right hon. Friend the Member for Hayes and Harlington (John McDonnell) has said. That is partly due to a refusal by the Government to put forward a climate-conditional support package to get the sector back on its feet, as Labour has repeatedly demanded.

Once travel rates return to pre-pandemic levels, we have a responsibility to the planet to ensure that demand does not soar to unsustainable levels and undermine progress towards reaching net zero emissions, but the Government are simply ducking the decisions they need to make in this area. In its 2021 progress report, the Climate Change Committee recommended that the Government act to ensure there is no net expansion of UK airport capacity. However, just weeks ago, the Government refused to reassess the airports national policy statement, which would have provided an opportunity to do just that.

The CCC also recommended that the Government reform aviation taxes to ensure that aviation journeys are not cheaper than surface transport, as a few hon. Members have already mentioned. However, at the moment, the only open consultation on aviation taxes is advocating reducing air passenger duty on domestic flights, in contrast with the regular hikes in rail fares. That is clearly a ludicrous prospect in the middle of a climate emergency, and it is only made worse when we read the small print and see that this tax reduction would also apply to private jets. There can be absolutely no rationale for that. Any Government serious about decarbonising aviation and setting an example ahead of COP26 would immediately scrap those plans, and I would welcome it if the Minister could explain how on earth a tax cut for the most polluting form of transport can be compatible with a trajectory to net zero. We should be investing in rail instead.

The Government have also repeatedly refused to consider a frequent flier levy to address the fact that 70% of UK flights are taken by the wealthiest 15% of the population. That clearly needs to be addressed. Representations have also been made to me about whether zero air passenger duty on zero emission flights would be one way of stimulating that sector, but I know that that prospect is some way in the future.

With the COP26 climate conference just a few weeks away, it is time for Ministers to face the facts on aviation and stop relying on vague future predictions that will simply not deliver in the timescale we need them to. The climate crisis is worsening every day. Aviation has to play its part, and I hope that today the Minister will come up with answers—things that will start to make a difference now, not decades in the future.

[Sir Gary Streeter (in the Chair)]

I remind the Minister to leave three minutes for the mover of the motion to respond.

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[Robert Courts]

The hon. Lady makes a very good point, and I am grateful to her for it. I have a great deal of sympathy with people who ask for the membership of the Jet Zero Council. We have to have a finite number of people on the council, simply because it is a technical body and has to be able to produce results, but trade unions are involved in the sub-groups, which I will spend a moment talking about, particularly to put right some of the misunderstandings.[Official Report, 29 November 2021, Vol. 704, c. 8MC.]

In June, we had the successful third meeting of the Jet Zero Council. The hon. Member for Putney said that she was disappointed that it had not met. I know what she means, but I ask her to remember that it is a plenary body. Perhaps there has been a misunderstanding; I hope I can put it right. At that stage, the Transport Secretary announced plans to formalise and broaden the zero emission flight delivery group, and to establish new sub-groups on ground infrastructure, regulation and commercialisation. I will come to the sub-groups in a moment.

Emma Gilthorpe, the Jet Zero Council chief executive officer, has established new governance arrangements and is really driving them forward. There are two key workstreams at present: sustainable aviation fuels and zero emissions flight. She has also been holding the momentum in between the council meetings because, as we all know, often the work takes place in between, rather than at, meetings, at which people report. If I can put right the misunderstanding that the hon. Member for Putney perhaps fell into inadvertently, the most recent meeting was the 29th meeting across the council’s delivery groups, sub-groups, steering group and plenary council. I hope that that helps and reassures the House about some of the things that we are doing.

I want to spend a few moments talking about sustainable aviation fuels, because they are so important. This is where I will come to the points made by the hon. Member for Bath. It is possible to drop fuels into existing aircraft types, and the synthetic fuels that she mentioned are a form of sustainable aviation fuel. That is part of the mix that is being considered. As I will explain in a moment, the Government are essentially providing the initial money to develop all of those things. I will give her another good example in a moment. This is the sort of thing that we often read about in the papers—turning waste into jet fuel, for example, which is one good example of what can be done with waste, although I accept that perhaps there will be a need for more than that.

The Prime Minister’s 10-point plan announced a package of exciting measures that are designed to introduce the production and use of sustainable aviation fuel. The £15 million “Green Fuels, Green Skies” competition aims to support innovative SAF production technologies at commercial scale, so that they can be produced in the UK and then reduce emissions in the UK. Eight projects have recently been shortlisted for funding. If hon. Members would care to look at the website—I think that the hon. Member for Bath will be particularly interested—they will see that the first project listed, which was in July, combines carbon dioxide captured from the atmosphere with water. It is direct air carbon capture and storage, which I think is what she was asking me about. That is one of the shortlisted projects. Essentially, the answer to her question, “Are synthetic fuels being considered as part of SAF?”, is that they are certainly part of the technological mix, and what we are doing is putting in the money to see them developed. I hope that answer assists her.

The £3 million for a SAF clearing house to build and further develop UK testing and certification expertise is a big part of this process as well. We have also finished consulting on proposals for a sustainable aviation fuels mandate to drive the development and uptake of SAF, which also provides greater support for the development of synthetic fuels, which the hon. Member talked about, as we look to maximise their development.

The consultation sets out a variety of potential SAF uptake scenarios, going up to 10% SAF by 2030 and 75% by 2050, but I am really keen to emphasise the point that the hon. Member for Paisley and Renfrewshire North made, which is that this is not fantasy stuff—it is happening right now, as we heard from him when he talked about the recent British Airways flight to his constituency.

I will try my best to respond to everyone’s points, Sir Gary; I am conscious that I may run out of time, as I want to leave some time for the hon. Member for Putney to respond to the debate.

[Sir Gary Streeter (in the Chair)]

You are doing a good job.

[Robert Courts]

On zero emission flights, we are working with the Department for Business, Energy and Industrial Strategy on the new aircraft technology that we have all heard a great deal about today.

The Government have invested heavily in aerospace research and development—£3.9 billion of match funding, from 2013 to 2026, guided by the Aerospace Technology Institute. The hon. Member for Angus listed some of the great British aircraft from the past—we could be here all afternoon talking about those—and our plans for the future. The right hon. Member for Hayes and Harlington said how much he had enjoyed that speech; well, there is plenty more where that came from, if he would like to listen to the hon. Member for Angus and me talking on the subject.

The FlyZero project is one of the key projects run by the ATI. The hon. Member for Richmond Park made some very good points—I agree with many of the points she made—about the excitement generated by the new technology. We have heard about the Airbus project, which is one of the projects on the way. I saw ZeroAvia’s first flight of a hydrogen aircraft last year; ZeroAvia is now working on a 19-seater. Nuncats has a solar-powered battery aircraft, which I saw at Old Buckenham recently. It is very exciting, particularly for connecting people in the developing world. I also recently saw Ampaire’s electric flight from Exeter. That is particularly exciting when we consider the novel uses of this technology.

The hon. Member for Angus asked about battery technology. He is right, of course, that batteries are very heavy, which is a big challenge. Does electric play a part? Yes, it probably does. Does hydrogen play a part? Yes, it probably does. But it is probably not for a Government Minister to say so at this point. What we should be doing, and I suggest that we are doing it, is to put the money—the R&D funding—in place, so that we find out what the answer is. As I have said, electric probably plays a part. The hon. Member rightly talked about the work that Highland and Islands Airports Ltd has been doing, and the hon. Member for Paisley and Renfrewshire North talked about the work that Loganair has been doing. Both companies are world-leading.

The hon. Members for Paisley and Renfrewshire North and for Strangford both told us about the reality of this interconnected world and the importance of aviation. Batteries and electric may well play a part in the sorts of journeys that they make.

We are continuing to look at these detailed plans. As part of the Prime Minister’s 10-point plan, the zero emission flight infrastructure was launched recently, and there are many innovative ideas coming forward to progress R&D. We will announce some more successful projects shortly.

I think that the hon. Member for Bristol East asked me about the emissions trading scheme at one point. Perhaps she did not and I misunderstood her, but I will tell her about it anyway. The scheme will cover all domestic flights, flights from the UK to the European economic area and flights between the UK and Gibraltar, and it goes further than the EU scheme that it replaces. We have reduced its cap by 5% and we will consult on putting it on a clear net zero trajectory.

I am very keen to stress that this is not a domestic-only issue; it is a global problem that requires a global solution. We are continuing to work with the International Civil Aviation Organisation in particular to make sure that we drive the ambition and do the technical work on the feasibility of this long-term goal.

Through ICAO, we are also leading members of the carbon offsetting and reduction scheme for international aviation, which is the first worldwide scheme to address CO₂ emissions in any sector. We are strong supporters of that, although I accept what hon. Members have said, that we cannot rely on that alone. None the less, in the short term it is probably part of the picture. COP26 gives us a great deal of ambition to show how we are leading on this. I look forward to explaining more about that in due course.

I will say a word or two about airport expansion. We take our commitments on the environment very seriously. I will quote from page 38, paragraph 3.41, of the jet zero consultation document, with regard to the impact of covid:

“even if the sector returns to a pre-COVID-19 demand trajectory, as we have assumed in our analysis, we currently believe the sector can achieve Jet Zero without the Government needing to intervene directly to limit aviation growth. The industry’s need to rebuild from a lower base is likely to mean that plans for airport expansion will be slower to come forward.”

We built that into the consultation process. I hope that hon. Members got that reference; I can provide it, if need be.

The hon. Members for Putney and for Richmond Park and the right hon. Member for Hayes and Harlington made a number of points about Heathrow expansion. They made their arguments with great courtesy, passion and power. The Government have been clear that Heathrow expansion is a private sector project, which has to meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable and delivered in the best interests of consumers. I hope they will understand that I cannot comment any further, in case there were to be a planning matter that would prejudice any further consideration by Ministers. None the less, I refer to that section in the jet zero consultation.

I am conscious that I am now out of time. I hope I have dealt with all queries from right hon. and hon. Members. If I have not, I will do my best to do so in writing later. I hope that what I have outlined today has made it clear that jet zero is a priority for the Government and that we are delivering on it with great enthusiasm and pace.