Asked by: Louise Haigh (Labour - Sheffield, Heeley)
Question to the Department for Transport:
To ask the Secretary of State for Transport, if he will list the (a) studies, (b) reports, and (c) research currently being conducted by his Department and the estimated date of publication of each.
Answered by Andrew Stephenson - Minister of State (Department of Health and Social Care)
DfT is committed to evidence-based policy making, and so as part of its business as usual activity, undertakes a wealth of research and conducts studies to inform decision-making in specific policy areas. This includes areas such as Transport Security Resilience and Response, Road Safety, National and High Speed Rail, Electric Vehicles, Local Transport, and Aviation and Airports. Specific pieces of research/ studies (not exhaustive) due to be published in 2022 include: Retrospective evaluation of key Office for Zero Emission Vehicle schemes, National Evaluation of the E-scooter Trials and In-depth Research into Confidence in Public Transport.
In addition to policy-led research to support specific modes, the department conducts cross-cutting research, development and innovation (see DfT’s Science Plan for more information). Often, this is to support delivery of its strategic priorities such as decarbonisation and in response to emerging issues, like Covid-19. The department publishes its Areas of Research Interest each year which sets out its strategic evidence and research needs for the medium-long term to help achieve DfT’s wide-ranging and ambitious objectives.
The department is committed to publishing the social research and evaluation studies it commissions to inform its policies and projects. Studies will be published at the final report stage after thorough analytical review of their findings has been completed, including peer review where appropriate. Interim outputs are not published routinely. As a guideline for publication timing, we follow the Government social research publication protocol.
In terms of upcoming reports, the department is hoping to publish a number in 2022 which will bring together research into a number of key areas. These include, the UK’s EV Infrastructure Strategy for 2030 (our long-term plan for a world-leading charging infrastructure network across the UK), Course to Zero (aimed at achieving net zero emissions in the UK domestic maritime sector by 2050), Aviation Jet Zero (our vision for how the aviation sector will reach net zero aviation by 2050), and a Low Carbon Fuels Strategy (a strategy on the deployment of low carbon fuels across different transport modes in the period up to 2050).
Asked by: Lloyd Russell-Moyle (Labour (Co-op) - Brighton, Kemptown)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what (a) financial and (b) other resource support the Government has provided to the drone industry to assist integrating drones operating beyond visual line of sight into UK airspace; and what plans he has for the future of drone use in the UK.
Answered by Robert Courts - Solicitor General (Attorney General's Office)
Government is working with and supporting industry to develop the drone industry. A key programme is the Future Flight Challenge that is a joint government and industry investment of £300m to develop greener ways to fly, such as all-electric aircraft and deliveries by drone, by advancing electric and autonomous flight technologies.
In addition, government supports specific focused projects such as the £1.2m Drone Pathfinder Catalyst Programme that looks to support integrating drones into UK airspace by bringing together drone providers and end users to demonstrate innovative drone use cases, helping to inform regulatory development; and the Civil Aviation Authority’s Innovation Hub sandbox supports the testing and trialling of innovative unmanned aircraft operations and flights beyond visual line of sight to take place in a safe environment and in collaboration with the regulator.
Asked by: Kerry McCarthy (Labour - Bristol East)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what assessment he has made of the role of airports in acting as hydrogen hubs to increase production and distribution capability.
Answered by Robert Courts - Solicitor General (Attorney General's Office)
My Department works closely with the Department for Business, Energy and Industrial Strategy on decarbonising aviation and technology, including through the Jet Zero Council.
The Government is supporting the development of new low and zero-carbon emission aircraft - co-investing £3.9 billion with industry in aerospace research and technology from 2013 to 2026 through the Aerospace Technology Institute (ATI) Programme. The recent Spending Review has extended our commitment to co-invest in aerospace by guaranteeing funding for the ATI Programme to 2031. Government is also funding the £15 million ATI-led FlyZero project. This in-depth research study has brought together experts from across industry and academia to explore the potential for zero-carbon emission aircraft.
As part of the Prime Minister’s Ten Point Plan for a Green Industrial Revolution, the Government is supporting research into Zero Emission Flight Infrastructure through £3 million of funding this financial year. This includes research activity on the integration of hydrogen into airports. In September, we announced the award of fifteen grants to organisations as part of this project, the details of which may be found on www.gov.uk here:
Winners of £3 million zero emission flight aviation competition announced - GOV.UK (www.gov.uk)
We are also investing up to £125 million, matched by £175 million from industry, in the Future Flight Challenge, to enable the use of new forms of electric and autonomous aircraft.
To deliver on the opportunities presented by hydrogen across the economy, including in aviation, the Government published the first ever UK Hydrogen Strategy, alongside policy detail on its support for low carbon hydrogen production across the UK.
This package details the key steps needed this decade to deliver our ambition for 5 giga watts of low carbon hydrogen production capacity by 2030 and sets the context for a further scale up on the way to net zero.
Asked by: Kerry McCarthy (Labour - Bristol East)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what steps he is taking to support the development of airport infrastructure for zero emission technology.
Answered by Robert Courts - Solicitor General (Attorney General's Office)
My Department works closely with the Department for Business, Energy and Industrial Strategy on decarbonising aviation and technology, including through the Jet Zero Council.
The Government is supporting the development of new low and zero-carbon emission aircraft - co-investing £3.9 billion with industry in aerospace research and technology from 2013 to 2026 through the Aerospace Technology Institute (ATI) Programme. The recent Spending Review has extended our commitment to co-invest in aerospace by guaranteeing funding for the ATI Programme to 2031. Government is also funding the £15 million ATI-led FlyZero project. This in-depth research study has brought together experts from across industry and academia to explore the potential for zero-carbon emission aircraft.
As part of the Prime Minister’s Ten Point Plan for a Green Industrial Revolution, the Government is supporting research into Zero Emission Flight Infrastructure through £3 million of funding this financial year. This includes research activity on the integration of hydrogen into airports. In September, we announced the award of fifteen grants to organisations as part of this project, the details of which may be found on www.gov.uk here:
Winners of £3 million zero emission flight aviation competition announced - GOV.UK (www.gov.uk)
We are also investing up to £125 million, matched by £175 million from industry, in the Future Flight Challenge, to enable the use of new forms of electric and autonomous aircraft.
To deliver on the opportunities presented by hydrogen across the economy, including in aviation, the Government published the first ever UK Hydrogen Strategy, alongside policy detail on its support for low carbon hydrogen production across the UK.
This package details the key steps needed this decade to deliver our ambition for 5 giga watts of low carbon hydrogen production capacity by 2030 and sets the context for a further scale up on the way to net zero.
Asked by: Kerry McCarthy (Labour - Bristol East)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what steps he is taking to support research and development of zero emission flight technology in the UK.
Answered by Robert Courts - Solicitor General (Attorney General's Office)
My Department works closely with the Department for Business, Energy and Industrial Strategy on decarbonising aviation and technology, including through the Jet Zero Council.
The Government is supporting the development of new low and zero-carbon emission aircraft - co-investing £3.9 billion with industry in aerospace research and technology from 2013 to 2026 through the Aerospace Technology Institute (ATI) Programme. The recent Spending Review has extended our commitment to co-invest in aerospace by guaranteeing funding for the ATI Programme to 2031. Government is also funding the £15 million ATI-led FlyZero project. This in-depth research study has brought together experts from across industry and academia to explore the potential for zero-carbon emission aircraft.
As part of the Prime Minister’s Ten Point Plan for a Green Industrial Revolution, the Government is supporting research into Zero Emission Flight Infrastructure through £3 million of funding this financial year. This includes research activity on the integration of hydrogen into airports. In September, we announced the award of fifteen grants to organisations as part of this project, the details of which may be found on www.gov.uk here:
Winners of £3 million zero emission flight aviation competition announced - GOV.UK (www.gov.uk)
We are also investing up to £125 million, matched by £175 million from industry, in the Future Flight Challenge, to enable the use of new forms of electric and autonomous aircraft.
To deliver on the opportunities presented by hydrogen across the economy, including in aviation, the Government published the first ever UK Hydrogen Strategy, alongside policy detail on its support for low carbon hydrogen production across the UK.
This package details the key steps needed this decade to deliver our ambition for 5 giga watts of low carbon hydrogen production capacity by 2030 and sets the context for a further scale up on the way to net zero.
Asked by: Jim Shannon (Democratic Unionist Party - Strangford)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what assessment he has made of the potential merits to the UK public of improved air quality in international airspace resulting from the UK aviation sector increasing its use of renewable fuels.
Answered by Rachel Maclean
Under the Renewable Transport Fuel Obligation (RTFO) renewable fuel used in mobile generators is eligible for Renewable Transport Fuel Certificates (RTFCs). Suppliers of fossil fuel used in mobile generators and other forms of non-road mobile machinery are also subject to an obligation to ensure renewable fuels are supplied in the UK. Suppliers of fossil fuels used in aviation are not currently obligated under the RTFO, but renewable fuels used in the sector are potentially eligible for RTFCs. The Department has no plans to limit the supply of renewable fuel to mobile generators for the purposes of increasing the availability of renewable fuels in the aviation sector.
In July the Department launched a consultation on proposals for a UK sustainable aviation fuels (SAF) mandate requiring jet fuel suppliers to blend an increasing proportion of SAF into aviation fuel from 2025. The consultation closes on 19 September. The modelling supporting the consultation has taken into consideration the interactions between fuels needed for road, non-road mobile machinery and aviation, and the availability of sustainable feedstocks and renewable fuels. A summary of responses including next steps will be published in due course and the modelling will be updated considering evidence from the consultation.
Policy development on the RTFO takes into account competing demands for renewable fuel resources across different transport sectors. It is also informed by regular reviews to ensure the scheme is delivering cost effective carbon savings in support of UK carbon budgets. It is widely understood that the availability of biomass used to produce biofuels is limited. So, these finite resources need to be deployed in sectors of the economy where greater greenhouse gas savings can be achieved, or sectors that have fewer decarbonisation options, such as aviation. The renewable fuel market will transform and adjust through this decade and beyond. As we transition to electric vehicles, some biomass and other sources of renewable fuel will be freed up to accommodate increased use in SAF.
Biofuels are traded in a competitive global market and the RTFO certificate trading scheme includes several measures to ensure costs passed on to the consumer are minimised and targets for the supply of renewable fuels are met. For example, the RTFO scheme includes a buy-out mechanism. The buy-out price, which was reviewed and updated last year, is set at a level which ensures that in normal market conditions there is a strong commercial incentive for suppliers to discharge their obligation through the supply of renewable fuels. Suppliers of fossil fuels to the non-road mobile machinery and diesel road vehicle sectors therefore have a strong incentive to meet their obligations under the RTFO through ensuring the supply of renewable fuels.
There are no direct benefits to the UK public of improved air quality in international airspace, defined as airspace which is outside of the standard state territorial limits. Studies have shown that NOx emissions from aircraft above 1,000 feet are unlikely to have a significant impact on local air quality. However, on top of the carbon emissions reductions and economic benefits associated with SAF use and production, there is growing evidence that SAF also reduces sulphur dioxide and particulate matter emissions. Thereby improving local air quality during take-off and landing, as well as other non-CO2 impacts of aeroplanes, including contrails.
Asked by: Jim Shannon (Democratic Unionist Party - Strangford)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what assessment he has made of the potential effect of the UK aviation sector’s demand for renewable fuels on the number of operators of (a) non-road mobile machinery and (b) diesel road vehicles switching to fossil diesel as a result of lack of available supplies of renewable fuels.
Answered by Rachel Maclean
Under the Renewable Transport Fuel Obligation (RTFO) renewable fuel used in mobile generators is eligible for Renewable Transport Fuel Certificates (RTFCs). Suppliers of fossil fuel used in mobile generators and other forms of non-road mobile machinery are also subject to an obligation to ensure renewable fuels are supplied in the UK. Suppliers of fossil fuels used in aviation are not currently obligated under the RTFO, but renewable fuels used in the sector are potentially eligible for RTFCs. The Department has no plans to limit the supply of renewable fuel to mobile generators for the purposes of increasing the availability of renewable fuels in the aviation sector.
In July the Department launched a consultation on proposals for a UK sustainable aviation fuels (SAF) mandate requiring jet fuel suppliers to blend an increasing proportion of SAF into aviation fuel from 2025. The consultation closes on 19 September. The modelling supporting the consultation has taken into consideration the interactions between fuels needed for road, non-road mobile machinery and aviation, and the availability of sustainable feedstocks and renewable fuels. A summary of responses including next steps will be published in due course and the modelling will be updated considering evidence from the consultation.
Policy development on the RTFO takes into account competing demands for renewable fuel resources across different transport sectors. It is also informed by regular reviews to ensure the scheme is delivering cost effective carbon savings in support of UK carbon budgets. It is widely understood that the availability of biomass used to produce biofuels is limited. So, these finite resources need to be deployed in sectors of the economy where greater greenhouse gas savings can be achieved, or sectors that have fewer decarbonisation options, such as aviation. The renewable fuel market will transform and adjust through this decade and beyond. As we transition to electric vehicles, some biomass and other sources of renewable fuel will be freed up to accommodate increased use in SAF.
Biofuels are traded in a competitive global market and the RTFO certificate trading scheme includes several measures to ensure costs passed on to the consumer are minimised and targets for the supply of renewable fuels are met. For example, the RTFO scheme includes a buy-out mechanism. The buy-out price, which was reviewed and updated last year, is set at a level which ensures that in normal market conditions there is a strong commercial incentive for suppliers to discharge their obligation through the supply of renewable fuels. Suppliers of fossil fuels to the non-road mobile machinery and diesel road vehicle sectors therefore have a strong incentive to meet their obligations under the RTFO through ensuring the supply of renewable fuels.
There are no direct benefits to the UK public of improved air quality in international airspace, defined as airspace which is outside of the standard state territorial limits. Studies have shown that NOx emissions from aircraft above 1,000 feet are unlikely to have a significant impact on local air quality. However, on top of the carbon emissions reductions and economic benefits associated with SAF use and production, there is growing evidence that SAF also reduces sulphur dioxide and particulate matter emissions. Thereby improving local air quality during take-off and landing, as well as other non-CO2 impacts of aeroplanes, including contrails.
Asked by: Jim Shannon (Democratic Unionist Party - Strangford)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what assessment he has made of the potential effect of the UK aviation sector’s demand for renewable fuels on the levels of (a) availability of renewable diesel for use in non-road mobile machinery and (b) demand for fossil diesel for use in non-road mobile machinery and diesel road vehicles as a result of a lack of available supplies.
Answered by Rachel Maclean
Under the Renewable Transport Fuel Obligation (RTFO) renewable fuel used in mobile generators is eligible for Renewable Transport Fuel Certificates (RTFCs). Suppliers of fossil fuel used in mobile generators and other forms of non-road mobile machinery are also subject to an obligation to ensure renewable fuels are supplied in the UK. Suppliers of fossil fuels used in aviation are not currently obligated under the RTFO, but renewable fuels used in the sector are potentially eligible for RTFCs. The Department has no plans to limit the supply of renewable fuel to mobile generators for the purposes of increasing the availability of renewable fuels in the aviation sector.
In July the Department launched a consultation on proposals for a UK sustainable aviation fuels (SAF) mandate requiring jet fuel suppliers to blend an increasing proportion of SAF into aviation fuel from 2025. The consultation closes on 19 September. The modelling supporting the consultation has taken into consideration the interactions between fuels needed for road, non-road mobile machinery and aviation, and the availability of sustainable feedstocks and renewable fuels. A summary of responses including next steps will be published in due course and the modelling will be updated considering evidence from the consultation.
Policy development on the RTFO takes into account competing demands for renewable fuel resources across different transport sectors. It is also informed by regular reviews to ensure the scheme is delivering cost effective carbon savings in support of UK carbon budgets. It is widely understood that the availability of biomass used to produce biofuels is limited. So, these finite resources need to be deployed in sectors of the economy where greater greenhouse gas savings can be achieved, or sectors that have fewer decarbonisation options, such as aviation. The renewable fuel market will transform and adjust through this decade and beyond. As we transition to electric vehicles, some biomass and other sources of renewable fuel will be freed up to accommodate increased use in SAF.
Biofuels are traded in a competitive global market and the RTFO certificate trading scheme includes several measures to ensure costs passed on to the consumer are minimised and targets for the supply of renewable fuels are met. For example, the RTFO scheme includes a buy-out mechanism. The buy-out price, which was reviewed and updated last year, is set at a level which ensures that in normal market conditions there is a strong commercial incentive for suppliers to discharge their obligation through the supply of renewable fuels. Suppliers of fossil fuels to the non-road mobile machinery and diesel road vehicle sectors therefore have a strong incentive to meet their obligations under the RTFO through ensuring the supply of renewable fuels.
There are no direct benefits to the UK public of improved air quality in international airspace, defined as airspace which is outside of the standard state territorial limits. Studies have shown that NOx emissions from aircraft above 1,000 feet are unlikely to have a significant impact on local air quality. However, on top of the carbon emissions reductions and economic benefits associated with SAF use and production, there is growing evidence that SAF also reduces sulphur dioxide and particulate matter emissions. Thereby improving local air quality during take-off and landing, as well as other non-CO2 impacts of aeroplanes, including contrails.
Asked by: Jim Shannon (Democratic Unionist Party - Strangford)
Question to the Department for Transport:
To ask the Secretary of State for Transport, whether his Department has plans to amend the definition of non-road mobile machinery in the Energy Act 2004 to limit the eligibility of biofuel suppliers that claim Renewable Transport Fuel Certificates on biofuel supplied to diesel powered generating sets for the purpose of increasing the availability of renewable fuels for use by the UK aviation sector.
Answered by Rachel Maclean
Under the Renewable Transport Fuel Obligation (RTFO) renewable fuel used in mobile generators is eligible for Renewable Transport Fuel Certificates (RTFCs). Suppliers of fossil fuel used in mobile generators and other forms of non-road mobile machinery are also subject to an obligation to ensure renewable fuels are supplied in the UK. Suppliers of fossil fuels used in aviation are not currently obligated under the RTFO, but renewable fuels used in the sector are potentially eligible for RTFCs. The Department has no plans to limit the supply of renewable fuel to mobile generators for the purposes of increasing the availability of renewable fuels in the aviation sector.
In July the Department launched a consultation on proposals for a UK sustainable aviation fuels (SAF) mandate requiring jet fuel suppliers to blend an increasing proportion of SAF into aviation fuel from 2025. The consultation closes on 19 September. The modelling supporting the consultation has taken into consideration the interactions between fuels needed for road, non-road mobile machinery and aviation, and the availability of sustainable feedstocks and renewable fuels. A summary of responses including next steps will be published in due course and the modelling will be updated considering evidence from the consultation.
Policy development on the RTFO takes into account competing demands for renewable fuel resources across different transport sectors. It is also informed by regular reviews to ensure the scheme is delivering cost effective carbon savings in support of UK carbon budgets. It is widely understood that the availability of biomass used to produce biofuels is limited. So, these finite resources need to be deployed in sectors of the economy where greater greenhouse gas savings can be achieved, or sectors that have fewer decarbonisation options, such as aviation. The renewable fuel market will transform and adjust through this decade and beyond. As we transition to electric vehicles, some biomass and other sources of renewable fuel will be freed up to accommodate increased use in SAF.
Biofuels are traded in a competitive global market and the RTFO certificate trading scheme includes several measures to ensure costs passed on to the consumer are minimised and targets for the supply of renewable fuels are met. For example, the RTFO scheme includes a buy-out mechanism. The buy-out price, which was reviewed and updated last year, is set at a level which ensures that in normal market conditions there is a strong commercial incentive for suppliers to discharge their obligation through the supply of renewable fuels. Suppliers of fossil fuels to the non-road mobile machinery and diesel road vehicle sectors therefore have a strong incentive to meet their obligations under the RTFO through ensuring the supply of renewable fuels.
There are no direct benefits to the UK public of improved air quality in international airspace, defined as airspace which is outside of the standard state territorial limits. Studies have shown that NOx emissions from aircraft above 1,000 feet are unlikely to have a significant impact on local air quality. However, on top of the carbon emissions reductions and economic benefits associated with SAF use and production, there is growing evidence that SAF also reduces sulphur dioxide and particulate matter emissions. Thereby improving local air quality during take-off and landing, as well as other non-CO2 impacts of aeroplanes, including contrails.
Asked by: Barry Sheerman (Labour (Co-op) - Huddersfield)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what steps he is taking to increase the viability of the use of hydrogen fuel cell cars in the UK.
Answered by Rachel Maclean
Hydrogen is likely to be fundamental to achieving the full decarbonisation of UK transport. It is likely to be most effective in the areas ‘that batteries cannot reach’ and where energy density requirements or duty cycles and refuelling times make it the most suitable low carbon energy source. This might include use in HGVs, buses, rail, shipping and aviation.
The UK already has one of the largest hydrogen refuelling station networks in Europe, with fourteen publicly accessible stations that provide hydrogen suitable for use by cars, vans, trucks and buses. Government’s £23m Hydrogen for Transport Programme is supporting the deployment of hundreds of new hydrogen vehicles and growing the refuelling network by delivering new refuelling stations and upgrading some existing stations.
The £3m Tees Valley Hydrogen Transport Hub is supporting hydrogen fuel cell vehicle deployments in the region and infrastructure investments by co-locating transport end-users with hydrogen production and refuelling. In addition, the Department for Transport's £20m Zero Emission Road Freight Trials and the government’s 4,000 Zero Emission Buses commitment may also provide the potential for an increase in hydrogen refuelling stations within the UK, subject to future years spending.
In June, the Government announced £20 million for zero-emission vehicle competition winners to power up the electric vehicle transport revolution. The winning bids included projects supporting the development of hydrogen fuel cell vehicle technology.