Electric Vehicles: Transition by 2030

Sarah Olney Excerpts

Thursday 9th December 2021 Westminster Hall

[Wera Hobhouse (Bath) (LD)]

I beg to move,

That this House has considered the matter of support for the UK’s transition to electric vehicles by 2030.

It is a pleasure to serve with you in the Chair, Mr Twigg. I thank the Backbench Business Committee for granting the debate and all those colleagues across the House who supported the application for it. The topic has attracted a lot of interest, as demonstrated by the many emails I have received from a wide range of organisations, including the Institution of Civil Engineers, the Society of Motor Manufacturers and Traders, Imperial College London, UKHospitality, Energy UK and the British Vehicle Rental and Leasing Association. I also place on the record the report of the Select Committee on Transport, “Zero emission vehicles”, from July this year, and the Government’s response to it.

I welcome the Government’s deadline for the end of selling new petrol and diesel vehicles by 2030.

[Sarah Olney (Richmond Park) (LD)]

I congratulate my hon. Friend on securing the debate, and she is making an excellent speech. Does she agree that, since battery production is limited by the availability of lithium, the switch to electric vehicles will not be accessible or affordable to everyone who owns a petrol or diesel car, and that consequently the Government need to invest much more in alternatives to private car use? Does she further agree that, as a start, the Department for Transport should swiftly agree terms with Transport for London for a medium to long-term funding solution that will allow it to be financially self-sufficient?

[Wera Hobhouse]

Today, we are talking about electric vehicles as part of the transition to net zero, but I totally agree that modal shift to other and alternative forms of transport is required, including for public health reasons. During lockdown, many people found that walking or cycling, if they could, was a far more pleasant experience than sitting in a car, yet the large number of cars on our roads makes such modes of transport unsafe and keeps many people from looking into alternatives.

Imperial College got in touch with me, as I mentioned, to tell me that it is leading research into alternatives to lithium use in batteries. I cannot remember what it was—perhaps something like sodium. I encourage my hon. Friend and any Member interested in the subject to get in touch with the research team at Imperial College to find out more.

The cut-off point of 2030 in the UK and countries across Europe sends an unambiguous signal of change. Petrol and diesel, made from fossil fuel, are on the way out, for the simple reason that we must limit global warming to 1.5° C as soon as possible and by 2050 at the latest. There is no plan B. The transition from petrol and diesel-powered vehicles to vehicles powered by electricity is already happening. We are here today to raise the main issues we need to deal with to ensure the success of the transition. We have nine years from today to complete the transition—only a short time.

Like other Members present in the Chamber, I have made that leap and got my first EV. Like others, I believe that I am in a good place to contribute to the debate and to steer Government into making good policy choices for the next nine years, rather than not so good ones. To get the transition right, parliamentarians and Ministers must make informed choices, anticipating the consequences of our choices and welcoming scrutiny from outside and inside Parliament.

In the big debate on how to get to net zero, the Government have too often defended their inaction by saying that it is for the markets to make the transition work. I agree that Government do not have to deliver all the changes and investment, but they do have a crucial role to play in setting the right policy frameworks, from which the market and the private sector will take their cues.

While there is progress in EV uptake, substantial barriers remain, many of which have already been raised in Parliament. They include the high purchase price of EVs, the lack of charging points, and the fear of being caught short while travelling. They all act as a constraint and delay on the transition, with many people continuing with petrol and diesel vehicles. However, time is short, so today I want to dig down to address the structural problems that result in those barriers and delays.

The UK is actually in a good place to make the transition to net zero, and the transition to EVs makes sense only if they use zero-carbon electricity. As long as half of our electricity is made by burning gas, why should consumers switch to something that, from their point of view, is expensive, complicated and full of uncertainties? The consumer association Which? has found that just two in five drivers currently signal some intent to buy an EV. That must change. The first principle must be that all our electric power is made from renewables. That would be a big incentive to consumers to make the switch and take on the inconvenience, because they want to know that they are doing the right thing. It would be a terrible failing of Government if the people who commit to going electric find that their carbon footprint is nearly as bad as it was with their petrol or diesel vehicle.

Compared with many EU countries, Britain is wonderfully placed to produce power from wind and waves, but we need to upscale those technologies considerably. In 20 years, all our power—in fact, more than we need—could and should come from renewable energy. The Government must make that their first priority—no ifs, no buts. Renewable energy, and wind power in particular, needs to be 10 times larger by 2030. Will we be able to power all our EVs from renewables in 2030? The answer is a resounding yes.

Let me move to the challenges. Upscaling renewables has challenges, not least in upskilling the workforce to take up the new net zero jobs while those in the fossil fuel industries are going. That needs forward planning and co-operation with our higher and further education sectors. The upskilling of the workforce will include new jobs in the automotive industry and battery gigafactories. Further education colleges are open to and ready for the challenge, but the Government need to invest in vocational training courses at all levels.

The next challenge—it is a big one—is the national electricity grid. Increased production of electricity—probably at least threefold—will require power cables big enough to take the increased load. Our national grid was built decades ago for much lower electricity usage. Obviously, that problem is now owned by a private company. I leave solving that problem to the governing party that privatised it.

The national grid is a strategic network of cables bringing enough electricity to the edges of cities and towns, and then to the array of substations that feed streets in each community. A threefold increase in electricity usage is anticipated, with domestic demand increasing as gas is replaced by electric heating and cooking as well as EV charging, if that is done from home. In most cases, the existing 63 amps and 100 amps ratings should be sufficient; the real problem is in the grid. Every home will be using more electricity, but the grid will overload if too many homes are taking close to the maximum power. There is no hiding from the reality of the big investment needed in our national grid for the laying of big, new cables, building new substations and upgrading existing substations for the increased load.

The wait for grid investment is the single biggest delay factor in rolling out EV charging. The Society of Motor Manufacturers and Traders has undertaken analysis showing that between 689,000 and 2.3 million public chargers are required. I will go further. The Transport Committee has recommended that the planning Bill should

“make public charge point provision a requirement of local plans”

and that the electricity network must be assessed for weak spots. In 10 years, most vehicles on the roads will be EVs, and in 20 years nearly all of them will be, so when we put in new grid infrastructure, it needs to be enough for every car in the future, not just for those that are on the road now. It is disappointing that the Government have only partially accepted the recommendations of the Transport Committee, meaning that we will have to fight for every penny, that investment in the grid will come later rather than sooner, and that we are always going to be behind the curve. We need to plan ahead.

The biggest concern for current EV owners, some of whom are in this room, and future owners is how to charge their vehicles. Let me deal with home or near-home charging first. Imagine two different homes: the first is a home with its own off-street parking, and the second is a home with a pavement or more between it and its parking space, especially terraced housing or flats. In the first example, the charging can be done by the owner from their own electric supply; in the second example, the owner needs to use a supply offered by the local council, which in most cases owns the pavement and the road. We need a complete solution for both. It is obvious that for the home with its own off-street parking, the charging solution is in the hands of the owner: the Government do not need to get involved unless they want to subsidise the equipment. However, homes without off-street parking require Government and especially local government to play a key role.

As has been said by the Transport Committee and many others, the variation in EV charging prices is a problem. The price of electricity is about 20p per kilowatt for charging from the home. I believe that the price for the second group of owners who need on-street charging should be almost the same, but the current prices usually range from 30p to 40p per kilowatt. That is not acceptable: it is discriminatory against many of the people who need the most help and encouragement to move to electric vehicles. For us to achieve 20p per kilowatt for street or car parking charging, it will need to be run as a not-for-profit public service. That is the role of the local authority, but it will need funding, investment, and the full co-operation of National Grid.

On a positive note, providing that service will bring out the best in local government through decisions and actions taken in close consultation with, and with the assent of, the local communities that they serve. Councils up and down the country have declared a climate emergency and have committed to net zero by 2030. My own council of Bath and North East Somerset is fully committed to deliver a big roll-out of EV charging, but it cannot because the grid capacity is not there. I am delighted that the Society of Motor Manufacturers and Traders agrees that we need

“A national strategic plan delivered locally to uplift the number of chargepoints and ensure the right type of chargers are in the right places.”

In my own city of Bath, there are cars parked bumper to bumper on residential streets. In 10 years, every single parking space should have a charge point, a little bit like the old car parking meters we once had. There should still be some connections there. Let us put in this infrastructure all at the same time, at much better value for the taxpayer, rather than doing it piecemeal.

The final piece of the jigsaw for EV charging is away-from-home charging. How easy could it be to convert the current network of petrol stations to fast-charging hubs? Yes, it takes an hour or even a bit more to charge fast, but combined with a meal or a snack, it could be perfect. Once again, there will be the need for substantial investment in the grid, as fast charging uses a lot of electricity very quickly. I had a meeting with representatives of the Highways Agency a couple of years ago when they were planning for a new highways network. I asked them about planning for the laying of big cables, but they said that that was not the Highways Agency’s responsibility. I could not believe it: if we are planning to build new roads, we should surely bear in mind the fact that the cars on those roads will be electric and will need charging. If everyone knew that they could pull up into what used to be a petrol station and is now a fast EV charging station, the fear of being on the side of the motorway with a dead battery would disappear.

The Transport Committee has already begun scrutiny of the Government’s Project Rapid, their £950 million charging fund for strategic sites. It is clear that the levels of ambition and funding are well below what is needed. To use a driving metaphor, we need to be driving this transition at 70 mph and not going along at a pedestrian pace. The Liberal Democrats pledged a financial investment of £100 billion during this Parliament for the transition to net zero. We are way off that mark.

In conclusion, by 2030 we can become a country where fossil fuels are no longer used for private transport. To do that requires political leadership. That we need alternatives to car use, as my hon. Friend the Member for Richmond Park (Sarah Olney) points out, and to bring in modal shifts and societal change away from our dependency on cars in addition to the EV transition, goes without saying. There is no planet B. Let us speed up and deliver the change.