It is a pleasure to see you in the Chair, Sir Gary. I congratulate the hon. Member for Putney (Fleur Anderson) for securing today’s debate and for leading it so thoughtfully at the start. She said that if we are to achieve net zero targets, we need to fight on many fronts, and that aviation is a front we cannot retreat from. I could not agree more. She also referenced the British Airways’ perfect flight. I am not sure that is a title that the hon. Member for Brighton, Pavilion (Caroline Lucas) would have come up with—she is no longer in her place.
The perfect flight was by an A320neo, which flew from Heathrow to Glasgow airport, in my constituency, using sustainable jet fuel. Continuous climbing and descent, with help from NATS, helped to achieve a reduction of CO2 emissions of 62% compared to a similar flight 11 years ago. That shows the importance of utilising all of the tools we currently have as we transition—hopefully—to greener technology, and of airspace modernisation, which I will come to later.
The hon. Member for Richmond Park (Sarah Olney) said that delivery objectives are dependent on new technologies, and pondered the question of “What if they do not come along?”—a point made by many others. The Bill presents a great opportunity for the UK to be at the forefront of transport technology—two points that we can all agree on—and decarbonised aviation can be at the forefront of the green jobs we need for the UK’s sustainable future.
The right hon. Member for Hayes and Harlington (John McDonnell), who I see often in aviation debates, understandably, started off by rightly inflating the ego
of my hon. Friend the Member for Angus (Dave Doogan). I will come on to his contribution shortly. The right hon. Member asked for a clear statement opposing the third runway at Heathrow before COP26, and I suspect that the Prime Minister is itching to give just that. He also floated the idea of an aviation scrappage scheme, but, from the travails of the last 18 months or so, God help the aviation Minister trying to go to the Treasury with that particular request.
The hon. Member for Westminster Hall—sorry, the hon. Member for Strangford (Jim Shannon)—rightly spoke of the importance of Bombardier to Northern Ireland. He also floated the Northern Ireland protocol and then, frankly, dropped it as quickly as he brought it up. He spoke about frequent fliers and those who had to be frequent fliers—this is an important point—when the alternative is the train and the extra time that that takes. I have some sympathy with that point. I take the train on a semi-regular basis, but I fly a lot more, not just to support jobs in my constituency at Glasgow airport. If I took the train week in, week out, that is a lot of extra time that I would be away from my family and that is not, at this point, a sacrifice that I am willing to make—although my family might give a different answer, if they were asked.
The hon. Member for Bath (Wera Hobhouse) made a very fair point about the difference in cost between air and rail travel. Rail and for that matter buses outside London are far too expensive, in all parts of the UK, and we must address that. She also spoke about the difference between green and blue hydrogen and asked the Government for more considered work on that point.
I come lastly to my hon. Friend the Member for Angus (Dave Doogan), who brought a level of expertise often missing from these debates. He described the aviation Minister as an aviation geek. He seemed affronted by that, but I am quite happy to admit that I am an aviation geek. [Interruption.] Oh sorry—he is an aviation geek; we have managed to get that on the record, so that is fantastic.
My hon. Friend spoke from the experience of his past career in aircraft engineering and maintenance. I have to say my inbox over the last 18 months has been rather full of communication from engineers at British Airways maintenance about some of the tactics that British Airways has employed. I have been in regular contact with many workers in that sector.
My hon. Friend rightly compared and contrasted the UK Government’s investment in defence programmes such as Typhoon with that in sustainable civil aviation. I also hear his well-made point about the weight of batteries, which is why they are currently not an option on any medium or long-distance flight, only on local, regional or near-regional flights. He mentioned the Vulcan and our great tradition of fantastic aircraft well ahead of its time. That took me back to my younger days at airshows like Leuchars. The Vulcan was an astonishing aircraft. I am not sure it would be within current noise levels, let alone emissions levels, but it was well ahead of its time and was a fantastic aircraft.
We need projects such as the Ampaire hybrid-electric aircraft that is operated as part of the sustainable aircraft facility at Highlands and Islands Airports Ltd at Kirkwall airport in Orkney—a centre that was funded to the tune of nearly £4 million as part of the Scottish
Government’s commitment to a net zero country. HIAL plans to decarbonise all its airports or at least make them carbon-neutral. Its chairwoman, Lorna Jack, said:
“HIAL’s mission is to create social benefit and economic prosperity by building Scotland’s sustainable regional airport group of the future.”
The plans are designed to match the Scottish Government’s ambition to be the world’s first zero-emission aviation region by 2040, which is being enacted in a partnership of the Scottish Government, local authorities, Transport Scotland and our airports and airlines—in particular, Loganair, based at Glasgow airport in my constituency. That airport is also playing its part, achieving carbon neutrality status in 2020, as it gets ready to welcome the world in the coming weeks to COP26 in Glasgow.
Loganair, through its GreenSkies programme, became the first UK regional airline to commit to being fully carbon neutral by 2040 to manage and mitigate the environmental impact of flying. While using immediate means of mitigation, the airline is tackling the long-term goal of introducing sustainable aircraft into its fleet, with live trials taking place in the Orkney Islands this summer on developmental aircraft powered by hydrogen and renewable electricity as the first step to fully converting Loganair’s fleet to net zero by 2040.
Orkney seems to be the place to be. It is a centre of world-leading renewable investment and technology, so it is only fitting that that cutting-edge research and development is taking place there. Using renewables for inter-island travel has the potential to not only revolutionise air travel in Orkney, but also help reduce dependence on diesel ferries, a real multiplier effect for the local economy. With the summer’s installation of the world’s most powerful tidal-powered generator off its coast, Orkney is showing how the advanced renewable technology being rolled out today is helping to support the development of the aviation sector of the future. That is only a first step, but as battery and energy storage technology advances, it cannot be long before short and medium-haul flights can encompass fully electric propulsion, making huge dents in aviation emissions across these isles and demonstrating world-leading technology on a day-to-day basis.
The live data shows that Orkney is generating more renewable electricity than it can consume. The iniquities of the network charges and the glacial pace of inter-connector investment that penalise rural and island communities like Orkney are for another debate. Had I got into BEIS questions this morning, I would have asked about that issue earlier. Using those renewables to provide quick, efficient connectivity and exporting energy to the grid for other aviation use will help to shape a future for aviation that is far more sustainable.
There are other routes to zero carbon, such as the ZeroAvia programme, which uses hydrogen fuel cells with a fully renewable cycle from electricity generation to electrolysis and powered flight. Again, that is a technology at its first—perhaps second—step, which has the potential to not only harness renewables in the aviation sector, but also spur development of hydrogen fuel cells and an improved hydrogen infrastructure, with spin-off for other industries. I hope to see real progress in the area in the next year or two, and I hope to get up to Orkney to see these revolutionary passenger aircrafts and the associated infrastructure.
I note that the transport decarbonisation plan has a commitment to consult on, among many other things, a target of reaching net zero by 2040 on domestic aviation only. I understand and appreciate that the aviation mix is somewhat different for England, particularly the south-east, in terms of large widebodies for medium and long-haul routes, but I think it is a little weak to consult on the domestic front. We need leadership, not continuous consultation. The Minister can correct me if I am wrong, but I think there are four consultations alone, just in the aviation section of the decarbonisation plan. The UK Government should follow Scotland’s lead and match ambition for a zero-emission region for England by 2040, at the very least for domestic aviation.
Decarbonising aviation is also about using what we already have smarter and better—levelling up, dare I say—and boosting efficiency throughout the industry. Of course, as many Members have mentioned, the Scottish Government would like to see a modal shift from air to rail for shorter journeys, but the fact remains that demand for medium and long-haul air travel will be here for some time. The challenge is to minimise its impact and for Government to intervene when needed to regulate and steer investment, crucially, and change. I am pleased that the Department for Transport took on board the recommendations of the Airspace Change Organising Group earlier this year, although, as I have said previously to the Minister, it is disappointing that the Jet Zero Council did not invite a representative of the group to help their work.
Modernising and remodelling the UK’s airspace is another tool that can reduce the impact of aviation emissions. I hope that as the Government take forward the results of the jet zero consultation we see far greater engagement with ACOG as a crucial piece of the decarbonisation jigsaw. Improved connectivity for non-London airports is also vital. Too often, passengers looking to travel outside of these islands are forced to change at Heathrow or another London airport to reach their final destination. Glasgow, Edinburgh, Aberdeen and Inverness have been assiduous at cultivating route development to miss out the south of England’s crowded skies, but too often there is a feeling that UK Government policy is led by what is good for those London airports, not for connectivity as a whole. Direct connections from airports outside of the south-east of England to destinations in Europe and elsewhere will help to reduce unnecessary journeys, maximise efficiency across the board and boost regional economies. It is a win-win. The quicker the Government move from their London-centric approach thus far, the better.
Fully decarbonising air travel and aviation is among the biggest challenges in tackling climate change and carbon emissions. It will not be easy, or indeed cheap, but investment in a real strategy now, rather than after delayed and dragged-out consultations will produce game-changing results as we move forward.
3.29 pm