Electric Vehicles: Infrastructure

Gavin Newlands Excerpts

Wednesday 22nd February 2023 Westminster Hall

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

That is the aim, Mr Bone. It is a pleasure to see you in the Chair. I congratulate the hon. Member for Winchester (Steve Brine) on securing the debate and highlighting a crucial part of these islands’ journey to net zero.

As has been highlighted, the hon. Gentleman posed a question: are we really ready to transition to zero-emission vehicles? As the hon. Member for North Antrim (Ian Paisley) said, any objective respondent would have to say an emphatic no. I hear what he said; having studied the figures many times over the last few years, I know that those for Northern Ireland are atrocious. I certainly would never have switched to an EV if I was living in Northern Ireland with that network. His points about road pricing were also well made.

The right hon. Member for Orkney and Shetland (Mr Carmichael), who is no longer in his place, made a good intervention about excess renewable energy and problems accessing the grid. That is becoming an ever-increasing problem, and the Government and National Grid need to get a grip on the issue of the grid. The hon. Member for Bristol East (Kerry McCarthy) spoke of the improvements to charging and the strategic road network in Scotland.

I agreed with almost every word that the hon. Member for South West Bedfordshire (Andrew Selous) said. This is one of the very few debates in which I have listened to Conservative Members and found it hard to disagree with a single word. Well, the Minister is still to speak, but hitherto I have not disagreed with a word that a Conservative Member has said. [Interruption.] It is probably me who needs to resign, rather than the hon. Member.

My Scottish colleague, the hon. Member for Caithness, Sutherland and Easter Ross (Jamie Stone), made some very good and fair points about charging. The highlands—apart from Altnaharra—have benefited from enhanced infrastructure over the last few years, compared with probably anywhere else in the country outside London. In my county, Renfrewshire, we still have free public chargers. We are moving to a paid model, but at a reasonable price. The figures that he mentioned seem quite high when we are trying to move people over to electric vehicles.

The hon. Member for Ellesmere Port and Neston (Justin Madders) spoke of the discrepancy between domestic and on-street VAT, which the Government need to get a grip on. Lastly, the hon. Member for Bath (Wera Hobhouse) spoke of a different inequity in charging infrastructure—not just from a postcode lottery point of view, but for those homes without a driveway on which to park their car.

I am the SNP member of the Transport Committee, which has been engaging with this subject over a number of years, including in our current “Fuelling the future” inquiry. The resulting report was agreed just yesterday and will be hitting the bestseller list any day. It is clear that Scotland has led the way compared with England and, indeed, the rest of the UK outside London; London has had great results for some time. Over the last year, the number of public charging points per capita has increased by no less than 33% in Scotland. That is ahead of England, even allowing for Scotland’s head start. Inner London has largely dragged England’s figure along with it.

The hon. Member for North Antrim mentioned the figures for rapid chargers. We have 73% more rapid chargers per capita than south of the border, and in just the last quarter of last year there was an increase of 15% in the number of rapid chargers. The UK Government’s target of 300,000 public chargers by 2030 is looking more and more like a pipe dream rather than a reality in making the switch to net zero. We can also see the difference that a wider network of public chargers makes to the uptake of battery electric vehicles. In the year to September 2022, there was a 16% higher increase in the number of EVs on the road than there was in England. There is still a great deal to do in Scotland, and an ever-diminishing timeframe in which to do it, but that progress should be encouraging.

I have said many times here and in the main Chamber that the Scottish Government’s approach should be exported down south, because they are doing something right while the UK Department for Transport is lagging behind. Moreover, if the UK Government were to get anywhere near their annual targets for charger installations, that would allow Scotland to ramp up our charger installation to a point where we were getting close to the required amount. 

We are also lagging miles behind Norway, where more than 50% of new car sales are now fully electric, with another quarter coming from hybrid. They are on course to meet their goal of phasing out all private petrol and diesel cars within the next two years, which is a phenomenal achievement in such a short period of time. I would say this, wouldn’t I?—but imagine that: a small, energy-rich, independent northern European country with control over its own finances and infrastructure, setting ambitious targets and taking the radical steps needed to meet those targets. It will never, ever catch on.

[Jamie Stone]

We were doing so well until then.

[Gavin Newlands]

We can’t agree on everything!

On electric public transport, it is only due to the Scottish Government’s continual action that the UK Government feel able to proclaim that they might meet the 4,000 buses targets set by the previous, previous Prime Minister, three years ago. Only this week Ayrshire has benefited from another two dozen zero-emission buses serving local communities, which will be on the road next month—they are not added to the stats while awaiting a tender, which I am afraid has been the Department for Transport’s way of pockling the stats whenever anyone—more often than not, me—asks how the 4,000 buses target is being met.

The former Prime Minister may have forgotten the words, but the wheels on the electric bus are very much going round and round in Scotland. Indeed, without the hundreds of buses funded under the Scottish Government’s ScotZEB and SULEBS—the Scottish zero emission bus challenge fund and Scottish ultra-low emission bus scheme —the UK Government’s target would be in tatters, despite them having no control over those Scottish schemes.

Even with smaller-scale initiatives, such as the extra financial support available for domestic charge points in Scotland compared with elsewhere, there is a clear gap, and it shows no sign of being closed. That extra support for domestic infrastructure is particularly well targeted to rural areas where the additional need for state support in transitioning to electric is well recognised.

I should declare that, as an EV owner myself, I was able to access the interest-free car loan scheme in Scotland that was available at the time, in addition to the home-charging top-up grant. That is the key difference in approach. When we have such important environmental targets on shifting drivers over to zero-emission cars, which are still usually more expensive—some often far more expensive and beyond the reach of most households —we need a Government that make zero-emission driving available to all without slashing and then ultimately removing any carrot they had dangled before the market was mature enough and costs low enough to ensure much more equitable access.

Whether it is rural or urban, what is clear is that, across a spectrum of measures, the UK Government’s offering is just not up to scratch, either to fulfil current needs or to take on board future demand. On the Government’s 300,000 chargers target, with current figures, we need to install 32,860 per year to meet that target. Last year, despite an increase on the previous year, 7,680 were installed. That is miles behind the target, and that sort of progress will prevent the phasing out of petrol and diesel cars by the same year.

There is still time to ramp things up and accelerate deployment. As I said, the Transport Committee’s “Fuelling the future” report will be out shortly, but we can look at its “Zero emission vehicles” report from 2021, where we see recommendations that have been ignored by this Government. It was an excellent report, ably drafted by the Chair at the time—I am not sure what happened to him.

Time is against me, so I will raise two or maybe three points from that report. The Committee recommended that the Government intervene to support the second-hand market in electric vehicles. The Scottish Government did that with their interest-free loan scheme. The Committee recommended that all charge points should be interoperable. We spoke about that point at length, but we are getting nowhere fast on interoperability. People who rely on public charging infrastructure should get value for money. Finally, and more importantly, the Government have to address the discrepancy between the 5% VAT and the 20% VAT incurred at public charge points.

I hope to hear the Minister address his own report when he responds. I hope he does respond to those issues, because if we are serious about a net zero economy, it cannot just mean action at one end of the supply chain for the end consumer. It has to include an industrial strategy that reflects innovation and modernisation of production and supply. Unfortunately, that is currently just not happening in the UK. We are falling way behind the curve. We need to make Project Rapid move a little less glacially, and we need to do so as soon as possible.