That this House has considered hydrogen powered aviation.
It is a pleasure to serve under your chairship, Mr Stringer. I will start by thanking everyone who has come this morning to participate in this debate. This subject sits at the crossroads of three major challenges facing our country today: our climate ambitions, our pursuit of technological innovation and our desire to kickstart domestic industry.
As the Member of Parliament for North Somerset, my constituency is certainly no stranger to the aerospace industry. Since the pandemic, Bristol airport has emerged as one of the UK’s fastest-growing airports, now serving 10 million passengers a year, with plans to increase that to 15 million passengers a year by 2040. Although many of my constituents have expressed support for the potential for the 10,000 or so additional jobs such an expansion may bring to my local area, many more have expressed concern over how it can be squared against the airport’s aim to achieve net zero by 2030.
Last week, we saw the Sustainable Aviation Fuel Bill enter the House for its Second Reading. That Bill will do much to spur and support the nation’s sustainable aviation fuel sector, in which Bristol airport is already a leading light. I—and I have no doubt many Members in this room—would echo those sentiments. I am a strong supporter of sustainable aviation fuel, and I look forward to seeing the transformational effect it will have on aviation emissions in the years to come.
The Government have already clearly displayed their vision and leadership in this space, and set forth a sensible plan to bring about the maturity of this sector. That is why I wish to focus our debate today not on the technology of tomorrow, but on that of the day after. Hydrogen-powered aviation presents one of the few truly scalable zero-emission pathways for the future of aviation, allowing us to meet our net zero targets while simultaneously keeping flying affordable and accessible.
We currently find ourselves in a fortunate position. The UK is already home to some of the most innovative aerospace companies in the word. From Airbus, located near my old house in Filton—in the constituency of my hon. Friend the Member for Filton and Bradley Stoke (Claire Hazelgrove)—to Rolls-Royce in Derby, we have a wealth of expertise to draw on, with a track record of innovative success. Aviation is currently responsible for around 7% of emissions in the UK today, with that figure expected to rise to 16% by 2035 unless meaningful action is taken soon.
Although in recent years we have had great success in decarbonising our power generation, cars, heating and many other sectors, the stark reality is that aviation is one of the most difficult sectors to decarbonise. Currently aviation is primarily fuelled by kerosene, and although great strides have been made in sustainable aviation fuel in recent years, there are currently no cost-competitive alternatives available. As the world continues on the inextricable path towards even greater levels of globalism and integration, the aviation industry’s ability to move people and goods swiftly across continents will only continue to grow in importance.
However, as aviation’s role in the global economy continues to grow, so will its contribution to global emissions, unless we have the foresight today to take the necessary steps for tomorrow and begin supporting the nascent hydrogen aviation industry. In my constituency, Bristol airport has shown real vision and leadership by taking a leading role in the Hydrogen in Aviation alliance, which has laid out a clear case for immediate action to secure our comparative advantage, not just for the betterment of our environment but for the economic prospects. That is a part of this debate that is not spoken about enough.
Many years ago, the UK was an early innovator and pioneer in the offshore wind sector, but a slow, disjointed deployment saw many of the manufacturing opportunities shift abroad to Europe, China and elsewhere. Today we find ourselves in a similar situation with hydrogen. The next 10 years will be critical: either we develop a coherent policy framework, which encourages private sector investment, or we will cede our leadership to the United States, China, the European Union and others, who are already heavily investing in hydrogen-powered aviation. By 2050, the global hydrogen economy is predicted to be worth around $8 trillion. Let us not make the mistake of the offshore wind sector again. Let us be leaders in this space, and so reap the rewards.
The west of England boasts the largest aerospace cluster in the UK. I recently had the privilege of visiting my former university in Bath, and the science park it has developed in tandem with the University of Bristol. They are doing excellent work to realise hydrogen’s potential to transform the aviation sector. Those twin pillars of south-west higher education are working closely with Airbus and Bristol airport as part of the Hydrogen South West group, which aims to cement the position of North Somerset, Bristol and the surrounding area as a national leader in the field.
During my visit to the science park it was made clear to me that although they are excited about the role that hydrogen has to play in the future of the aviation industry, the ever-shifting net zero policy landscape—especially the perceived lack of clarity from the Government on hydrogen’s future role—has handicapped the sector’s ability to draw in private investment. The Government must make it clear to the private sector that they do have faith in hydrogen’s ability to transform the aviation sector, and that early investment into the nascent industry will be rewarded in future.
According to data supplied by the sector’s trade association ADS, the global aviation industry could require more than 100 million tonnes of hydrogen by 2050, even by today’s lacklustre transition plans. As we have seen with sustainable aviation fuel, the scaling up of production to those levels will require not just significant private and Government investment, but years to develop plans, build plants and train a sufficiently skilled workforce. It is imperative that we get moving on this issue today.
Although in one moment we must applaud the Government for their work on sustainable aviation fuel, in the next we must begin turning and then fixing their gaze towards hydrogen. The Government have already signalled support of the sector by announcing £100 million for the development of hydrogen planes through the Aerospace Technology Institute programme shortly after coming to power last July. In the autumn Budget, the Government announced almost £1 billion for the aerospace sector over the next five years. Similarly, in the spending review delivered by my right hon. Friend the Chancellor last week, £500 million was committed to support the development of hydrogen infrastructure.
Over the past year, however, I have had innumerable conversations with leading figures in the sector, who have told me time and again of significant anxiety as to whether the UK Government envisage hydrogen having a direct role in the aviation industry in the medium to long term. While other countries push ahead with hydrogen, rightly seeing it as a valuable export market, we run the risk of being left in their wake—or contrails—unless we get a move on and make clear to the industry our steadfast support.
The experience of transition to renewables taught us that although Government investment can catalyse partnerships with the private sector, it ultimately must fall to the private sector to be the driver of change. Before the private sector will start the engine, it falls to this House and this Government thoroughly to investigate this area, set sensible standards and support the development of the necessary infrastructure, to enable a hydrogen-powered aviation future. To that end, I eagerly look forward to hearing from the Minister how he intends to support the industry further in the critical 10 years to come.
It is a real pleasure to serve under your chairship, Mr Stringer. I thank the hon. Member for North Somerset (Sadik Al-Hassan) for leading the debate and setting the scene so well. It is a pleasure to see the Minister and shadow Minister in their places. I look forward to the Minister’s response and helpful answers to our questions, to ensure we are encouraged by this debate that benefits will come to our constituencies.
Hydrogen is an alternative that is becoming more widely explored. There is no doubt it could and must play a part in the UK’s contribution to net zero targets. The ultimate secret to reaching net zero targets is how to do so without adversely impacting our constituents. I am not a sceptic—I never have been. Some people might be sceptics, but I am not one of them. I recognise the importance of meeting the targets, and hydrogen is one way to do that. Alternative forms of energy are being used in many transport paths, so it is important that we are here today to discuss the progression of our aviation industry.
I want to mention some of the things that are happening in Northern Ireland. Undoubtedly, a progression to hydrogen rather than fossil fuels has its benefits in terms of the transport industry. There are zero carbon dioxide emissions. Hydrogen is attractive for long-haul flights and has faster refuelling mechanisms. Of course, cost implications are very important as we move forward. Any new technology is always costly at the start, but as it gets easier to do, the cost implications reduce. At this moment in time the implications are incredibly large. Airports across the UK will require massive infrastructure upgrades. Most planes will require to be redesigned with larger storage capacity and the freezing temperature of hydrogen must be considered, so there are cost implications there. But for every airport across this great United Kingdom of Great Britain and Northern Ireland, we can do it better together.
Companies across the UK such as Airbus, easyJet, Boeing and Wrightbus in NI have looked at and announced plans for hydrogen-powered aircraft and other modes of transport. We just need to look at the transition that was made back home in Northern Ireland by Wrightbus in Ballymena, who developed a green hydrogen production facility capable of powering up to 300 hydrogen buses daily. It has taken some time to get there, but it was on the cusp of something new, and I understand that now almost every bus in London is a Wrightbus, with potentially more across the country. Furthermore, Airbus has announced plans for a hydrogen-powered commercial aircraft by 2035. That is another indication of the timeline. easyJet successfully tested a hydrogen combustion engine in 2022. There have been many advances—small steps now, but great steps for the future as we look forward.
It is a pleasure to serve under your chairmanship, Mr Stringer. I thank my hon. Friend the Member for North Somerset (Sadik Al-Hassan) for securing this timely and very important debate.
My constituency of Mansfield is just a stone’s throw away from East Midlands airport, which is one of the UK’s key freight and passenger hubs. It is important not only to our local economy, but to many of my constituents, who use the airport to get away on family holidays. With climate change being a significant concern to many of my constituents, and with the instability of hydrocarbon-based aviation fuel pricing as a result of numerous factors, including global conflict, I very much welcome the consideration of hydrogen-powered aviation as a practical and vital path towards sustainable flight.
The east midlands has always been at the heart of British industry and innovation, and now we must be at the forefront of clean technology. Aviation accounts for around 7% of our carbon emissions and the figure is growing, but rather than grounding its progress, we need to power it differently. Hydrogen offers us a really tangible solution: it produces zero carbon emissions at the point of use, and has great potential to fuel short and medium-haul flights by the mid-2030s—exactly the kinds of routes that operate out of East Midlands airport.
Hydrogen has real, tangible benefits over other approaches such as sustainable aviation fuel and battery power. We are already seeing British companies—including companies local to me in the east midlands, such as Rolls-Royce, and ZeroAvia in the south-west, which is working with East Midlands airport—investing in hydrogen engines. I believe that the Government have a responsibility to at least consider supporting that transition, not only to meet our climate targets but to protect and grow jobs in aviation, engineering and logistics in the east midlands.
Let us not forget that our constituents all want cleaner skies and to reach net zero, but they also want the opportunity to travel. Hydrogen-powered aviation can potentially deliver both, but to develop the technology to do that, we need the right investment in infrastructure, and particularly in research and development. We can turn regional airports into hubs of innovation that are important for the regions, and create a new export market in green aviation technology—that is not pie in the sky thinking. It will take some work to achieve it, but it is practical and necessary.
It is a pleasure to serve under your chairship, Mr Stringer. I thank the hon. Member for North Somerset (Sadik Al-Hassan) for securing this debate, which is particularly important for the west of England.
Hydrogen-powered flights have real potential to cut carbon emissions in a notoriously difficult to decarbonise industry, while still allowing people to enjoy flying around the world, as the aircraft would emit only water vapour. The industry needs support now, however, which means thinking about the technology, infrastructure and regulation.
Airbus, where many of my constituents work, is aiming for hydrogen-powered airliners by 2035. Its studies suggest that UK hydrogen aviation could support up to 110,000 jobs in this country, and we absolutely have the potential to show global leadership. When I discussed the ZEROe project on a visit to Airbus last year, it was trying to decide between hydrogen combustion and hydrogen fuel cells. It has now plumped for the latter, although it does not rule out direct combustion in the future. It and other manufacturers are working in collaboration with academia, and there is some excellent knowledge in this area in our local universities. We need to back investment in research, development and manufacturing infrastructure. Other companies such as GKN, which has a base in my constituency, are also looking at hydrogen.
The west of England has a long history of innovation in aviation, going back to the days of Sir George White; it has many things that co-ordinate to make it a place to invest. For example, just outside my constituency, we have the Bristol and Bath science park, and we have the national composites centre. Hydrogen molecules are very small, so containing it is a challenge, but that is where the national composites centre’s expertise can help. In the science park, the institute for advanced automotive propulsion systems is also looking at hydrogen.
Obviously, it is no good having hydrogen-fuelled aeroplanes if we do not have the hydrogen, so we need large-scale investment in green hydrogen. It is all very well having zero emissions on our flights, but if the electricity is being generated from non-low carbon power in the first place, there will still be associated emissions. As the Energy Security and Net Zero Committee has heard a number of times in its inquiries, it is really important that the Government make a decision about the future use of hydrogen. Given that we will only ever be able to produce a finite amount of green hydrogen, I think we need to prioritise it for industries where there are no realistic alternatives, including aviation.
It is a pleasure to serve under your chairship, Mr Stringer. I thank the hon. Member for North Somerset (Sadik Al-Hassan) for securing this debate and for continuing the conversation that we have been having over the last couple of weeks about the future of aviation—something it is always a pleasure to talk about.
Nothing is inevitable about the pollution in our skies. Aviation does not have to be the easy poster child for conspicuous consumption of resources and casual carbon emissions. It does not have to be part of the problems we face with a warming planet, melting ice caps and increasingly extreme weather. With the right choices, it can be part of the solution. Britain is already feeling the mounting toll of climate change: flash floods, record heatwaves and freak storms. That is not abstract; it is already costing lives and livelihoods across the country. Aviation contributes to that problem and we cannot pretend that it does not.
In 2022 alone, UK domestic and international flights produced nearly 30 million tonnes of carbon dioxide, equivalent to 7% of the nation’s entire greenhouse gas emissions. If nothing changes, the Climate Change Committee projects that aviation will account for 16% of UK emissions by 2035. We cannot meet our net zero goals without tackling this issue. This debate is particularly well timed following the introduction of the Sustainable Aviation Fuel Bill last week, which addresses the climate emissions of existing technology fuels.
There is good news beyond that, however, and aviation can be part of the solution to our fight against climate change. Thanks to scientific progress and industry innovation, we now have the technology to fly without fossil fuels. Green hydrogen, produced using renewable energy, is a clean fuel that emits no carbon when used. It is one of the most promising solutions for decarbonising aviation, whether by powering aircraft directly or by creating sustainable aviation fuels. That is not a pipe dream; it is already happening.
It is a pleasure to serve under your chairmanship, Mr Stringer. I congratulate the hon. Member for North Somerset (Sadik Al-Hassan) not only on securing the debate but on setting out the case for hydrogen aviation so clearly in his opening remarks. The Second Reading of the Sustainable Aviation Fuel Bill last week was but the precursor to this Westminster Hall debate—this debate was trailed in that one. I also congratulate all other hon. Members who have spoken in the debate.
It is a pleasure to speak for His Majesty’s Opposition in this important debate on the policies of the Government of the United Kingdom on hydrogen-powered aviation. Aviation is a sector that underpins global connectivity, international trade, and regional economic growth, but its long-term sustainability requires bold innovation, and a clear policy framework that supports low-carbon propulsion technologies while enabling British industry to lead.
Let me be clear: hydrogen is not a hypothetical solution. It is a practical, viable and strategically critical path forward for decarbonising flight. The UK has a golden opportunity to lead the world in this technology, not just by developing aircraft but by creating the entire hydrogen aviation value chain, from production and distribution to propulsion and maintenance. When combusted purely, hydrogen emits only water vapour, unlike kerosene, obviously, which produces carbon dioxide. Moreover, unlike battery electric aircraft, hydrogen aviation scales better over distance and payload, making it suitable for not just short-term hops but future regional and potentially transcontinental routes. That is not only good for the planet, but good for Britain.
According to the Aerospace Technology Institute, the UK could generate up to £34 billion in GVA and support 60,000 jobs by 2050 through hydrogen powered aviation. That is thousands of skilled engineering, manufacturing and research and development roles across the country. These areas stand to benefit significantly from hydrogen aircraft production, airport infrastructure retrofitting and fuel supply chain development. In Bristol and Gloucestershire, Airbus and GKN Aerospace are already laying the groundwork for hydrogen propulsion and systems integration. In the midlands, particularly in Derby and Coventry, Rolls-Royce is developing hydrogen combustion engines in work that has the potential to sustain and expand our world leading turbo machinery industry. In Teesside, the Conservative Government-designated hydrogen transport hub is pioneering fuel production and logistics, with Teesside international airport poised to become a hydrogen aviation testbed. In Scotland, Prestwick airport is leading hydrogen aircraft trials and Aberdeen is already a recognised centre for hydrogen fuel development. Belfast, home to Spirit AeroSystems, is well positioned to play a central role in manufacturing structural components for the hydrogen aircraft of the future.
It is a pleasure to serve under your chairmanship, Mr Stringer. It was also a pleasure, as a young councillor, to serve under your leadership of Manchester city council in the early ’90s. As I said in a debate the other day, you were chairman of the airport that last built an international runway in the UK—the only one in 80 years. I learned a lot in that period, and I am always grateful to you.
I congratulate my hon. Friend the Member for North Somerset (Sadik Al-Hassan) on securing an excellent first debate in Westminster Hall and thank other hon. Members for their contributions. Famously, my hon. Friend is a pharmacist by training and by trade; he actually lives in a village called Pill, which is probably the strongest case of nominative determinism I have come across in my political career. He is also a doughty champion for Bristol airport. He never fails to tackle me about the issue in the Lobby or the Chamber. The airport plays a crucial role in providing connectivity and enabling growth in the south-west, and I welcome the leading role that it has played in developing hydrogen, such as the recent Project Acorn trials, which demonstrated the safe use of zero emission ground handling equipment in an airside environment.
I am grateful to hon. Members for their contributions on the SAF Bill last week. The Opposition spokesman, the hon. Member for Mid Buckinghamshire (Greg Smith), spoke well about his passion for this issue, and mentioned that hydrogen fuel produces only water vapour. It is good for the environment, jobs and airports. It can help general and commercial aviation.
Upon coming into government, I had to take some tough decisions. The Jet Zero Council, established under the last Government, was reasonably ineffective. It hardly met and it was unwieldy; people said that it had become a talking shop with limited outcomes. I made big decisions to refocus it, narrow it down and ensure that it had tangible outcomes.
For all the groundwork that the Opposition spokesperson said that the last Government laid, we have had to make tough decisions. We are the Government that introduced the mandate for SAF, which came into law on 1 January this year, and in the first Session of this Parliament we are making decisions about the revenue certainty mechanism. I am grateful to all hon. Members who are supporting that, but we should have been doing this years ago. We now have a Government who are committed to making progress, and we will continue doing so.
I, too, thank all the hon. Members who have contributed to the debate. It was fantastic to hear from the hon. Member for Strangford (Jim Shannon) about the importance of mitigating any impact of this change on constituents and of challenging scepticism about hydrogen’s role. He is definitely on the bus when it comes to hydrogen. My hon. Friend the Member for Mansfield (Steve Yemm) is a champion of his local airport and of green hydrogen, which offers us strategic energy independence and jobs while also helping us to meet climate targets. The hon. Member for Thornbury and Yate (Claire Young) talked about the innovation history in the west of England, a region that she said is up for the challenges of hydrogen while prioritising change in aviation.
Front Benchers made a number of important points, too, including about the risk of doing nothing for our ability to meet our climate targets; the skills needed to reflect the changes to regulation to go alongside the Government’s announced funding; the need for a long-term plan to drive investment; the fact that hydrogen is good for the planet and good for Britain; the role of the Government in providing leadership in this hydrogen age, not only in the UK but internationally; and the effect of a refocused Jet Zero Council on progress on catching up in order to meet our plans for a greener aviation sector. I also welcome the UK-US trade deal and its potential benefits for the nascent hydrogen economy. I thank all the relevant Members for bringing those points to the fore; I am certain that the Minister has heard them and will take them away.
We have heard today about the extraordinary opportunities across the country that the development of the aviation sector might bring. I have seen at first hand in my constituency of North Somerset that it is an incredibly exciting sector, which has long been at the cutting edge of innovation in this country; hydrogen-powered aviation is just the latest link in a chain stretching back over 100 years.
I get the sense that we are unified behind hydrogen-powered aviation. We all agree on the need to reach our legally binding net zero targets, and that we must do so in a way that maintains the affordability and accessibility of the modern aviation industry. I believe that hydrogen-powered aviation is the answer. Down the line, we might disagree on some minor tactical points, but so long as we agree on the overarching aim and strategy, I believe that we can get there.
Sitting suspended.
We have spoken a lot today about the importance of our aviation and aerospace sector to the economy of the United Kingdom of Great Britain and Northern Ireland. When we look at transforming capabilities for the future, the key word is investment, so I am keen to get the Minister’s thoughts on how he sees that investment happening with all of the United Kingdom of Great Britain and Northern Ireland as the beneficiaries of that. We are very fortunate to have a Minister in place who is a friend of Northern Ireland and who regularly visits. He has had discussions with the Minister back home at the Assembly to formulate ideas and move forward positively and constructively.
The key phrase is investment in the sector. I look at companies such as Spirit AeroSystems in Belfast and in my constituency of Strangford, which offers world-class aerospace engineering capabilities but is in the middle of a “buyover” that guarantees nothing for Northern Irish jobs. In the Chamber last week, when I had an opportunity to ask the Secretary of State for Business and Trade about this, they were agreeable to the idea of meeting unions and people who could “buy over” to ensure the continuity of jobs across Northern Ireland. How can we possibly talk about investing in companies like this but offer nothing to preserve the future? It is really important that we get it all together in the right way. Perhaps this is a reminder to the relevant Ministers that issues like this will not go away, and that Government intervention to protect the future of our aviation sector is imperative.
There are roles in which all companies across the United Kingdom can play a part, small to large. All of us have a role to play. Some are more critical, but all of them are very helpful. For the likes of Northern Ireland, for instance, we have smaller airports that are perfect for short-haul early flight trials. We are very fortunate to have Belfast International, Belfast City and Londonderry airports, but they are all for short-haul and domestic flights, although there is an indication that next year there will be direct flights to the United States of America.
On early flight trials I have one thought. Ards airport is a small constituency airport—we have the Ulster flying club—and there are possibilities for using that for early trials. Why not? That shows that the reach of this debate can go even further. We have green targets that we are planning to meet. It would be fantastic if the UK could be a global leader in green aviation, but we must never underestimate the cost, the time and the infrastructure that are required.
There is no doubt about the Minister’s commitment to the aviation sector, but I look to him to get an idea of his plans and strategy for the future. That is the encouragement that I am looking for today arising from this debate, and I seek reassurances about people’s jobs in the aviation sector. We need to retain people with the relevant skills, so in the event of any changeovers—for instance, at Spirit AeroSystems back home—we must ensure that jobs are retained and encouraged. The industry would be nothing without the workers in it, who make it what it is, and Government intervention is required to maintain its success.
I look forward to seeing what the future looks like for hydrogen-powered aviation, and I have a very strong and positive hope—indeed, perhaps a vision—that the United Kingdom of Great Britain and Northern Ireland can showcase what we have to offer for the future of aviation, and particularly for hydrogen-powered aviation.
We should back British innovation and cleaner aviation. Let us ensure that the east midlands, Britain and the UK lead the world with this new, exciting technology.
We need to be thinking about how we produce that energy, and again our area has something to offer the country, because we have the potential for new nuclear at Oldbury and we have the River Severn, where there was a recent commission on tidal power. We therefore have the means of producing green energy. We have expertise in all those areas, with excellent nuclear specialism in our local universities, the aviation expertise to develop its use in aviation, and the facilities that I described in the Bristol and Bath science park to help to tackle some of the problems associated with deploying the technology.
On infrastructure, we obviously need to think about not just how we are producing that energy, but how we are delivering it to airports and how we are storing it. Again, that comes back to the question about the future of the gas grid in this country—will it be repurposed for hydrogen at some point? Regulation and having the right regulatory environment are important. People are very aware that hydrogen is highly flammable, but we can make it safe by putting the right protocols in place.
Our 2024 manifesto set out taxation reform that would help to redirect people away from frequent high carbon flights. It is important that we give people a means of judging the carbon emissions from their flights. Many companies will be looking at their own net zero aims, and it is important that people understand the implications of their choices when flying.
Hydrogen-powered aviation has the potential to cut transport emissions and boost our economy through new jobs. The west of England is particularly well placed to support the industry. It is time to make sure that the regulatory environment is right and that limited public money is invested effectively.
Hydrogen aircraft are being trialled, green fuel production is scaling up and aircraft around the world are beginning to prepare for a hydrogen-powered future. However, the UK risks being left behind unless we match ambition with investment. The ATI estimates that aerospace’s economic contribution to the UK economy could increase from £8.4 billion today to over £37 billion by 2050, driven by new low and zero emission technologies such as hydrogen-powered aircraft.
Britain’s aerospace sector is ready, but it lacks confidence that essential infrastructure exists, such as the hydrogen production that those aircraft will require. ADS, the UK trade association for aerospace, defence, security and space, estimates that global aviation could require more than 100 million tonnes of hydrogen by 2050—3 million tonnes of which would be used in the UK. It is essential that we scale up the production of green hydrogen to meet that challenge, and enable the shift in the industry to take place. Investment is required in production, as is massive investment in refuelling systems and supply chains, as well as the planning approvals that are required to approve projects necessary for that development.
The ATI strategic programme has supported several key projects in the shift to develop hydrogen-electric propulsion systems, including ZeroAvia’s HyFlyer and advanced fuel cells for aviation decarbonisation projects, GKN’s H2GEAR and H2FlyGHT—lots of confusing acronyms and project names—and Project Fresson, led by Cranfield Aerospace Solutions. Some of those projects, including those by ZeroAvia, have resulted in or will soon result in certification applications with the Civil Aviation Authority that will complete in the coming years—the earliest of them by 2026.
ZeroAvia, which is based in the constituency of my hon. Friend the Member for South Cotswolds (Dr Savage), is backed by many huge investors, including Airbus, British Airways, and the Amazon Climate Pledge Fund. It is already attracting orders from airlines such as Alaska Airlines and United Airlines. Critically, it has also had investment from the UK Infrastructure Bank and the Scottish National Investment Bank, which shows the immediate viability and attractiveness of investing in this technology.
Having raised over $250 million and grown a team of more than 200 employees across Gloucestershire and London, ZeroAvia is already making a significant contribution to the aviation industry. It is currently targeting certifying with the CAA a hydrogen-electric powertrain for planes with up to 20 seats, with the target of it entering service next year. The step after that will be developing an engine for larger 40 to 80-seat aircraft by 2028. The certification will require investment in the CAA to provide the skills and expertise to evaluate and then certify the aircraft as safe.
The advantage of ZeroAvia’s approach is the ability for airlines to retrofit the engines into existing fleets. This is not a tale about a technology of the future. ZeroAvia has already performed several world-first breakthrough flight demonstrations of its powertrain technology from its base at Cotswold airport. ZeroAvia is an incredibly exciting new entry to the sector, but existing aviation giant Airbus has also seized the opportunity of hydrogen. Its plans are bigger and depend on more infrastructure; as a result, Airbus recently announced its ZEROe hydrogen-powered aircraft programme would be delayed by a decade because of concerns about the availability of infrastructure to support hydrogen flight.
The ZEROe aircraft features an electric-propellor propulsion system powered by hydrogen fuel cells that uses the hydrogen to generate electricity on board through a chemical reaction, similar to the approach taken by ZeroAvia. The only by-product of this reaction is water, and when combined with green hydrogen production, the process is carbon-neutral. The ZEROe approach with propeller propulsion is the likely first-generation hydrogen powerplant type, replacing domestic and regional aircraft, like those ZeroAvia is already developing, for shorter flights.
That approach contrasts with the one Rolls Royce is taking with its project to modify existing technology engines to run on gaseous hydrogen, instead of requiring a conversion to electrical energy to power an onboard electric motor. Rolls showed the huge potential of that work back in 2022 when it successfully ran a modified AE 2100-A engine, which is a variant of the turboprop powerplant that equips the Saab 2000 regional airliner, which is a long-established and widely used regional turboprop.
The next stage of that work is to modify a Pearl 15 business jet engine, which is a twin shaft turbofan that currently powers the Bombardier Global Express, showing that this approach is potentially applicable to turbofans as well as turboprops. The direct combustion of hydrogen in a modified existing-technology engine shows an alternative route to harnessing hydrogen to decarbonise the aviation industry. These projects show the huge potential of this fuel to take aviation into the modern era of low and zero-emission operations.
There are three approaches: eSAF, fuel cell to electrical production on the aircraft and direct hydrogen propulsion. They are all viable technologies and approaches that the market, industry and research will understand and develop for the appropriate sectors. For now, those projects are all being held back by infrastructure availability, and I call on the Minister to fix that. I welcome his Government’s July announcement of the commitment of over £100 million for the development of hydrogen and electric aircraft through the Aerospace Technology Institute, and nearly £1 billion over five years to support innovation in the aerospace sector. There is no denying that those are serious, positive moves, but they must be only the start. If we get sustainable aviation fuel right, the benefits for cities such as London will be enormous. Clean flights mean cleaner air, fewer respiratory illnesses, fewer days lost to sickness, and longer, healthier lives. Getting it right would also mean economic leadership, new green engineering jobs, revitalised manufacturing, and a chance for Britain to lead the global hydrogen economy.
Of all transport sectors, on a first-principle basis, aviation is the one to which hydrogen is most applicable. In fact hydrogen will be essential if aviation is to make its net zero targets. Aviation is the most energy-intensive mode of transport and the most sensitive to mass, as the Breguet range equations that I explained to all hon. Members last week show. That is why aviation will be the most suitable use of hydrogen fuel in the future. Aviation has the least competition from other zero-emission pathways, due to their various shortcomings. The sector’s energy demand is plannable and high, creating significant offtake that can bring H2 down the cost curve. Additionally, the professionalised and regulated environment of aviation is very well suited to handling the new fuel, and establishing standards and safety. Hydrogen’s success in aviation will be a major proof point against many existing investor concerns for other sectors.
I urge the Minister first to provide longer-term clarity to industry on the availability of hydrogen. The Government must signal their intentions on renewable energy and hydrogen production targets beyond 2040, and, to bring forward the business models for hydrogen transport, storage and power, they should also extend Aerospace Technology Institute funding to a 10-year horizon.
Unlike what we have heard from other hon. Members in this debate, this is absolutely not a call for flights to be grounded and Britain isolated. This is a call to fly smarter and cleaner, to back British science and leadership to build a better and more sustainable future. Aviation connects us to people, places and possibilities. It can drive innovation. It boosts economies and it brings the world closer together. With the right action, it can keep doing all of that without costing us our planet.
A successful future-focused aviation sector means more than environmental progress; it means greater reliability and connectivity for passengers, and competitive ticket prices driven by fuel efficiency. For business, it means faster, lower emission logistics, better access to export markets and the growth of regional airports as hubs for commerce and investment. There is an important distinction to be made here, and one that we in this place must be honest about. While hydrogen fuel cells offer lower energy losses and may suit smaller aircraft or drones, it is pure hydrogen combustion that offers the best chance of achieving decarbonisation for medium to large aircraft, especially within the constraints of airframe weight and power density. Combustion also enables more rapid retrofit of existing aircraft designs and is more compatible with current maintenance ecosystems and airport infrastructure. Simply put, hydrogen combustion is the most practical, scalable route for commercial aviation and the UK should be focusing investment accordingly.
It was the Conservatives in government who recognised that early on. Under the jet zero strategy established in 2022, we committed funding to Project FlyZero, supported by trials by ZeroAvia and Rolls-Royce. We ringfenced funding for hydrogen infrastructure at UK airports. We laid the groundwork for the SAF price mechanism that this current Government is carrying through with the SAF Bill. We established the hydrogen transport hub in Teesside, where our fantastic mayor Ben Houchen, now Lord Houchen, oversaw a combined £23 million funding package to kick-start the local hydrogen-based economy. We also made Britain one of the first countries to support regulatory frameworks for hydrogen-powered flight trials.
Turning to the new Government, the mantle has clearly democratically passed to them, and the test on whether hydrogen aviation can succeed lies with them. The promised expansion of the aerospace growth partnership, sadly, has been watered down. The Aerospace Technology Institute’s hydrogen propulsion roadmap seems to have stalled, and companies at the cutting edge, from Cranfield to Kemble to Prestwick, report difficulty in accessing follow-on support, despite clear potential and private co-investment. The Government must stop conflating hydrogen policy with overreliance on electric-only solutions, which simply cannot be scaled to long-haul aviation. A narrow vision such as that would be misguided; it is actively stifling British leadership in this vital sector. If we want to lead the next aviation revolution to match our leadership in jet engines with leadership in zero carbon propulsion, then ambition must be matched by action. That means committing long-term funding for hydrogen combustion propulsion research and development, providing meaningful and long-term support for airport hydrogen infrastructure trials, especially in regional hubs, accelerating the certification and regulatory pathway for hydrogen aircraft and aligning hydrogen production strategies with the wider UK aviation sector.
The hydrogen age is not coming. It is here, and unless the Government correct course, the opportunity to lead it will pass us by. The last Conservative Government laid the foundations for hydrogen-powered aviation. I very much hope that this Government, and this Minister, do not allow the UK to lose that legacy through indecision. I challenge the Minister, who is very thoughtful on this subject and has the best interests of aviation at heart, to ensure that hydrogen is part of that future.
As the Secretary of State noted when introducing the Bill last week, the Government recognise the key role of the aviation sector in driving growth, and
“we will not accept false trade-offs that pit aviation’s growth against our commitments to net zero.”—[Official Report, 11 June 2025; Vol. 768, c. 1031.]
I want to see a future in which more passengers and goods fly while we transition to a greener aviation sector. In addition to introducing the SAF Bill, the Government have already established a SAF mandate, as I have said. The mandate and the revenue certainty mechanism will provide much-needed support to SAF producers, stimulating investment in domestic production, which we all want to see, by reducing financial risk and uncertainty for those producers and supporting the UK to become a world leader in sustainable fuel production. As I said in last week’s debate, the world is looking to us and asking us about our revenue certainty mechanism, because we are leading the world in that field.
As we all know, we are also acting to modernise our airspace. Earlier this month, we released a response to the consultation on a new UK airspace design service—UKADS—and support fund. UKADS will make flightpaths more direct and efficient, reducing unnecessary emissions and supporting flights with fewer delays.
Let us get to the subject in hand. I recognise the clear potential of hydrogen as a zero emission aviation fuel and what it could contribute towards greener aviation. As the hon. Member for Strangford (Jim Shannon) said in his customarily excellent speech, it produces zero CO2. He is right that it is costly, but we know that the costs will become competitive as we scale up. He speaks well of Spirit in his constituency and the workers who work there in this field. I pay tribute to him and them for what they do in Northern Ireland.
Given our world-leading aerospace sector, we should seek to capture in the UK the jobs and growth benefits emerging from these technologies. The Government have already acted to support the use of low-carbon hydrogen in aviation through the SAF mandate, with eligible hydrogen rewarded through the provision of tradeable SAF certificates. Innovation led by the sector is key, and I welcome the work by Airbus and GKN on hydrogen technology in the south-west and the support provided by academia, such as by Bath University. I congratulate the hon. Member for Thornbury and Yate (Claire Young); the south-west is well placed in the R&D world for this technology. Given her work as a former leader of the council and her expertise in the tech sector, I welcome her valuable contribution to the debate.
We will continue to co-invest with industry on a range of R&D projects, which a number of Members raised, including the development of hydrogen aircraft technology through the Aerospace Technology Institute programme that the hon. Member for Sutton and Cheam (Luke Taylor) mentioned. As announced in the spending review, we will invest more than £3 billion in the next four years in the advanced manufacturing sector on zero emission vehicles, batteries and aerospace technologies. I join him in congratulating Cranfield Aerospace Solutions, which I visited while in opposition, on its work.
The Government will further set out our approach to the advanced manufacturing sector in the modern industrial strategy later this month. That will benefit from the UK-US trade deal signed today, under which there will be zero tariffs on UK aerospace trade with the United States. I am aware that aircraft developers are moving at pace, with ZeroAvia announcing plans last month for a manufacturing base in Glasgow. I thank my hon. Friend the Member for Mansfield (Steve Yemm) for mentioning it and for being a doughty champion for East Midlands airport near his constituency. He is right to mention the geopolitical situation. There are many reasons why we should make these changes, but energy security is one of them, given that we are in an increasingly uncertain world. He brings his previous tech experience to the debate, and I congratulate him on his contribution.
The wider sector should prepare for the adoption of this new technology and, to support those whole-system changes, the Government, the aviation and aerospace sector, and academia must work together. The Jet Zero Taskforce that I have established is a key focus for that collaboration, and I am pleased to co-chair the expert group alongside the Minister for Industry. Importantly, one of the task and finish groups of the Jet Zero Taskforce is reviewing barriers to the commercial operation of hydrogen aircraft. The group will report on its findings in the autumn, and I look forward to considering them closely.
As the hon. Member for Thornbury and Yate said, regulation is critical. Improving regulation in the UK, and ensuring that it enables growth and does not unduly hold back investment, is an essential part of the Government’s growth mission and of delivering on the plan for change. For that reason, in March the Chancellor announced that in the current financial year the Department for Transport will fund the Civil Aviation Authority’s hydrogen in aviation regulatory challenge. This work is helping the CAA to collaborate with innovative companies through regulatory sandboxes, in order to develop a proportionate regulatory framework for them.
Finally, I will touch on the production of low-carbon hydrogen, which is essential not only for aviation but for the wider economy. We have strong domestic expertise and favourable geology and infrastructure to develop a thriving low-carbon hydrogen sector in the UK. We are delivering real projects to kick-start the UK’s hydrogen economy, as demonstrated by the recently signed contracts for projects that were successful in the first hydrogen allocation round.
Later this year, the Department for Energy Security and Net Zero will publish a refreshed hydrogen strategy to ensure that hydrogen achieves its unique role in the Government’s clean energy superpower and growth missions. Just last week, the Government announced over £500 million to develop the UK’s first regional hydrogen transport and storage network, boosting industrial regions such as Merseyside, Teesside and the Humber.
The week of the international Paris air show is an important time to reflect on the progress that we are making towards a greener aviation sector. I therefore reiterate my ambition on this important matter, as well as my thanks to my hon. Friend the Member for North Somerset for securing today’s debate and to other hon. Members for contributing to it.
Realising the potential of hydrogen-powered aviation is incredibly important, not just for the long-term regional economic prospects of constituencies such as mine, in which Bristol airport plays such a key role in our local economy, but for our nation as a whole. As we have heard, the aviation industry supports over 1.6 million jobs across our country and contributes over £120 billion to our economy every year. While we are here to recognise its contributions to our emissions, I think we agree on its importance to our future economic growth and, therefore, on the need to support its decarbonisation while not imperilling its expected strong growth.
I thank Members again for their contributions. I look forward to seeing how the sector continues to develop in the years to come. As they say, the sky’s the limit.
Question put and agreed to.
Resolved,
That this House has considered hydrogen powered aviation.