I remind Members that they are expected to wear face coverings when they are not speaking in the debate. That is in line with Government guidance and that of the House of Commons Commission. I also remind Members that they are asked by the House to have a covid lateral flow test twice a week if coming on to the parliamentary estate. That can be done either at the testing centre on the estate or at home. Please give each other and members of staff space when seated, and when entering and leaving the room.
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.
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?
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.
It is a pleasure to serve under your chairmanship, Mr Twigg. I thank the hon. Member for Bath (Wera Hobhouse) for securing this debate.
I am pleased to be here today to speak on such a crucial and exciting topic and to see so many other hon. Members here to do the same. The UK Government have already pledged to ban the sale of new petrol and diesel cars by 2030 and hybrids by 2035—a fantastic commitment that will ensure we are striding towards our net zero targets. It is clear that carbon emissions must fall by 100% by 2050 to meet those targets.
The target for electric vehicles set out by the Government is ambitious, but ambitious targets will not be achieved without equally ambitious policies for our infrastructure, green economy and environment. This is a once-in-a-generation opportunity but right now we are moving too slowly. At the moment, less than one in every 100 vehicles is an electric vehicle.
I am co-chair of the midlands engine all-party parliamentary group. In the midlands, where my Broxtowe constituency is, 39,410 new public electric vehicle charging points must be installed by the end of the decade. Urgent action is needed to speed up the installation of electric vehicle charging points across the midlands. Midlands Connect’s report, “Supercharging the Midlands”, suggests that electric vehicle use will increase by more than 3,000% by the end of the decade and that the installation of public electric vehicle charging points must be six times as fast to support the growing demand.
At present, 93% of electric vehicle owners have access to off-street parking and can install an at-home electric charger. However, one third of midlands households do not have off-street parking, so would rely solely on public chargers to power their electric vehicle. At the moment, less than one in every 100 vehicles is an electric vehicle. The action we need to take is to help local authorities to identify the best place to install new electric vehicle charging points and work alongside my colleagues in the Department for Transport to position the midlands as the best test bed for the accelerated delivery of charging points.
Order. Before I call the next Member to speak, could I ask hon. Members to keep their speeches to around six minutes so that everyone will get a chance to have their say? The clock is working, to help you with that.
It is always a pleasure to serve under your chairmanship, Mr Twigg. I congratulate the hon. Members for Bath (Wera Hobhouse) and for Richmond Park (Sarah Olney) on securing this important and timely debate.
If the UK is going to meet our legally binding pledge to meet net zero by 2050, we need to step up the transition to a green economy and deliver more sustainable transport options. I was pleased that the hon. Member for Bath mentioned the importance of the national grid to EV charging. I was reflecting that we were the victims of the most appalling storm—Storm Arwen—two weeks ago. It showed up a systematic lack of investment in the power grid system in the north-east, as many thousands of my constituents were left without the most basic of utilities—power—for over 10 days. I am trying to understand how my communities would have survived if we were solely dependent on electric vehicles. If we are going to facilitate the transition to a green economy, the Government need to get the basics right and climate-proof our power grid.
The basic infrastructure required to facilitate electric vehicles does not exist in communities such as mine in Easington, County Durham. There is a massive disparity between the capital and the rest of the country in terms of accessing charging points, with more public charging points in London and the south-east than in the rest of England and Wales combined. We also need to advance technology, because until we have wireless, accessible, on-street parking charging points, replacing conventional vehicles with EV vehicles is not a viable option for people living in built-up areas—in my case, in former colliery terraces or blocks of flats.
We are potentially falling into a trap when it comes to infrastructure, so the Government need to change their mindset and, rather than focusing on the one-to-one replacement of vehicles, create an affordable, frequent and reliable public transport network. That should be the foundation for creating a sustainable green economy.
I again remind hon. Members that they should keep to around six minutes. I will call the Front-Bench spokespeople and the Minister no later than 2.30 pm.
1:59 pm
Ruth Edwards (Rushcliffe) (Con)
It is a pleasure to serve under your chairmanship, Mr Twigg. I congratulate the hon. Member for Bath (Wera Hobhouse) on securing this debate on such an incredibly important topic. I have to declare an interest: I am the owner of an electric car. I also called for the Government to move their target for phasing out petrol and diesel vehicles forward to 2030, so I was absolutely delighted to see that in the Prime Minister’s 10-point plan.
As an early voice in favour of bringing the target forward, I heard many reasons why it would be absolutely impossible to do so. They ranged from the availability of minerals to the higher cost of electric cars, the strain on the electricity supply, range anxiety and the lack of a public charging network. None of those challenges is insurmountable, although they are certainly big challenges, as the hon. Members for Bath and for Easington (Grahame Morris) and my hon. Friend the Member for Broxtowe (Darren Henry) have set out. We have innovation in battery technology, and the hon. Member for Bath mentioned advances using silicon. Different models of car ownership, the Government’s plug-in car grant and smart charging regulations such as the ones currently before the House will all help to support the transition.
Today I want to focus on range anxiety and the public charging network. We trade a lot of facts and figures in this place, but I will focus on my own experiences as an electric car driver. I know that the Minister is an advocate of rolling out our EV infrastructure as fast as we possibly can, and I might have some ammunition to help her with that mission. I thought I would illustrate the issue using the experience of taking our electric car on holiday to Northumberland in the summer.
The first bit of advice I have for fellow Members, which is actually nothing to do with the public charging network, is do not go on holiday in a new car that has only just been delivered on the morning of your holiday, especially if you are used to driving a clunky old petrol-powered Land Rover and you have switched to an automatic electric MG. It does not do wonders for marital harmony, and nor does it make for a relaxing, stress-free break.
There were a worrying few moments when we thought we were going to have to reverse the entire way to Northumberland, which with a journey time of three and a half hours would have been quite a feat, but after a few minutes poking around with the controls, we did actually manage to start going in a forward direction, and we were off up the A1.
We pulled in at Ferrybridge services, plugged in and went for lunch feeling smug. This is easy! We can do this! We returned to find that absolutely no charge had been transferred to the car. Oh dear! Were we being silly, as the electric car newbies? No, the gentleman next to us—a veteran electric car user—was also having difficulty. The chargers were clearly out of order. “Never mind,” we thought. “Can’t work every time.”
Order. Can I ask the hon. Member to wind up, please?
Ruth Edwards
As has been pointed out, lots of people do not have the option of charging at home, so I have three asks: first, more chargers at key points, such as motorway service stations; secondly, a ban on using apps to pay for charging—people should be able to pay with debit cards; and thirdly, on service expectations around reliability, if people are taking their car out, they have to be able to have a reasonable level of confidence that they will be able to drive it home again. Those are my three asks for the Minister.
It is a pleasure to serve under your chairmanship, Mr Twigg. I pay tribute to the hon. Member for Bath (Wera Hobhouse) for calling this important debate. I also pay tribute to the hon. Member for Rushcliffe (Ruth Edwards) for outlining her experience and for her tenacity and determination to keep going. As a driver, and given some of the days of driving I have had with my four-year-old and six-year-old, I would have given up, so all credit to her.
My constituency of Vauxhall, just across the bridge here, contains some of the busiest and most polluted roads in the country. That has a massive and devastating impact on our fight to tackle the climate emergency, but also on the immediate health of my constituents. Air pollution has been linked to a litany of health problems, such as asthma and heart disease. Just last year, air pollution was ruled to be the tragic factor in the death of nine-year-old Ella Kissi-Debrah. She tragically lost her life after two years of severe asthma attacks.
Electric vehicles will not eliminate pollution entirely, but they do have the potential to bring about a sea change in levels of pollution caused by cars and to make our roads quieter and healthier. Unfortunately, many of my constituents who are looking to get an electric car face so many barriers—a significant roadblock —in their desire to become greener and reduce emissions. Aside from the high costs associated with electric vehicles, people looking to switch are definitely let down by the infrastructure. As the hon. Member for Rushcliffe highlighted, the standards are simply not up to scratch. One of my constituents who wants to get an electric car told me that she fears that travelling a long distance and visiting family would be nearly impossible because of the current infrastructure. She told me about a motorway journey that she made and the fact that the charging points were out of service and she did not have the right socket for her vehicle.
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.
For constituents, the benefits of purchasing an EV are numerous. Unlike conventional vehicles, they have no exhaust pipe and emit no dangerous gases such as carbon dioxide or nitrous oxides, reducing pollution and improving air quality for local communities. They are also considerably cheaper to power: charging an EV in public costs approximately 58% less than filling a car with petrol, while at-home charging is even more cost-effective. It is important that those benefits are clear and are shouted about.
Given the midlands’ reliance on the automotive sector, securing a successful green transition in the sector is critical to the region. Electric vehicles represent a significant opportunity across the supply chain, led by original equipment manufacturers but supported by the expertise and engineering quality of our small and medium-sized enterprises. Success could be harnessed by exploiting the emerging resetting of international supply chains and encouraging substantial reshoring. Bringing the manufacture of batteries firmly to the UK and specifically to the midlands would also be advantageous in the context of the UK-European Union rules of origin from 2027.
An integrated supply of battery electric vehicles, supported by a gigafactory and local supply chain, would create the most value. Proposed initiatives include the west midlands gigafactory site in Coventry and Britishvolt’s facility at MIRA technology park in Nuneaton. Loughborough University Science and Enterprise Park also has plans for a gigafactory to be sited in the east midlands, but much work is still to be done to secure a green automotive future for the midlands.
Electric battery manufacturing could be worth up to £916 million gross value added in the midlands, reflecting a £24 billion electrification opportunity across the UK, and automotive opportunities across the midlands could be worth £2 billion GVA. We have significant automotive manufacturing facilities in the region, including Toyota, Jaguar Land Rover, Aston Martin, BMW and Tata Motors. The region is home to significant academic research and innovation in electric vehicles and batteries, and that includes the UK Battery Industrialisation Centre.
Batteries represent around 40% of an electric vehicle’s value and half the opportunity value of battery-powered electric vehicles. Opportunities are available in the components used to make a battery cell, such as the cathode, anode, electrolyte supply and final assembly, as well as in the supply of components such as cases, coves, bracketry and cabling.
It is clear that the potential benefits that lie with the increase in electric vehicles are huge. The Government have a fantastic opportunity not just to level up but to clean up by creating industries and opportunities around the manufacturing of electric vehicles, as well as ensuring that we reach our net zero targets.
I frequently complain about the Northern Rail failure on the Durham coastline that serves my constituency. The service is unreliable and dangerous, and I can see the potential of improved public transport. You might be wondering, Mr Twigg, what that has to do with electric cars, but the subject of the debate is electric vehicles, and it is important that we consider what the options are.
Despite often-repeated Government rhetoric about levelling up, the transport infrastructure gap in the UK is widening. Improved public transport can deliver employment opportunities. My constituency is very close to Nissan in Sunderland, and I accept that there are many jobs in the automotive manufacturing sector and in the manufacture of EV battery technology. Indeed, Nissan in Sunderland is Europe’s biggest and most efficient car plant. I should declare an interest as a member and chair of the Unite group in Parliament. Nissan provides employment for many thousands of people, including many in the supply chain in my constituency.
However, there are other businesses that could benefit from this technological revolution. Vivarail, for example, is the only domestically based manufacturer of battery-powered trains in the UK. It has a production site in my constituency. Its cutting-edge green technology and innovative, fast-charging battery electric train has enormous domestic and, indeed, export potential. Vivarail showcased its clean, green and reliable service in Glasgow at COP26, hosting my colleague, the Chair of the Transport Committee, the hon. Member for Bexhill and Battle (Huw Merriman), who saw the fast-charging battery-powered train that was on show.
Many people want affordable and reliable green options, but making the switch to electric vehicles is difficult because of the up-front cost. We know that the long-term financial benefits of electric vehicles, which have been pointed out in the debate, include lower running and servicing costs, but there is an up-front barrier in making the transition. We need greater Government incentives until such time as entry costs for new and used vehicles fall.
One issue, which was highlighted by the Transport Committee, on which I have the honour to serve, is the cost of VAT. I raised that with the Minister in the Fourth Delegated Legislation Committee yesterday, and I am afraid that I did not get an answer. The current policy on VAT on charging points penalises electric vehicle owners who do not have access to private parking and their own charging points. Those without access are forced to use public charging points and pay four times the VAT. Her Majesty’s Revenue and Customs says:
“Supplies of electric vehicle charging through charging points in public places are charged at the standard rate of VAT”,
which is 20%. It goes on:
“There is no exemption or relief that reduces the rate of VAT charged.”
I know that the Minister is not responsible for tax policy, but will she raise that issue with Treasury colleagues?
This debate is far from simple, and a comprehensive approach is required. The transition to electric vehicles is a once-in-a-generation opportunity to transform public transport and create a cleaner, greener and stronger economy in places such as east Durham. If only we had an ambitious Government willing to seize the opportunity and spread the benefits more equally.
So off we went to the next services, at Wetherby. We plugged in to one of the chargers, and that charger seemed to be broken too. We phoned the charge point operator’s 24-hour hotline and they reset the entire system for us. They said, “It should be working now.” The only problem was that it was not. They said, “There must be a problem with the car.” Panic! We do not have enough charge to go forward, we do not have enough charge to go back and, lovely as Wetherby services is, I did not really want to spend my holiday there. So we phoned the car dealership, and lots of people were running round in the dealership in Portsmouth freaking out that the car they had sold us, which could be charged, now suddenly could not be charged.
Twenty minutes later, when one of the other chargers came free, I said to my husband, “Let’s have one more go.” We plugged in and it worked. So it was not us and it was not the car, but two out of three electric chargers at motorway service stations did not work. I just could not believe it—imagine if two thirds of the petrol pumps we tried to use at a petrol station were not working.
So off we went. There was not a charger at our hotel, so we tried to use the one in the local village next morning, except someone was using it. Our Zap-Map showed that there were three chargers in Hexham, so off we pootled. We found two charging points, both of them wrapped in thick black shrink plastic. Had they just arrived? Were they leaving? Who could tell? But we certainly could not use them to charge our car. We finally tracked down another one outside Waitrose, but that was not working either. So there were three chargers, and not one of them was working. We managed to find one in the end—the one in the village became free.
The next day we went up to Hareshaw Linn, with its beautiful waterfall. We had a lovely walk—I thoroughly recommend it. Waves of joy and relief broke over us as we arrived in the car park to find a charger that was free and that appeared to be working—but how did it work? It looked like a bollard. There were no instructions on it. I could not work out how to get the plug out or anything. All that was written on it was, “Please present a tag to charge.” Hmm, where was I going to find a tag, even if I had a description of what one was, in the middle of Northumberland national park?
The name Electro was emblazoned on the side, so we looked it up and called it on our phone. We gave it the number of the machine, but the company could not find it on its system, and neither could the app, so we could not use that one either. We then found a sticker—maybe it was BP Pulse—but the app would not take our debit cards so, again, that was a complete write-off. We did manage to find some charging points throughout Northumberland that did actually work on our holiday, so we did get around.
Then, on our way back, we stopped off again at Wetherby services—that place where we nearly spent the entire week. There was a queue of six cars to use the chargers. Assuming an average charge time of 20 minutes, we would have had to wait two hours just to charge the car, so we would have been there for two hours and 20 minutes or two and a half hours. That is almost as long as the entire journey, so off we went to the lovely village of Boston Spa, which I thoroughly recommend, and there we were confronted with an Engie EV charger. Again, to charge, we had to give our names, our address and our contact details before we could register to pay and charge. Can you imagine the chaos if that happened at the petrol pumps, Mr Twigg?
I do not want to give the impression that the unfortunate set of circumstances that I have described happens to us every day. We do manage to get around in the car. We normally charge at home and we do not have any issues, but as has been pointed out—
People who live in a flat, as many of my constituents do, have concerns about safety and the reliability of charging their car overnight. Making travelling to and from the car a necessity excludes so many people who want to switch, such as the elderly, carers and so many others who would like to make the transition to cleaner cars. This would also have a big impact on our ability to meet our targets by 2030. It might be hoped that supply will meet demand when it comes to the infrastructure, but it is clear that demand has been hampered by the current unavailability of electric cars, so many people are not considering switching. If we are truly to see an electric vehicle revolution among car owners, we must build that infrastructure to the same standards that we expect for petrol vehicles, and drive up demand across the country.
We know that switching to an electric vehicle is not the panacea for transport’s contribution to the climate emergency or pollution. Like me, many of my constituents in Vauxhall make journeys by foot, active travel, bus and local transport. We are blessed to live in an inner-London constituency where we have eight tube stations and fantastic bus networks. Transport provision is not the same for many constituents up and down the country in rural areas. If we are to see them using public transport and not relying on petrol cars, we need to ensure that our public transport is properly funded.
That is the ongoing debate we are having about London’s public transport, which the hon. Members for Bath and for Richmond Park (Sarah Olney) highlighted was about ensuring that we have secure funding for Transport for London. We must continue to encourage people to use public transport and those who rely on petrol cars to use cleaner, greener vehicles, such as electric cars.
We must enable those who use cars to be at the forefront of a green transport revolution. So I have just one ask for the Minister this afternoon: how can she address the concerns of my constituents and outline measures to ensure that electric vehicles are more reliable, viable and cheaper, and that the infrastructure for them is available?